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Poh Theen Soh, CANSO Asia-Pacific Director & Claudia Bacco dig
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Libby M. Bahat, CAAI shares
Juan
Marita
Maxime
Prof. Sameer Alam, ATMRI explains requirements to Kasia
Raymond Li Kwok Chu, Director - ATM, HKIAA
Sugoon Fucharoen, AEROTHAI
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Welcome
It’s hard to believe we are racing towards the finish of 2025 and it’s time for the fall issue of the magazine. In this issue, we have some exciting news to announce! Global Airspace Radar, in partnership with Unmanned Airspace/ Urban Air Mobility News, will be supporting CANSO for next year’s Airspace World awards. The launch of the awards is highlighted on page 31. Not only is there a new team for the upcoming awards, but there is also a new name, the Seamless Skies Awards.
The Seamless Skies Awards have been developed to recognise exceptional achievements in the global air traffic management (ATM) and UAS traffic management (UTM) sectors during 2025. Expect to see new market entrants such as Urban Air Mobility (UAM) and space traffic management addressed in the individual categories. Over the next few months, we will be announcing the award categories, as well as the judging panel participants, entry process and deadlines for submission.
Now let’s get back to the current magazine issue. In this issue, we’ve brought together technology topics across ATM, UTM, Space, artificial intelligence and service-oriented architectures. As the issue is available onsite at Airspace Asia Pacific, there is a lean towards topics impacting this region. Executive interviews kick off the issue with Captain Victor Liu, Director-General Hong Kong CAD explaining the focus on sustainability within his organisation. Patrick Ky, CEO, International Centre for Aviation Innovation (ICAI) has high ambitions for growth within the Asia Pacific region. In addition to the executive interviews, we also have a contributed article from Peggy Devestel, Director, MUAC explaining their journey to sustainability from a multinational ANSP’s perspective. It’s impossible to list all of this issue’s topics here, so please read on to ensure you don’t miss anything,
Claudia Bacco Editor-in-chief
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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.
Captain Victor Liu, Director-General Hong Kong CAD on protecting the environment for future generations
QWhy is aviation sustainability so important?
Sustainability in civil aviation is essential for the sector’s long-term viability and the planet, enabling progress towards the goal of net-zero carbon emissions and inclusive green growth for the planet. Key areas for reducing carbon emissions include accelerated adoption of new and innovative technologies, streamlined flight operations, Sustainable Aviation Fuels (SAF) and alternative energy sources.
ICAO has adopted a long-term global aspirational goal (LTAG) for international aviation of achieving net-zero carbon emissions by 2050, supporting the United Nations Framework Convention on Climate Change (UNFCCC) Paris Agreement’s temperature goal. Adherence to Hong Kong’s Climate Action Plan 2050 is critical to achieving this goal.
QHow is the Hong Kong Civil Aviation Department (CAD) working with other stakeholders to meet this goal?
Working with the relevant authorities, CAD participates in the Distributed Multi-nodal Air Traffic Flow Management (ATFM) network, a concept which primarily uses the Ground Delay Programme (GDP) to regulate air
traffic flow by allocating calculated takeoff time to offset airborne delay, which minimises fuel consumption and carbon footprint.
In addition, Hong Kong’s Special Administrative Region (SAR) Government has set a target for SAF usage and encourages development of SAF supply chains. Cathay Pacific, the flagship carrier of Hong Kong, has committed to an ambitious target to reach 10% SAF usage by 2030 on flights they operate in order to meet the net-zero emission target.
QHow can technology play a role in achieving aviation sustainability?
CAD is active in exploring and adapting innovative technologies, such as flight inspection by drones and the trial of two-phase immersion cooling.
As drone technology rapidly progresses and gains prevalence, CAD works with flight inspection service providers to conduct trials using drones for flight inspections. The goal is to enhance efficiency while also reducing cost and carbon emissions from conventional flight inspections.
Additionally, CAD is studying the viability of two-phase immersion cooling for some high-heat-generating systems, such as the Control Tower Simulator’s Image Generation System. The
It is our mission to protect the environment for
future generations
cooling scheme jointly developed by CAD and the Electrical and Mechanical Services Department (EMSD) won the Prize of the Republic and Canton of Geneva and a Gold Medal at the 50th International Exhibition of Inventions of Geneva.
QWhat can air traffic control (ATC) teams do to contribute to sustainability goals?
All aircraft approaching the Hong Kong International Airport (HKIA) are encouraged to adopt the Continuous Descent Approach (CDA) procedure when specific route and weather conditions are met. The CDA procedure requires the aircraft to fly higher and adopt a lower power setting and drag configuration during the commencement of the approach, which results in a more efficient descent. CDA has also introduced a set of departure procedures which make use of satellite-based navigation technology for enhanced track adherence. Aircraft which are properly equipped to use the technology can make use of the on-board navigation capabilities to adhere closely to the nominal centre line of the flight track, aiding efficiency. Additionally, we have implemented the Approach Spacing Tool (AST) to assist our air traffic controllers (ATCOs) in delivering optimised arrival spacing at HKIA. The system continuously integrates real-time data on wind direction and speed, track and speed of arriving aircraft, and their wake turbulence categories. The tool calculates the optimal spacing and positions of the arriving aircraft along their approach path and displays them in the form of graphical chevrons on the radar display. The capacity of HKIA has been increased with a reduction in airborne delay.
QCan you provide examples of company initiatives to advance sustainability?
As a regulator, CAD has facilitated the deployment of autonomous vehicles at HKIA. This is the world’s first airport to put autonomous vehicles into live airport operations on a large scale. The vehicles have revolutionised airport operations. They have enhanced the precision and efficiency in moving
Mr Liu, DGCA of Hong Kong, China, speaking with CANSO to promote Airspace Asia Pacific 2025 to be held in Hong Kong in December CAD
baggage and staff, and improved patrolling of airport security fences, resulting in reduced congestion and heightened overall efficiency and security.
CAD has also deployed an energy optimisation solution for the central air-conditioning system. Using artificial intelligence (AI) with big data analysis, the system responds to the real-time load and changes in the external weather conditions to continually monitor and control different components to achieve the optimal targets with the most efficient air conditioning delivery at the lowest energy consumption.
QIs aviation sustainability truly achievable?
I believe that it is. As stewards of the planet, it is our mission to protect the environment for future generations. The worsening environmental conditions pose increasing risks to the aviation industry, likely leading to stricter regulations and penalties that could raise operational costs.
Despite the challenges, where there’s a will, there’s a way. With a careful balance between air traffic growth and the commitment to net-zero emissions, we will reach our goal, whether sooner or later.
VICTOR LIU
Captain Victor Liu, JP has over 30 years of aviation experience. Before holding different senior management positions in various technical divisions of CAD he was Chairman of ICAO’s Asia Pacific Regional Aviation Safety Group, and Vice President - Asia of the International Federation of Airworthiness. He is also a Fellow of the Hong Kong Institute of Engineers.
High ambitions
for a growth region
Patrick Ky, CEO, ICAI and Marita Lintener discuss APAC innovation
Based in Singapore, the International Centre for Aviation Innovation (ICAI) partners with regional governments, industry and research institutes to pool resources and co-develop solutions. Launched in January 2024 by the Civil Aviation Authority of Singapore (CAAS), ICAI will facilitate the development and adoption of technologies for the aviation sector.
APAC is different
The region requires tailored solutions due to varying regulatory environments and market dynamics with air travel demand expected to grow robustly over the coming decades. “The Asia Pacific (APAC) region is marked by vast cultural and regulatory diversity,” Ky explained. “Each state enforces its own legislation, with minimal external pressure or incentive for harmonisation across borders. There is currently no international entity looking at this area, and ICAI was created as a first-of-its-kind entity in APAC to look into this”.
ICAI’s research and development (R&D) projects focus on three key areas: next generation air
navigation services, automated and smart airports, and enhancing capacity and safety through weather-resilient operations. The aim is to translate developments into operations, seamlessly and as fast as possible.
Our conversation delved deeper into a key operational issue: weather. Weather is not only a strong constraint for air traffic management (ATM) but for airport operations as well. “Grounded staff due to bad weather affects airport operations.” Ky said. “If airports cannot cope with the passenger load, they will become a bottleneck to increasing air traffic capacity”.
A challenge and a chance
When considering whether the region needs to be tackled differently than Europe or the US, Ky said it is important to understand the current diversity in regulatory frameworks and the limited cross-border coordination present both a challenge and an opportunity.
“For commercial suppliers, it is crucial to acknowledge these differences; ignoring the region’s
ABOVE: Changi Airport with the control tower and Jewel complex CHANGI AIRPORT MEDIA
unique priorities would be a mistake. For Europe and the US there are mandates for avionics, in APAC, ICAO regulations are the only common base line. ICAI addresses these challenges by creating a new ecosystem for cooperation”.
Leveraging decades of strong global networks, ICAI is positioned to unlock silos and secure participation from global technology providers and original equipment manufacturers (OEMs). In addition, working with small and medium-sized enterprises (SMEs) is essential to bridge the gap between research and deployment. “We use them as intermediaries to develop prototypes that can be transferred to OEMs,” Ky explained. “For example, we work on a promising risk assessment tool for drone operations, developed by research institutes, that an SME will step into to scale”.
This setting is enforcing a different form of cooperation. An example is the ICAI platform for Trajectory Based Operation (TBO) trials where ICAI provides the platforms to test. Ky said the aim is to build meaningful partnerships, and great progress has already been made in this area. “If stakeholders are convinced, they implement - without regulatory obligation”. This concept becomes a recipe for success.
Cooperation is key
The Memorandum of Cooperation (MoC) with CANSO, signed July 2025, provides ICAI with a framework for discussion and access to working groups with stakeholders from the whole aviation ecosystem. This structure will facilitate collaboration for ICAI. “We count on high participation from the region, to intensify our collaboration,” Ky said. “We want to team up in APAC, including Australia and New-Zealand.”
Personal dedication is vital for the framework’s success. “It is very exciting to build something new from scratch. Singapore is a fascinating professional environment and a hub reaching out into the region, and it is exciting to do things in a form which is completely different from the way I worked before.”
Overcoming the staffing issue
Feeding the talent pipeline is a topic which is close to
both of our hearts and we spend some time debating this. With the support of Artificial Intelligence (AI) tools, Ky is confident that the aviation industry will continue to evolve, notwithstanding the global challenges in recruiting controllers and engineers in the short term.
Singapore has unique assets: its aviation industry is attractive to students and professionals, due to its career opportunities and the public perception of aviation as a forward-thinking sector. “ICAI cooperates closely with universities. We are getting a good number of applications from PhD graduates who want to work with us on robotics and AI.”
A strong future for aviation in APAC
ICAI is spearheading aviation’s growth in the region. Ky noted that there is a high alignment from political parties on the importance of air connectivity for economic development and regional connectivity. “This region sees a promising future for aviation and ICAI is proud to contribute and bring it to a new level.
PATRICK KY
Patrick Ky is Chief Executive Officer of ICAI since its creation in 2024. He was formerly Executive Director of the European Union Aviation Safety Agency (EASA).
Plane crossing a bridge at Changi Airport CHANGI AIRPORT MEDIA
Exploring sustainability
from a multinational ANSP’s perspective
Peggy Devestel, Director, MUAC explains their journey
The EUROCONTROL Maastricht Upper Area Control Centre (MUAC) is unlike any other Air Navigation Service Provider (ANSP) in Europe. Operating in the upper airspace across Belgium, the Netherlands, Luxembourg, and north-west Germany, MUAC manages one of the busiest and most complex pieces of airspace on the continent. One of the things that sets MUAC apart is its ability to design and manage its airspace based on traffic flows rather than national borders; a principle that naturally aligns with sustainability. In addition, the deeply rooted culture of innovation in the Centre allows MUAC to trial new approaches in a live environment.
Reducing aviation’s climate impact
MUAC’s sustainability strategy is built on a clear goal: reduce the climate impact of aviation. This goes beyond helping airlines minimise their CO2 emissions. Scientific research increasingly highlights the role of non-CO2
effects - particularly contrails - in aviation’s climate footprint. MUAC is actively exploring how operational decisions, such as altitude and routing adjustments, can help mitigate these effects.
One example is MUAC’s collaboration with airlines, research institutions and global companies (e.g. DLR, Google, Breakthrough Energy) to trial contrail avoidance strategies. By adjusting flight levels based on humidity and temperature data, controllers can help aircraft avoid forming persistent contrails, which have been shown to have a warming effect, particularly at night. These trials are already at an advanced stage compared with other initiatives in the field, and they demonstrate both strong progress and tangible realworld application.
They not only advance scientific understanding but also showcase MUAC’s commitment to evidence-based innovation and to assessing the operational impact of such measures.
AchievingtheCentre’s sustainability goals will be a journey.
The journey to net-zero
MUAC’s ambition to become a net-zero centre is not just aspirational, it’s operational. The journey began with a comprehensive carbon audit, identifying emissions from energy use, commuting, procurement, and more. From there, MUAC is implementing a multi-pronged approach including:
• Energy efficiency: The centre has upgraded its infrastructure with LED lighting, smart HVAC systems and energy-efficient servers
• Renewable energy: MUAC sources electricity from certified green providers and is exploring on-site solar generation
• Sustainable mobility: Employees are encouraged to use public transport, carpooling, and electric vehicles. Charging stations have been installed on site.
The goal is to reach net-zero by 2030, and progress is tracked annually.
Integrating sustainability into operations
At MUAC, sustainability is not treated as a stand-alone initiative; it is embedded into many aspects of the dayto-day operations. This integrated approach is guided by MUAC’s environmental mission to make its own operations climate neutral while supporting airspace users in reducing their climate impact.
The strategy rests on several foundational pillars:
• Operational excellence with environmental targets: MUAC’s air traffic management (ATM) services are designed to meet ambitious environmental performance targets aligned with EU mandates. These include improving horizontal and vertical flight efficiency, reducing fuel burn, and minimising non-CO2 impacts such as contrails.
• Collaborative innovation: MUAC actively trials new concepts in partnership with airspace users, research institutes, and other ANSPs. Initiatives like contrail avoidance, green trajectory planning, and SESAR projects are examples of how MUAC leverages its expertise to help reduce aviation’s climate footprint.
• Corporate footprint management: Sustainability extends beyond operations. MUAC is committed to reducing its corporate emissions through energysaving measures, waste management, bio-diversity conservation, and sustainable commuting.
• Staff engagement and training: MUAC recognises that its people are key to achieving environmental goals. All employees are contributors to the ecojourney, supported by awareness campaigns and targeted training for both operational and support roles.
• Performance monitoring: Progress is tracked using internal indicators for CO2 and non-CO2 emissions, corporate footprint and staff engagement. These metrics help MUAC monitor its transformation and ensure accountability.
This holistic and agile strategy enables MUAC to adapt to a fast-evolving regulatory and environmental landscape while maintaining operational excellence. It reflects a deep understanding that sustainability in ATM is not just about technology - it’s about culture, collaboration, and continuous improvement.
Looking forward
Achieving the Centre’s sustainability goals will be a journey. For MUAC, that journey is guided by a clear vision: to be a responsible, innovative, and collaborative ANSP that recognises that environmental performance is a key part of the mandate.
PEGGY DEVESTEL
Peggy Devestel is Director for MUAC, unique in being Europe’s only cross-border, civil-military ANSP, managing the busy and complex upper airspace over Belgium, the Netherlands, Luxembourg and north-west Germany.
ABOVE: MUAC Operations Room, air traffic controllers MUAC
Innovation has many meanings
Poh Theen Soh, CANSO Asia-Pacific Director and Claudia Bacco dig deeper
The opportunity to speak with Poh Theen Soh on this topic resulted in a lively discussion that took us in quite a few unexpected directions. To kick it off, we got down to the basics, what is innovation? Or should I say, a definition of what innovation is from his perspective.
“In general, it’s creating a better future through new methods. It doesn’t have to be glamorous and far reaching, it can be simple and incremental”. From an aviation and air traffic management (ATM) perspective the definition can become more complex though as something that brings about change.
Asia-Pacific supports innovation
On the 16th of July, 2025 CANSO and the International Centre for Aviation Innovation (ICAI) signed a Memorandum of Cooperation (MoC) to strengthen collaboration on innovative solutions in ATM. Together, the two organisations will pursue collaborative activities focused on innovative solutions to ATM challenges, sharing of information, and supporting
each other to promote best practices at regional and global forums.
Looking at an activity that has already been underway for more than ten years, the execution of air traffic flow management (ATFM) in the region without a governing body such as the EUROCONTROL Network Manager. This multi-modal ATFM scenario is made up of 12 air navigation service providers (ANSPs) from the region who created a voluntary group that works autonomously and are self-policing.
The Asia-Pacific Cross-Border Multi-Nodal ATFM Collaboration (AMNAC) is recognised by ICAO and in addition to the 12 ANSP members, CANSO and IATA participate. This is an interesting example of organisations within a region identifying a challenge and coming together to build a solution without being mandated to do so. This last point is something that is often limiting in our industry – waiting for regulation or instruction instead of taking a step toward a different way of doing things.
Another example of collaboration to drive innovation
in the region is the AIR Lab Singapore Regional Collaboration Platform (RCP). The goal of the RCP is to foster shared understanding, accelerate iteration and co-develop a common plan through an open, cloud-based sandbox designed for experimentation and rapid prototyping. It is free to use and can be accessed remotely to test multi-agency concepts
Mindset is important
Another topic we considered is the importance of one’s mindset when it comes to innovation. From time-to-time we need to change the way we think, or we can become prisoners of our own mindset.
Airspace Asia Pacific plays
a role
The upcoming event in Hong Kong from 9-11 December, 2025 is an opportunity for ATM stakeholders to learn from experts from other industries. Those working on UTM and Space topics for example. Connecting within the region is a place to start a mindset change and push thinking outside the box.
Innovation is creating a better future through new methods
Different industries measure innovation success in different ways. There’s a pretty big difference in the way a civilian ATM team would measure successful innovation as opposed to a large company or military unit. The latter two teams would find success in outsmarting the other guy, so a focus on competition. We don’t really have competition in our world in this sense. What we need is collaboration or for the entire ecosystem to buy into something. This results in the need to have a ‘networked mindset’ where we all think about how one piece of the network impacts the rest of the network. Within ANSPs we have the risk of over-specialising with a resultant compartmentalised thinking mode. What does this mean?
Today’s scenario – only experts can participate, we don’t question them as they are ‘experts’.
A future scenario – learn from other industries, bring in smaller players to have a voice at the table. Today’s innovators are working in UTM. Let’s take the chance to learn from them.
Two areas that could drive new discussion:
● How can we leverage the tech industry instead of building up more in-house engineering resources?
● How to better understand regional pain points and connect diverse ideas to formulate solutions?
There will need to be patience, as innovation doesn’t happen overnight.
We ended our discussion with a question. Considering innovation that Poh Theen witnessed during his career, what stands out as the most disruptive example?. With this view across both scenarios the outcome is unmanned aviation. The cost effectiveness of drones, the integration of artificial intelligence (AI) and gaming technology, and the battlefield success make this stand out.
POH THEEN SOH
Poh Theen Soh was Deputy Director-General (Air Navigation Services) of the Civil Aviation Authority of Singapore from 20102021, prior to CANSO.
IFATCA contribution to ICAO
David Perks, IFATCA representative to ICAO explains his work
The International Federation of Air Traffic Controllers’ Associations (IFATCA) is the global voice of air traffic controllers (ATCOs), representing more than 130 member associations and their 50,000 members. We are an apolitical federation, advancing the professional interests of controllers by, amongst other things, producing training and guidance material for the benefit of our members and other industry professionals.
IFATCA is also involved in representing the interests of our members (and the profession in general) through our participation in numerous forums, the highest profile of which is our representation at the International Civil Aviation Organisation (ICAO). We’ve been providing
members and advisors to expert groups for decades. Currently we participate in 12 panels and working groups.
Such is the reputation of our representatives for providing relevant, meaningful and expert advice, it’s not uncommon to see IFATCA representatives appointed to leadership roles within the various expert groups. One of our members was elected chair of their panel in 2021, a rare occurrence for an industry representative and a first for IFATCA. It’s testament to the contributions made by IFATCA to the various ICAO expert groups over decades that our members are entrusted with such roles by other industry and State nominated colleagues.
The voice of ATCOs at ICAO
In 2001, ICAO appointed IFATCA as a permanent observer on the Air Navigation Commission (ANC). IFATCA is one of a number of industry organisations appointed as permanent members of the ANC, which includes the International Federation of Air Line Pilots’ Associations (IFALPA), the International Air Transport Association (IATA) and the Civil Aviation Navigation Services Organisation (CANSO).
The ANC manages the ICAO technical work programme and acts under the authority of the ICAO Council. Its work areas comprise 17 of the 19 Annexes to the Chicago Convention and the associated Standards and Recommended Practices (SARPs), and Procedures for Air Navigation Services (PANS). The bulk of the ANC’s work programme includes reviewing the output of the various panels and working groups for which it’s responsible, and recommending SARPs for approval by the ICAO Council and PANS for adoption.
The role of our representatives on the various panels and working groups differs from that of industry observers appointed to the ANC. The rules under which the panels operate are clear that members participate ‘in their personal, expert capacity and not […] as representatives of their nominators’. Panel members nominated by industry organisations make an equal contribution to the collective decision-making process as their State nominated colleagues.
Permanent observers appointed to the ANC, whether nominated by an industry organisation or a State, do not serve in an independent capacity. This responsibility falls to the 19 commissioners nominated by their States and appointed by the ICAO Council. Industry observers in the ANC, however, still have a critical role to play.
ICAO’s Separation and Airspace Safety Panel
Working together with other associations
In addition to these tasks, our ANC representative works closely with other industry observers, often drawing on our collective expertise to provide informed feedback to the commission and other ICAO bodies. For instance, IFATCA, IFALPA, IATA and the International Coordinating Council of Aerospace Industries Associations (ICCAIA) were recently invited to give an informal briefing to the ICAO Council on Global Navigation Satellite System (GNSS) Radio Frequency Interference (RFI), an invaluable opportunity to raise awareness of the impacts of this threat to a critical piece of global navigation infrastructure. We also coordinate our feedback at major ICAO conferences such as the Air Navigation Conferences and the General Assembly.
Our representatives draw upon the collective expertise of over 5O,OOO air traffic controllers
There are only 19 commissioners entrusted with the responsibility of reviewing amendments for 17 of the 19 annexes. This is an enormous breadth of material to cover by a small number of commissioners. Industry observers, including IFATCA, provide essential knowledge and experience to better inform commissioners in their decision making, resulting in a better rule-setting for the international aviation community.
Our representatives draw upon their own experience and qualifications, and the collective expertise of over 50,000 ATCOs, to provide critical inputs into the ICAO rule making process. Two of our permanent standing committees, the Professional and Legal Committee (PLC) and Technical and Operational Committee (TOC) are reviewing and updating IFATCA’s Technical and Professional Policy Manual.
IFATCA also works with our colleagues within the ICAO Secretariat who coordinate all the ICAO activities, and are of invaluable assistance in helping us ensure we are in a position to maximise our contribution.
IFATCA is funded by our member associations (who are in turn, funded by individual controllers) and a small number of corporate partners. We don’t have the funding to pay our ICAO representatives and rely on them volunteering their time and effort. The time commitment varies from two weeks a year to over six months a year for our ANC representative. It’s a credit to these volunteers that IFATCA continues to make such a substantial contribution to the aviation community.
DAVID PERKS
David Perks began his ATCO career in Sydney in 1990. Since 2018, he has represented IFATCA on ICAO’s Separation and Airspace Safety Panel (SASP).
Artificial Intelligence and Air Traffic Control
What changes and what remains - Vincent Lambercy looks ahead
The core problem of Air Traffic Control (ATC) was solved by Artificial Intelligence (AI) years ago when IBM and the Swedish Air Navigation Service Provider (ANSP) LFV worked together on an AI-based tool capable of giving clearances to keep simulated aircraft separated. Just like no human will ever be better than AI at playing chess, no human will beat AI at maintaining separation.
Traffic must be managed in a human way
Being an air traffic controller (ATCO) requires separating aircraft according to rules, but there is much more to it and while the AI tool I mentioned above worked in a vacuum, real ATC happens in a complicated environment. The introduction of AI will happen in a context made of humans, equipment, and procedures. It will not be a big-bang and AI-based separations must be realised in a way that humans have to comprehend. Otherwise, it is of little value because humans must be able to take over at any time if AI fails – and it will fail. AI integration will require communicating with ATCOs in an appropriate way, including good timing. Controllers often work in pairs and knowing when it is
OK to nudge a colleague and when it is better to let them finish a task before talking is a very human skill. AI will have to master this too, otherwise it will be rapidly rejected.
ATCOs also talk with pilots, colleagues, supervisors, and assistants, some who often belong to other organisations. While speech recognition made a lot of progress lately, it is not yet to a point where an AI would make a coordination call all by itself. Digital, silent communication exists - like Controller Pilot Data Link Communications (CPDLC) with aircraft or On-Line Data Interchange (OLDI) between centres - but is limited to basic, standard situations.
Maintaining ATC skills
Let us imagine for a second, a control centre in which AI does all the routine work, with humans being present to take-over only in case of problems. If the AI completely fails, a number of ATCOs would have to take over all traffic within a few seconds. This requires situation awareness and very sharp ATC skills. Maintaining both only by watching traffic is impossible for humans, not to mention that having ATCOs waiting on-site wouldn’t
make economic sense.
If the AI cannot solve a conflict and requires human input, the situational awareness will be less of a problem but the question of maintaining proper skills remains. How could an ATCO keep their skills sharp if they have only a few conflicts to solve per week?
The liability question
Passing the responsibility for separation to an AI also raises questions of liability, even in a system where the ATCO remains in charge. What happens if an AI suggests an action that leads to an incident? Or viceversa, if an AI tasked with identifying problems misses one? Is the AI liable or does the liability remain with the ATCO? If the AI fails, there is still an extended liability question - is the developer of the software liable or the owner of the software? AI-based tools are different from the usual software solutions used by ATCOs because they can fail in rare, unpredictable cases, and in spectacular ways.
The path forward with AI in ATC
ANSPs are constantly fighting to acquire new talent and struggle with under-staffing. Any help is welcome and it is certain that AI will be used to empower the existing workforce to manage more traffic. ATCOs will remain at the centre of the Air Traffic Management (ATM) system.
AI assistants will be introduced progressively, for example with Machine Learning (ML) systems undergoing training outside of the operational system. Once trained, the models can be used operationally without evolving anymore, making them work in a reproducible way, which is easier to explain and control.
ATC also comprises problems for which it is hard to find a solution, but easy to verify if one candidate solution really is good. For example, finding the furthest possible direct clearance for a given flight is exponentially complicated, but an AI tool can do it easily. If the solutions proposed by such a tool are sent through an existing, deterministic Medium Term Conflict Detection (MTCD) tool and do not trigger a conflict, they can be offered to an ATCO for their final decision. Having an additional deterministic layer on top of the AI is the best of both worlds: the power of AI, with hallucinations identified and eliminated in a deterministic way.
Where will the industry be in five years?
AI brings its exponential progress to every industry and aviation is no exception. It will spread through ATM for sure - the hard part to predict is how. One thing is certain though: ATCOs will still be at the centre of the system.
Surveillance and navigation
with a strong personal touch
Intersoft
Electronics technology in APAC
Since its creation in 1984, and a first contract with EUROCONTROL, Intersoft Electronics has been active in technologies related to surveillance, a small niche where precision matters and the company offers specialised products and services. Technical staff use it to ensure radars work at peak performance. Over the years, Intersoft’s offering expanded from measurement and analysis tools to radar signal processors and receivers which are an integral part of radar stations. The expansion continued to the field of test equipment for ground-based navigation aids. Intersoft also teamed with the Swiss Air Navigation Service Provider (ANSP) Skyguide, providing support in industrialising SkyRF: a drone-based platform for Instrument Landing Systems (ILS), VHF Omni Range
(VOR), and Precision Approach Path Indicator (PAPI) inspection. This makes inspections faster and reduces the need for calibration flights.
It is not only go or no-go
Intersoft’s focus is on products but in a broader sense. International standards define strict criteria before ANSPs can use equipment operationally. For radar, those are parameters such as probability of detection, azimuth accuracy, range bias and range gain, just to name a few. For ILS, technicians have to measure parameters like Difference in Depth of Modulation (DDM), Sum Of Depth of Modulation (SDM), etc. Measurement platforms like Radar Analysis Support Systems (RASS) and SkyRF allow for an easy measurement and comparison within international standards.
Technicians have to measure those parameters and verify they are within acceptable limits. Built-in Test Equipment (BITE) usually provides reports with a ‘go / nogo’ criteria for subsystems and this is it.
Darren Gillam, director of Intersoft Electronics for the Asia-Pacific (APAC) region, compares this with the engine problem lamp on a modern car: performance degrades slowly over time - the lamp remains off. Suddenly the engine goes really bad and only then, the lamp goes on.
Darren stresses that the role of technicians is not only to verify that the equipment performs within acceptable limits but to ensure that it does not slowly drift away from peak performance.
ATSEPs working on a localiser antenna
Required skills evolve with digitalisation
This implies providing training beyond the international standards and providing technicians with performance troubleshooting skills. Intersoft helps ANSPs teach those skills. This requires an understanding of how the equipment interacts with its environment beyond hardware factors and key parameters.
For example, wind farms or the use of new frequencies by mobile telecommunication networks can cause interference to nearby air navigation equipment. Technicians understand those effects, monitor the equipment’s performance, and intervene before the consequences force the ANSP to declare the equipment unfit for operational use.
The digitalisation of radar and navigation systems reduces hardware failure rates compared to analogue equipment. Most parts are not fixed onsite anymore and maintenance strategies are based on replacing the failing parts with spares available onsite. Technicians need new skills, shifting from electronics to understanding operational performance through software tuning of systems.
Understanding the user is key
Another important success factor is Intersoft’s deep understanding of the importance of the local environment and cultural aspects.
Darren insists that APAC is an immense and varied region: Australia alone corresponds to 70% of Europe and it is only one part of the region. Surveillance and navigation equipment in APAC faces many types of challenges: high temperatures and humidity, but also snowy conditions and monsoons across the tropics. Understanding the effects of weather on equipment is part of making sure it works as well as possible. Additionally, some sites are so remote and difficult to access that just getting there can take one or two days.
Geography and weather are not the only considerations in APAC. Darren and his team learned to understand the needs of different users, speak different languages, and adapt to different cultures. In Darren’s own words: “We don’t impose our solutions on customers. We work together with them to solve problems in a way that is appropriate for them.”
ATSEPs on a runway, performing an ILS
A strong partner for radar and navigation
The co-development of SkyRF with Skyguide also reflects this understanding of the importance of relationships. Intersoft provides what Skyguide, as an ANSP, cannot offer: industrial design, manufacturing, and a global presence, with offices on four continents. Intersoft also operates its own training academy, offering courses from basic to expert level. Technology is not only about equipment and Intersoft Electronics understands it. Radar and navigation systems perform at their peak performance only when cared for by highly skilled, motivated, and well trained teams.
Beyond equipment and training, Intersoft Electronics, with its 400 employees, offers services to ANSPs requiring support and manufacturing services. From product development to testing and qualification, the company offers a full range of services to the civil aviation, defence, space, and radio frequency (RF) industries. Visit www. intersoft-electronics.com and put Intersoft Electronics on your radar.
The SkyRF drone flying in front of a VOR
Intersoft’s Radar Environment Simulator
check
multilateration The birth of
ANS CR shares Ivan
Uhlíř’s story
Multiple surface multilateration (MLAT) and wide-area multilateration (WAM) projects are in use throughout the world, but the story of this technology began in the Czech Republic. Only a handful of insiders knew what multilateration was 30 years ago. Ivan Uhlíř, surveillance expert and former head of the ANS Czech Republic (ANS CR) Development and Planning Division, was one of these key people at the time and a multilateration ambassador.
“It wasn’t called multilateration back then, it was simply known as passive radio location, a unique technology invented by Czech engineers. At the time, many of my colleagues at the airport dismissed it as pseudo-science,” Ivan Uhlíř said.
First implementations
Thanks to Ivan Uhlíř, ANS CR was the first air navigation service provider (ANSP) to implement a WAM system, used operationally starting in 2003. The accuracy and stability of the system allowed the Czech Civil Aviation Authority to reduce separations in the terminal area of Ostrava airport. The Ostrava project was followed by a surface MLAT at Prague airport as an element of advanced surface movement guidance and control system (A-SMGCS) in 2004. The Czech company ERA, the founder of the A-SMGCS technology and the first developer of multilateration systems (since 1994), was the equipment supplier in both cases.
“We started with a local WAM system near Ostrava airport, with a coverage of 40 nautical miles. We
have been using it as a complementary system with radar, because it compensates for disadvantages with secondary surveillance radar (SSR) in mountainous terrain,” recalled Ivan Uhlíř.
Uhlíř himself, along with ERA experts, participated with EUROCAE in the standardisation of MLAT as a substitute for SSR, but acknowledges that radar remains a crucial element of air traffic control. “A mix of technologies — radar, automatic dependent surveillance – broadcast (ADS-B), and multilateration — has its advantages.”
ANS-CR currently uses a belt and braces approach at all three major Czech airports ensuring triple security: primary radar, secondary radar, and multilateration. Maintainability is a major advantage for MLAT, as maintenance requirements are 90% software-based, whereas radars are 60-70% hardware-based. “The MLAT hardware is configured to be reliable, which means that 99% of the problems are software related, and these issues can be rectified off-site. We also benefit from a high level of built-in redundancy. Failure of one or two receivers doesn’t cause the entire system to fail,” Ivan Uhlíř added.
IVAN UHLÍŘ
One of the pioneers of multilateration technology. He was awarded the 2002 Chairman’s Citation of Merit by the Air Traffic Control Association (ATCA) and in 2011, the Lifetime Achievement Award for his contribution to radar systems in the Czech Republic.
One of the ground stations of the ERA multilateration system installed at Vaclav Havel Airport in Prague ANS CR
Overcoming airspace
conflicts in APAC
Marita Lintener discusses integration imperatives and strategic priorities
The Asia Pacific (APAC) region stands at a critical point where exponential traffic growth intersects with unprecedented geopolitical complexities. As military activities expand across contested airspace, civil-military air traffic management (ATM) cooperation has been identified as a strategic priority by the International Civil Aviation Organisation (ICAO) and other stakeholders. This demands investment in integrated systems that can simultaneously serve commercial aviation efficiency as well as defence and security requirements. With passenger numbers projected to double by 2043, segregated airspace management is becoming operationally untenable. ICAO says implementation progress is slow and the organisation is concerned by the lack of a mature civil-military cooperation legislation framework at the national level.
The military airspace challenge
Unlike regions with established multi-national aviation
frameworks, APAC states operate largely independent ATM systems with limited cross-border coordination mechanisms. Military organisations control substantial portions of the region’s airspace, creating bottlenecks for commercial aviation.
This fragmentation becomes acute when defence or security operations require temporary airspace restrictions. Military airspace usage patterns often conflict with optimal commercial routing, forcing civil aircraft into less efficient flight paths that increase fuel consumption, emissions, and operational costs.
Recent incidents involving GNSS signal jamming, military exercise airspace restrictions, and territorial disputes over flight information regions demonstrate how security concerns directly impact commercial aviation. Air defence identification zones further complicate operations, with overlapping jurisdictions creating operational complexity for airlines.
Complex operational frameworks
Effective civil-military ATM integration requires addressing fundamentally different operational paradigms. Military operations prioritise mission success and operational security, while civilian ATM focuses on efficiency and regulatory compliance. These priorities often conflict; space launches and debris put additional stress on the system.
Technical challenges extend beyond software compatibility to encompass security requirements, classified data handling protocols, and dual-use technology restrictions. Creating unified radar pictures requires reconciling different data formats, update rates, and classification levels.
Increasing investment requirements
Military-grade systems require enhanced cybersecurity, redundant communication paths and a
hardened infrastructure capable of operating during contingencies. These specifications exceed civilian ATM requirements, driving substantial cost premiums.
Modernising infrastructure involves significant investments in digitalisation, dual-use radar systems, secure communication networks, classified data processing capabilities, and specialised workforce training. The skills challenge is particularly acute, as military controllers require different competencies to civilian counterparts, necessitating cross-training programmes and joint operational procedures.
Security clearance requirements further complicate recruitment and retention, while export control restrictions and classified technology create additional barriers to systems procurement and implementation.
OneSKY Australia
The OneSKY programme launched by Airservices Australia in 2018 is developing the fully integrated Civil Military Air Traffic Management System (CMATS). The programme, developed by Thales, is planned to go live at the end of 2027. It includes technical systems plus supporting infrastructure for Airservices Australia and the Department of Defence. Economic benefits are estimated at A$ 1.2 billion to airspace users over twenty years.
The OneSKY programme replaces two formerly independent systems, ultimately covering 11% of global airspace. “CMATS will allow both civilian and military air traffic controllers in Australia to access a shared view of the Australian administered airspace,” states Airservices Australia, “this is the largest transformation of air traffic control in Australian aviation history.”
Deployment of CMATS commences in 2026 and requires training for a workforce of 1,500 staff.
OneSKY demonstrates that successful integration requires technological convergence, advanced programme and contract management, dedicated governance structures for civil-military and government coordination, and operational procedure harmonisation between organisations with different priorities.
STRATEGIC IMPERATIVE AND KEY TAKEAWAYS
The APAC aviation sector’s growth depends on developing integrated ATM solutions that accommodate both commercial efficiency and military operational requirements through sustained investment in dual-use technologies and specialised operational frameworks.
• Strategic priority: ICAO confirmed that civilmilitary cooperation is a strategic priority for the region, driven by capacity constraints and security requirements.
• Technical complexity: Integrating classified military systems with civilian ATM demands specialised security architectures, redundant communications and infrastructure significantly exceeding civilian specifications.
• Governance and trust: Successful cooperation requires trust, respect and structured dialogue at all organisational levels, supported by collaborative decision-making processes. ICAO and the Civil Air Navigation Services Organisation (CANSO) will continue to play key roles.
• Implementation approach: Civil-military integration and flexible use of airspace (FUA) requires phased, data-driven implementation. OneSKY demonstrates both the potential and complexity of unifying civil and military ATM.
• Investment scale: Essential investments span interoperability, cybersecurity, governance systems, infrastructure hardening and specialised workforce development as well as security clearance requirements. The availability of trained staff is a critical risk factor
• Regional fragmentation: Limited cross-border coordination mechanisms in APAC amplify integration challenges, enabling individual state solutions rather than regional harmonisation.
Success requires willingness for collaboration, sophisticated governance frameworks, and sustained political commitment across multiple stakeholders.
Two fighter aircraft in cloudy sky CHAD MONTGOMERY/UNSPLASH
Weather forecasting in the digital age
Maxime Warnier, CTO, MetSafe takes us from forecasting to operational data
Weather and aviation have always been intertwined. There are three phenomena impacting Air Traffic Controllers (ATCOs) and pilots lives: convective weather causing turbulence and detours, fog limiting landing capacities, and wind impacting travel times and the calculation of estimated times over points.
The Asia-Pacific (APAC) region has specific challenges. Thunderstorms can develop to higher altitudes in the inter-tropical area, getting even more powerful. This can lead to lateral weather deviation up to 100 Nautical Miles, sometimes in areas with low surveillance capabilities. This is one of the cases where the role of ATCOs changes from giving instructions to accommodating for the pilots’ request.
The sheer size of the region creates specific challenges. In oceanic areas, ground-based observations are limited: meteorologists rely heavily on satellite observations. Some projects have tried to use the aircraft as weather sensors but it did not improve forecasts as flights tend to fly the same route at the same times for operational reasons.
Weather impact synthesis over Europe in MetSafe’s VigiAero METSAFE
Getting access to accurate and timely weather observations is the key to better weather forecasts and therefore flight operations. Technology makes real-time data distribution possible, from sensors to the controller working position and ultimately the cockpit. Data sharing creates a virtuous cycle between meteorology and aviation as forecast quality improves with the number of observations. One key barrier to innovation in APAC is the lack of raw weather data sharing. This is less common than Europe or in the U.S.
Another challenge is to present accessible and actionable weather information for pilots and ATCOs. This is what MetSafe does with its VigiAero online service. Instead of showing raw weather visualisation of thunderstorms developing at a certain place, VigiAero uses this data as a basis to calculate weather impact.
The results are presented using operationally significant factors like airspace sectorisation. This results in information like “High weather impact resulting in capacity limitation in a given sector, starting in six hours, lasting for three hours”, upon which Air Navigation Service Providers (ANSPs) can anticipate staffing and traffic restrictions. As in many domains, artificial intelligence (AI) is a game changer, but in a slightly surprising way: reducing the required computational power. Weather forecasting remains computationally intensive, requiring expensive super-computers and AI will lead to a lesser need for computational power. AI is also expected to support new nowcast capabilities that should unleash operational benefits in air traffic control short-term decision making.
MAXIME WARNIER
Maxime Warnier has been MetSafe’s CTO since 2018 and is a senior expert in weather, air traffic management, and software engineering.
Weather influence on BVLOS flight planning
Challenges and solutions from Christoph Selig, CCO/Co-Founder, Unisphere
Weather plays a significantly more critical role in civil drone operations compared to conventional aviation. Drones typically operate at 50-100 km/h, making them more susceptible to the impact of wind than airliners, which travel at speeds around 800 km/h. In addition, a drone’s smaller size and lower battery energy density (compared to jet fuel) prevent it from carrying weather-resistance equipment such as de-icing systems, making them more sensitive to weather.
For these reasons, thorough flight planning is essential for safe drone operation. Historically, aviation meteorology has not focussed on the challenge of obtaining reliable weather data at lower altitudes for drones. Fortunately, a wave of innovations including high-resolution and AI-powered weather models, advanced computational fluid dynamics (CFD) simulation and affordable weather sensors are now addressing this crucial data gap.
Flight planning remains challenging, with beyond visual line-of-sight (BVLOS) operations covering longer distances and adding further complexity in flight planning. During a multi-kilometre flight, weather can change dramatically from take-off to landing, and conditions at altitude often differ from those on the ground. Consequently, the simple, point-based weather apps commonly used by drone pilots are insufficient. BVLOS planning requires a 4D approach, considering weather not just in 3D space along the route, but also how it evolves over the time of the flight. This ensures that decisions are based on the conditions the drone will actually encounter throughout the flight.
For accurate 4D weather planning, a detailed understanding of the drone’s specific performance capabilities is essential. The drone space often lacks this detailed knowledge. Accurately modeling a drone’s performance - how it behaves in specific wind, temperature, and precipitation conditions - is crucial to truly understand weather’s impact on any given mission.
The role of weather has changed since the early days of the civil drone industry. Back then, it was the main factor in take-off decisions, often resulting in no-fly situations due to the technology’s immaturity. Today, drones are becoming increasingly capable of withstanding weather conditions and the focus has shifted from mere feasibility to business optimisation: maximising flight time, fulfilling customer contracts, and enhancing operational efficiency. Weather remains a critical aspect, but the challenge is now about deeply understanding drone capabilities to operate at the edge of their performance envelope without compromising safety.
The need for new technological capabilities is underscored by the FAA’s recent announcement of Part 108, which states: “the operator would need to ensure that there is enough available power or fuel, considering wind and forecast weather conditions, for the UAS to operate for the intended operational time”.
CHRISTOPH SELIG
Christoph Selig oversees the go-to-market of Unisphere’s portfolio, including its simulationbased flight planning and weather intelligence platform for drone, UTM, eVTOL, and vertiport operations.
The importance of our skies
harmonising
GUTMA Co-Presidents Matthew Satterley and Sebastian Babiarz connect the dots
ABOVE: Manna air delivery and Wing share the airspace in a showcase in Dallas-Fort worth WING
The Global UTM Association (GUTMA) will hold its 8th edition of the annual Harmonized Skies event in November. Since the first event in 2019, GUTMA has fostered critical dialogue around connected skies. This year’s discussion includes all ecosystem stakeholders with a focus on achieving scalability for unmanned traffic management (UTM). The outcome? UTM solutions brought to market that work across all geographies, leveraging best practices from different ecosystem members and a resultant economic benefit to the overall industry.
Global Airspace Radar had the opportunity to speak with GUTMA’s co-presidents ahead of the event.
Achieving scalable BVLOS
Beyond visual line of sight (BVLOS) flight remains critical to unlocking operations at scale for the UTM world. How can we, as an industry, reach this goal more quickly? It’s a bit of a catch-22 situation: We need more data and technology testing to allow regulators to move forward, but this requires more flights – which can’t happen without regulatory approval.
Fortunately, promising regulatory frameworks are emerging in the European Union, United Kingdom and United States. The risk is fragmentation across different regions if there is no collaboration. GUTMA has therefore organised task force teams to communicate between the industry and the regulatory bodies
MATTHEW SATTERLEY
is the Head of Global Policy and Acting Head of Government & Community Affairs for Europe at Wing. In this role, Matthew leads a global team focused on airspace integration strategy.
regarding requirements of the users and data from BVLOS flights of members. The teams work to build and communicate the learnings and experience of what they call “coalitions of the willing.”
A good real-world example is the US UTM Implementation, which is facilitating strategic coordination between drone operators and boasts 16 participants over multiple states. In addition, the UK Civil Aviation Authority Airspace Modernisation Strategy Support Fund is providing grants to UK aviation industry stakeholders to support the delivery of the nation’s Airspace Modernisation Strategy.
The changing role of telecoms
Although the focus of the annual GUTMA event has moved beyond connectivity, the importance of telecommunications networks has not diminished. In addition to connectivity, mobile network operators can provide important ground data in order to define the safest route of travel via connectivity heatmaps.
Future innovation
Matthew and Sebastian said that some of the most exciting innovations they see today relate to increasing interoperability for UTM data sharing with U-space service providers (USSPs) and supplementary data service providers (SDSPs) and the role of artificial intelligence to support operations at scale.
SEBASTIAN BABIARZ is a seasoned leader in the drone industry with nearly two decades of experience driving the global adoption of U-space and UTM. He currently serves as the Director of Business Development at Skypuzzler.
A bird’s-eye view of Advanced Air Mobility
Claudia Bacco considers global rule-making and APAC innovation
Advanced Air Mobility (AAM) continues to hover in our future as something of a holy grail for a different form of mobility. Like any new type of mobility, AAM is not straightforward. Regulation, technology development, collaboration and economic outlook are just a few of the considerations to be addressed. This takes time, especially in a safetycritical industry. According to NASA, the concept of AAM was first discussed in the early 2000s, so we are already more than 20 years in.
Regulation and rule-making is a high priority for bringing any new form of transportation to market, especially in the air. We review these activities from two key industry players and highlight some progress in the Asia Pacific (APAC) region that moves beyond concepts on paper or in laboratories.
ICAO takes a leadership role
The importance of the International Civil Aviation Organization (ICAO) to aviation cannot be understated. In September, 2024 ICAO held its first Advanced Air Mobility Symposium (AAM 2024) with the theme of global harmonisation and interoperability challenges and opportunities. The symposium concentrated on concepts for AAM, electric vertical take-off and landing (eVTOL) aircraft, vertiports, automation, trust frameworks and airspace integration. The event drew a record-breaking 1,300 participants, including 400 highlevel government officials from 75 countries, aviation industry leaders and innovators.
At the event, Mr. Salvatore Sciacchitano, ICAO Council President, said AAM represents more than a collection of new technologies. “It embodies a
Expo 2025, Osaka, Japan SHUTTERSTOCK
paradigm shift in how we conceive of aviation and urban transportation. This shift is characterised by a fundamental rethinking of airspace use, vehicle design and traffic management, moving towards more flexible, sustainable and integrated transportation systems.”
A call to action was initiated for the attendees/industry to address the following challenges/opportunities:
• Engage in comprehensive data collection, research and solution development to balance AAM’s potential and challenges and identify stakeholder roles.
• Work on developing affordable and scalable physical and digital infrastructure to support AAM systems worldwide.
• Cooperate in the establishment of adaptive, flexible and harmonised regulatory frameworks embracing innovation and compatible with current aviation frameworks.
While providing basic building blocks for the industry, the calls to action lack specifics to move AAM to the next level of deployment. They still feel very ‘researchoriented’. You have to start somewhere, let’s see where this goes.
The expectation is for results from these calls to action to be reported at the next meeting of the ICAO Advanced Air Mobility Symposium (AAM 2026). The theme of AAM 2026, to be held 30 November - 4 December, 2026 in Bangkok, is “From Vision to Implementation: Enabling the AAM Ecosystem”. Participants will also share analyses and insights on the evolving role of humans in the context of increasing levels of automation and autonomy, exploring workforce development strategies and the infrastructure requirements necessary to support seamless global integration of AAM operations. It’s great to see ICAO taking a leadership role for
Mr Han Kok Juan, Director-General, Civil Aviation Authority of Singapore
“AAM has tremendous potential to transform the way we work, move and live, and be another engine of growth. The Asia-Pacific region will be a key market for AAM development. The launch of the Reference Materials is a significant move forward for more widespread use of drones and to make air taxi operations a reality. It is a good example of how collaboration amongst regulators, and with industry, is key to unlocking the full potential of technology to benefit our economies and society.”
AAM, but it still feels like more research and analysis than implementation actions.
APAC adopts regulation reference materials
On 14 July 2025, civil aviation authorities from the Asia-Pacific region launched the “Reference Materials for Regulators to Facilitate the Regulation of Advanced Air Mobility (AAM) Operations” at the Second Meeting of Asia-Pacific Regulators on AAM at the High-Level Aviation Week in Singapore. The Reference Materials, jointly developed by 24 Asia-Pacific States and Administrations, will help support industry development, accelerate safe adoption and reduce regulatory risk and cost.
The meeting was attended by 20 Asia-Pacific regulators as well as senior representatives from 21 AAM companies. They discussed plans for increased use of drones, the launch of air taxi operations over the next five years and global cooperation. Primary uses of AAM include UAS operations to improve productivity and enable rapid service delivery, and eVTOL aircraft as an alternative transport solution.
ABOVE: Asia-Pacific regulators and senior representatives from 21 Advanced Air Mobility companies and organisations attended the 2nd Meeting of Asia-Pacific Regulators on Advanced Air Mobility CAAS
APAC AAM highlights
The APAC and Middle East regions seem to be leading the way in bringing AAM to market. According to market research firm, Grand View Horizon research, the AAM market in APAC alone is projected to reach revenue of $37,706.1 million by 2035. A compound annual growth rate of 27% is expected from 2025 to 2035. In 2024, APAC represented 23.9% of the global AAM market.
The following examples illustrate that the driving force is often not the aviation community, or more specifically air navigation service providers (ANSPs), and in some cases they are not even providing the traffic management solution.
Japan - on the world stage Intent Exchange, Inc., NEC Corporation and NTT DATA
Japan Corporation deployed an Unmanned Traffic Management (UTM) system at Expo 2025 Osaka. The system provided unified monitoring of drone and AAM operations within and around the Expo site. The pilot operation was conducted from August 16 to October 13, 2025, validating usability from an operator’s perspective and defining functional requirements for future UTM.
South Korea – government-driven
In 2023, South Korea launched its “Special Act on the Promotion of Urban Air Mobility Commercialization”. The legislation removes regulatory hurdles to allow for the commercialisation of Urban Air Mobility (UAM). With a focus on economic development, the region is able to bypass existing aviation laws, enable pilot projects, and develop the necessary infrastructure, including vertiports and air traffic management systems.
Commercialisation is driving this region. Korea Telecom has already developed and tested specialised antennas that work at altitudes up to 600 metres and cover widths of 100 metres. SK Telecom invested $100M in Joby Aviation in 2023 and has signed an MoU for collaboration in 2024 to support the commercialisation of UAM in South Korea.
China – all about the ecosystem
China by far leads the AAM activity in the APAC region. Shanghai’s inaugural International Advanced Air Mobility Expo in July 2025 showcased the Low Altitude Economy meeting commercial reality. The event hosted 300 exhibitors and 44 debut products.
A paradigm shift in how we conceive of aviation and transportation
Shanghai’s ambitions focus on creating a low-altitude economy. The city has developed a comprehensive action plan running through 2027, targeting a core industrial value of 50 billion yuan ($6.9 billion). By 2027, the goal is to establish at least 400 low-altitude flight routes and implement over 100 low-altitude flight service applications across urban passenger transport, logistics and emergency services.
BELOW: Joby’s electric air taxi was the first to perform demonstration flights in Goheung, Korea, as part of the nation’s K-UAM Grand Challenge designed to support the commercialisation of air taxis in Korea. JOBY AVIATION
Flying drones in Israel
It’s different from the rest of the world, Libby M. Bahat, CAAI shares why
Paraphrasing Tolstoy, one might say that countries where drone operations are simple and straightforward are alike. But countries where drone operations are “special” or “challenging” are each unique in their own way.
Israel is one such case. Understanding how drone operations work here can provide practical lessons for other stakeholders, especially those interested in operating in complex airspace, adapting to evolving risks, or implementing advanced U-space services. The Israel example offers a glimpse into what the future could look like elsewhere. Below are eight examples of drone flight scenarios for consideration.
GNSS disruptions
The country lies in one of the world’s most contested regions and has long been at the centre of Global Navigation Satellite Systems (GNSS) interference reports. These disruptions originate from both foreign actors and domestic defence authorities, either in response to specific threats or as preventive policy. As a result, Israel provides a structured and monitored environment to encounter GNSS-denied conditions. Designated test fields and experienced companies offer ideal conditions to manage these challenges. This is increasingly relevant worldwide, with GNSS interference becoming more prevalent in Europe as well.
Dense and active airspace — including below 400 ft
This tiny geography - about two-thirds the size of Belgium or similar to a small U.S. state - operates an aircraft fleet comparable to countries ten times its size. The result is a densely managed airspace, with complexity similar to the airspace between JFK, LaGuardia, and Newark, except it’s across the entire country.
Low-altitude airspace (under 400 ft) is also heavily used, with military training, firing zones, helicopters, agricultural drones, gliders, and general aviation all sharing the airspace. For countries facing increasing drone traffic, Israel’s integrated approach to managing this complexity could serve as a useful model.
Security and air defence considerations
Israel operates in a volatile region where Unmanned Aerial Vehicles (UAVs) are used by many actors. An
Skydio drone operated by Cronus DROR BEN DAVID
Robotican at work
DROR BEN DAVID
uncoordinated drone is likely to be intercepted or shot down. As a lawful, procedure-driven country, those who follow the rules can fly almost anything, almost anywhere. Learning to operate within such a regulated but high-risk environment helps prepare drone operators for similar challenges elsewhere.
Mature UAV ecosystem
Israel was among the first nations to adopt UAVs — initially for defence, later for civilian use. Companies like Elbit, Rafael, and IAI are global leaders with decades of experience.
Today, the drone ecosystem is mature and supported by a well-established regulatory and commercial framework. For countries looking to develop or scale their own drone sectors, Israel’s trajectory offers insights into how civilian and defence applications can evolve together.
Public sensitivity to drones
Compared to some European countries, Israeli citizens are generally less sensitive to drones overhead. This may be due to the long-standing presence of military and civil aviation. During the Israel National Drone Initiative (INDI), which included 25,000 urban drone flights in 20 large-scale trials, fewer than ten public complaints were received.
While each culture is different, the Israeli case shows that public acceptance is possible — even in dense urban settings — when operations are transparent and well-regulated.
A hybrid, independent regulatory framework
Although not part of the European Aviation Safety Agency (EASA) or controlled by the Federal Aviation Agency (FAA), Israel draws from both systems. Licensing is similar to FAA Part 107, while unmanned traffic management (UTM) regulations are closely aligned with EU Regulation 664. This hybrid model allows for the adaptation of best practices to local context — an approach that may be valuable for other countries developing their own frameworks.
An agile, practical regulator
The country’s drone regulatory team includes fewer than ten professionals, yet it oversees a thriving sector. The regulator played a key role in early drone integration into Israel’s Aeronautical Information Publication (AIP), as early as 2012, and leads the INDI national drone program. This demonstrates that even a small regulator can lead ambitious national-scale projects, especially by working in close cooperation with industry.
Real-world U-space implementation
In 2020, Israel launched the INDI initiative, led by the Civil Aviation Authority of Israel (CAAI) the Israel Innovation Authority, and Ayalon Highways. The project includes full-scale U-space experiments under EU Implementing Regulation 664.
During designated weeks, urban U-space was declared over major cities. Multiple U-space Service Providers (USSPs) operated simultaneously, providing mandatory services to dozens of operators. Over 25,000 flights have been conducted, half of them beyond visual line-of-sight (BVLOS), all under USSP control and in compliance with the regulation. This level of live U-space experience is unmatched globally and offers valuable insights for any country preparing for similar implementation.
Conclusion
Israel’s drone ecosystem is not just interesting - it’s instructional. Countries looking to expand drone operations in urban airspace, manage GNSS risks, or implement U-space systems can find real-world lessons in the Israel example. Those who challenge themselves in complex environments today will be better equipped for tomorrow. https://www.c4irisrael.org/israel-nationaldrone-initiative
LIBBY M. BAHAT
Head of the Aerial Infrastructure Department, Civil Aviation Authority of Israel (CAAI). In charge of flight procedure design, civil-military coordination, regulation/ implementation of UTM/U-space frameworks, CAAI INDI representative.
Flycart drone operated by Cando/ Dronery DROR BEN DAVID
Integrating stratospheric aviation into Europe’s airspace
Juan José Sola, Director of Regulatory Affairs and Commercial
High-Altitude Operations (HAO) are no longer a distant concept. Stratospheric platforms capable of providing resilient communications, environmental monitoring, and aerospace services are already being tested in European skies. Their potential is vast, but so are the challenges of integrating them into airspace safely, efficiently, and with public trust.
A first in Europe
Nowhere is this opportunity clearer than in Fuerteventura, Spain, where the CanariasStratoport for HAPS & UAS, developed in the Fuerteventura Technology Park, has become Europe’s first dedicated facility for real-world uncrewed and stratospheric operations.
More than a test site, it is an infrastructure project designed to centralise long-distance operations for
unmanned aircraft systems (UAS) and high-altitude platform systems (HAPS) at low, medium, and high altitudes, all conducted beyond visual line of sight (BVLOS). Its ambition is to establish itself as Europe’s leading hub for aerospace operations in the stratosphere.
Unlike traditional demonstration centres, the Stratoport is equipped for live missions. It offers purpose-built hangars for drones, advanced systems for high-altitude monitoring, and the operational facilities needed to support complex flights.
As prime contractor, Murzilli Consulting is leading the regulatory and operational framework behind this innovative project, leading a consortium of aerospace companies including the Andalusian Foundation for Aerospace Development (FADA) and Navya Solutions.
The aviation consultancy’s work has included the delivery of the first phase of Spain’s first U-space
ABOVE: The control room at Fuerteventura Technology Park, pictured in August 2025 MURZILLI CONSULTING
HAO represents Europe’s ability to pioneer new models of airspace integration
Airspace Risk Assessment (ARA) carried out by a private company, the design of permanent airspace structures, procedures and flight corridors for stratospheric testing, and the coordination of regulators, air navigation service providers (ANSPs), aerospace prime contractors, and regional authorities.
This initiative demonstrates how structured collaboration can turn policy into practice. Europe can create a permanent foundation for HAO that is not only technically viable but also scalable across different national contexts.
From very low-level to the stratosphere
The integration of high-altitude platforms cannot be done in isolation. Airspace must be managed as a continuum, with each altitude band carefully linked to the next. At the very low-level, drones and urban air mobility (UAM) vehicles are beginning to operate at scale in cities. At medium altitudes, larger unmanned aircraft and regional air mobility services are emerging, often in controlled environments. At the highest levels, stratospheric platforms are entering airspace that has traditionally been reserved for commercial aircraft and other highaltitude vehicles.
Each of these domains presents distinct challenges, yet they are interconnected. Solutions that are devised for low-level drone traffic management must be compatible with those enabling HAO, otherwise the risk of fragmentation and inefficiency becomes too high.
Social acceptance
Technological success in aerospace depends on public trust. For that reason, the Canarias Stratoport is also hosting the world’s first social acceptance study for HAPS, ensuring that communities are involved from the very beginning. The study investigates how local populations perceive persistent aerial platforms above their towns and cities, what forms of engagement help to build trust, and how the benefits of these platforms can be communicated effectively.
The results are already demonstrating that transparency and early dialogue can significantly increase public confidence, turning potential resistance into active support.
Building a regulatory blueprint
The work being carried out in Spain is offering practical lessons for regulators and the industry across Europe. It shows the value of collaboration between international and national authorities, with ICAO, EASA, the Joint Authorities for Rulemaking on Unmanned Systems (JARUS), and local civil aviation authorities all playing essential roles. It highlights the need for digital airspace management to evolve, so that Europe’s U-space framework can expand seamlessly from drone operations at very low-level to higher altitude layers. It also demonstrates that regulation must be flexible enough to accommodate rapid technological change while still giving investors and operators the legal certainty they need to scale. And it emphasises the importance of making integration cost-effective, so that new aerospace services are commercially sustainable as well as operationally safe.
Europe’s opportunity to lead
The emergence of HAO represents Europe’s ability to pioneer new models of airspace integration. By combining rigorous regulation, effective stakeholder collaboration, and proactive community engagement, Europe can establish itself as the world leader in stratospheric aviation.
These pioneering developments require a gradual implementation to ensure that HAO are consistently carried out within the acceptable levels of safety demanded by aviation. At the same time, they must be integrated in a way that is fully compatible with other types of operations, leading to a seamless incorporation into the broader ecosystem.
JUAN JOSÉ SOLA
Juan José Sola was the former head of the UAS Division of the Spanish CAA (AESA), their ATM/ AIS Oversight Inspector and ATC Training Manager. He has been a part of the ICAO RPAS Panel, JARUS, and EASA’s UAS Focal Point.
ABOVE: Murzilli Consulting drives regulatory innovation at Fuerteventura’s Canarias Stratoport for HAPS & UAS MURZILLI CONSULTING
Integrated air and space traffic management
Prof. Sameer Alam, ATMRI explains to Kasia Żmudzińska the Southeast Asia coordination challenge
The ASEAN (Association of Southeast Asian Nations) region is experiencing a double boom.
Air traffic is expected to double in the next decade, and the routes in the Singapore - Kuala Lumpur - Jakarta triangle are amongst the busiest in the world. Additionally, the Singapore Flight Information Region (FIR) and adjacent FIRs are experiencing significant congestion. At the same time, the region is demonstrating growing interests in developing space launch capabilities. An increasing number of space launches are seen in Japan, South Korea, India, New Zealand, and Australia. Indonesia, Malaysia and Singapore are also considering space-related opportunities in the near future. Singapore, Malaysia and Indonesia’s proximity to the equator makes the region a favourable location for space launches. Since the Earth’s rotational speed is highest there, launching rockets eastward provides an additional speed boost, saving fuel and increasing payload capacity. Such coastal locations make them suitable for the use of offshore floating launch pads.
Regional characteristics/operational realities
In the ASEAN region, the airspace is fragmented, every country has its own Air Navigation Service Provider (ANSP) that oversees their respective FIR with limited coordination. Europe has a similar characteristic, but it has the EUROCONTROL Network Manager, which optimises traffic flows within the continent. In Asia there is no equivalent organisation.
The ICAO Asia-Pacific Air Traffic Flow Management (ATFM) Steering Group has developed a framework for collaborative ATFM among states in the region, which encourages ANSPs to share air traffic data and to collaborate on traffic flow management initiatives. Real-time, cross-border decision-making and flow management activities are crucial for further building the environment for space launches and developing these activities remains a major challenge for the region.
Implications beyond the skies
Singapore is internationally recognised as a leading
maritime hub, with sea routes passing through the Straits of Singapore, the Malacca Strait, and the South China Sea. Because so many vessels navigate through this region, any space launch programme will significantly affect maritime activities. Agencies coordinating future space launches should work closely with the port authorities of Singapore, Malaysia and Indonesia. This cooperation will be essential to keep vessels clear of launch sites and to protect them from potential falling debris that could cause disruptions to shipping schedules.
Ensuring safety of space launch operations will require careful consideration of the territorial boundaries of neighbouring countries along with related diplomatic efforts. The flight paths of space launch rockets and spacecraft may intersect with those territorial limits, requiring operating clearances to be obtained prior to launch.
situation as time progresses.
The research team experimented with different kinds of launches, various potential debris profiles, different air traffic volumes, and diverse air traffic control (ATC) parameters. Several scenarios were examined, including launch failures at different stages and the creation of a hazard corridor. The experiments involved rerouting traffic around the hazardous area and calculating the additional fuel consumption, delays, and extra workload for ATCOs that such events cause. The purpose of the study was to explore the possibility of conducting space launches with the smoothest possible coordination with ATC, while accounting for various emergency scenarios.
Exploring solutions through research
The Air Traffic Management Research Institute (ATMRI) at the Nanyang Technological University, Singapore in cooperation with German Aerospace Center (DLR) developed a research paper collating best practices for integrating space launch activities with air traffic management (ATM) adopted from India, New Zealand, Europe, Japan and South Korea. On this basis, the consortium created a mixed airspace Concept of Operations (CONOPS), tailored to the Singapore FIR. In 2024, ATMRI conducted a major study together with DLR under the leadership of Prof. Sameer Alam. Scientists, air traffic controllers (ATCOs), pilots, and human factors experts worked together to carry out a series of experiments and simulations of rocket launches in the Singapore FIR. The study assumed the creation of a dynamic space corridor, a section of airspace reserved for the rocket launch, which adapts to the evolving
The study demonstrated that rocket launches in the Singapore region are feasible, and that the concept of a dynamic space corridor enables ATC to manage traffic effectively during such events, including in the case of failure or falling debris. The research was supported by the Office of Space, Technology and Industry, Singapore (OSTIn), Singapore Economic Development Board (EDB) through the National Research Foundation (NRF) of Singapore grant under the Space Technology Development Programme.
With research proving feasibility, Southeast Asia now has the opportunity to become a model for integrated air and space operations.
SAMEER ALAM
Sameer Alam is a Professor of Aerospace Engineering and the Director of the Air Traffic Management Research Institute (ATMRI) at Nanyang Technological University, Singapore.
ASEAN airspace: among the world’s busiest aviation corridors ATMRI
ATMRI scientists collaborate with DFS controllers on launch scenarios at DLR Braunschweig ATMRI
ATCO at ATMRI, Singapore tests air traffic scenarios for space launch failures ATMRI
Workforce challenges
and strategies in APAC
Raymond Li Kwok Chu, Director - ATM, HKIAA helps to build and retain aviation talent
As air traffic continues to grow across the AsiaPacific (APAC) region, so does the urgency to recruit, train, and retain air traffic professionals of various profiles – air traffic controllers (ATCOs), air traffic safety electronics personnel (ATSEP), mechanics, airport staff, and industry experts. From ATCOs to aviation scientists, this article explores the dynamics of the Air Traffic Management (ATM) workforce and the evolving expectations of tomorrow’s aviation professionals in APAC.
Meeting the rising demand
Staffing air traffic services around the clock is a daily challenge across APAC. From large international hubs to growing regional airports, service providers are constantly recalibrating to meet operational demands. The real test is to match staffing levels of qualified workforce to each air traffic control (ATC) operational position and fluctuating traffic volumes while battling attrition rates and limited training pipelines. This problem is quite a complex one because individuals require varying training times. Accurately anticipating air traffic growth is a major challenge and training capacities in the region remain limited. Training ATCOs successfully takes time and precious training resources. In order to prevent the staffing gap from widening even further, many Air Navigation Service Providers (ANSPs) in the region resort to recruiting experienced ATCOs from overseas.
Regional initiatives
Across the APAC region, several national and regional initiatives are underway to retain and strengthen the ATC workforce. The APAC ANSP Committee and the International Civil Aviation Organisation (ICAO) are promoting collaboration on training, safety, and workforce development. Countries and regions such as Hong Kong, China, and Singapore are investing in outreach, digital upskilling, simulator-based training, and safety culture enhancement. Australia is addressing staffing shortages through frequent recruitment, remote tower trials, and workplace culture reviews.
In May 2023, the Hong Kong International Aviation Academy (HKIAA) launched the Greater Bay Area (GBA) Youth Aviation Industry Internship Programme. The programme has provided well over 600 young people from the GBA in Mainland China the opportunity to gain practical work experience across different sectors at Hong Kong International Airport.
HKIAA also launched the Civil Aviation Talent Cultivation Alliance in March 2025 with its regional partners. This cross-border initiative aims to further inspire the next generation of aviation talent by offering comprehensive academic and practical learning opportunities including instructor training, professional courses, exchanges, and internships in Hong Kong. The ultimate aim is to establish a strong regional talent pool to support the aviation industry’s growth.
Young people imagine their jobs in the next few years will be technology-enabled with digital collaboration as a norm
Young professionals in the digital age
Today’s young professionals are more conscious of work-life balance. In the APAC region they are reshaping workplace expectations. They value flexible work arrangements, including remote and hybrid models. Nowadays, mental health is a major concern. Organisations in the region are increasingly expected to support holistic well-being, including mental health resources, and supportive cultures. We are observing a shift from traditional degrees to skill-based hiring. Young professionals value opportunities to build portfolios, gain certifications, and engage in experiential learning like internships. They expect clear career progression, mentorship, access to learning platforms, and hands-on opportunities to build skills. Companies that invest in upskilling and personal development are generally seen as more attractive. Young people imagine their jobs in the next few years will be technology-enabled with digital collaboration as a norm, they anticipate working alongside Artificial
Intelligence (AI) tools, and expect training to adapt to these changes. They also expect their jobs to contribute to meaningful causes and societal change.
The most effective learning methods
Today’s young people are used to and skilled at cyberlearning, so studying through video classes, gaming, and engaging online resources is the new normal. However, they still value project-based learning and peer collaboration – methods that continue to prove highly effective. For an ATCO role, specialised skills are required to carry out the job and there is no substitute for hands-on simulation and real-world mentorship. Simulation-based training and on-the-job learning remain the backbone of ATCOs development.
As the APAC region prepares for a new wave of growth in air traffic, the focus should remain on its most critical asset: people. Investing in workforce development through education, recruitment, and retention is an operational and strategic necessity. No matter how advanced our technology becomes, it is skilled humans who will remain at the heart of safe and seamless air traffic operations.
ABOUT HKIA
RAYMOND
LI KWOK CHU
Raymond Li Kwok Chu is Director of Air Traffic Management at Hong Kong International Aviation Academy (HKIAA).
Hong Kong International Aviation Academy (HKIAA) is Hong Kong’s first civil aviation academy. Established in 2016, the HKIAA is a member company of HKIA Services Holdings Limited, a subsidiary of Airport Authority Hong Kong.
Senior ATCOs at pseudo pilot workstation at HKIAA HKIAA
19th Meeting of the Asia-Pacific CrossBorder Multi-Nodal ATFM Collaboration Project, Bangkok, 2023 AEROTHAI
Cross-Border ATFM in APAC
Sugoon Fucharoen, ATM Network Assistant Manager, AEROTHAI, explains the journey
The Asia Pacific (APAC) region is characterised by having many small Flight Information Regions (FIRs), requiring flights to transit areas serviced by different Air Navigation Service Providers (ANSPs). This feature, coupled with rapid traffic growth, prompted a group of ANSPs, with support from CANSO, to launch the Whole-of-Flight Collaborative Decision Making (CDM) Project trialling the expanded exchange of flight data and seeding the development of the Distributed Multi-Nodal Air Traffic Flow Management (ATFM) Network concept. It enables ANSPs to include international traffic in demandcapacity balancing through common ATFM procedures and efficient, timely information sharing, without a centralised ATFM unit.
To operationalise the concept, the Asia-Pacific CrossBorder Multi-Nodal ATFM Collaboration (AMNAC) project
was launched in 2014. Through this initiative, ANSPs have been able to participate in the ATFM network at levels matching their readiness. Procedures have been developed that support regular cross-border ATFM planning online conferences, the sharing of ATFM Daily Plans (ADPs), and the implementation of ATFM measures covering local and regional traffic.
Coordination challenges
Despite progress, gaps remain. Participation is still limited, with some areas in the region remaining outside the ATFM network. Consequently, reactive flow control measures are sometimes imposed, creating knock-on effects within the ATFM network. The “semimanual” nature of the current information exchanges, for example ADPs sent via e-mail attachments or ATFM
messages transmitted via Air Traffic Services Message Handling System (AMHS), limit the scope of information that can be shared.
As the network grows and ATFM measures are used more frequently, overlapping and conflicting ATFM measures imposed by different ANSPs have become problematic. A measure resolving imbalance in one FIR may create issues in another FIR or conflict with another ATFM measure. Resolving such conflicts often implies phone calls and manual intervention, a solution that is not always timely or optimal.
Addressing the challenges
Given the region’s diversity, and the operating environment at the time, APAC pursued the distributed ATFM network concept as the initial foundation for cross-border ATFM. The concept and its associated implementation initiatives have laid the groundwork for today’s operation.
Widening the scope of information exchange to support a common regional view for ANSPs to identify and reconcile potential overlaps is one way to tackle these challenges. To that end, initiatives have been created to develop seamless, automated information exchange. These include regional Interface Control Documents (ICD) for Aeronautical Fixed Telecommunication Network (AFTN)/ AMHS-based ATFM messages and regional ADP exchange procedure. Moreover, the work is ongoing on information exchange models supporting ATFM, Airport Collaborative Decision Making (A-CDM), ATFM/A-CDM integration, and Flight & Flow Information for a Collaborative Environment (FF-ICE) process based on the System-Wide Information Management (SWIM) concept.
What could help forming the foundation for future solutions, would be creating and sharing a timely regional view of bottlenecks and demand-capacity hotspots, providing a common picture for ANSPs to identify and reconcile potential overlaps collaboratively.
The Asia-Pacific ATFM Steering Group – a contributory body to the Asia-Pacific Air Navigation Planning and Implementation Regional Group (APANPIRG) – has commissioned an ATFM Concept Design Ad-Hoc Group to review the regional ATFM concept of operations, drawing on operational experience to date. The group is expected to deliver a new regional ATFM concept addressing current challenges while leveraging advanced technologies to optimise regional traffic management.
Quick wins for ATFM improvement
Initiatives enhancing the information exchange and better collaboration have already been leveraged by regional ANSPs. Some ANSPs are integrating ATFM slot information – obtained through standardised AFTN / AMHS messages – into the controller working position and integrating with the A-CDM process. Others are developing web applications to display ADPs for a regional view. Prototypes are also being developed by ANSPs to target SWIM-based ATFM exchanges by 2026.
Several ANSPs have experimented with combining ATFM requirements from different locations, like enroute
congestion in one FIR and weather at an aerodrome in another, into a single ATFM measure applied to the relevant traffic flow to avoid conflicting measures.
THE TRAJECTORY AHEAD FOR APAC
While the regional ATFM network has been validated through years of operations, recent challenges have been highlighted. This is why the region is revisiting the concept written a decade ago, considering both operational lessons and new enablers such as SWIM and FF-ICE.
Integrating ATFM with the FF-ICE process is especially interesting. FF-ICE expands the sharing of trajectory information beyond the FPL2012 format and allows ATM service providers (eASP) to share constraints and negotiate trajectories with airspace users (eAU). This trajectory exchange and negotiation could fundamentally change how ATFM requirements are managed.
The Asia-Pacific region is exploring this through several regional working groups such as the FF-ICE Ad-Hoc Group and the ATFM Concept Design Ad-Hoc Group, both commissioned by the regional ICAO contributory bodies, paving the way toward more modernised, automated, and efficient ATFM and ATM operations in the future.
SUGOON (KIN) FUCHAROEN
Sugoon (Kin) Fucharoen is an Air Traffic Management Network Assistant Manager with AEROTHAI. He supports the development of ATFM strategies, manages the Bangkok ATFM Unit operations, and serves in regional and global roles with CANSO, ICAO, and Asia-Pacific ATFM initiatives.
Bangkok ATFM Unit AEROTHAI
of SOA Harvesting the benefits
Taking on the monoliths: Vincent Lambercy explains the opportunities and the risks
Service Oriented Architecture (SOA) seems to be the new holy grail of Air Traffic Management (ATM) software. The idea of SOA is simple: separate a system into smaller pieces that interact with each other via standardised interfaces. Updates are easier and tailor-made systems can be built by selecting components from various suppliers.
ATM systems are still largely monolithic, with a few large pieces of software responsible for many functions. The evolution to SOA will only be a success if we use truly open interfaces and do not try to reinvent the wheel.
ANSPs will have to push for open interfaces
Focus on the problem at hand
ATM is not the first industry migrating to SOA, therefore many standard software components exist and can be used to build the basic IT infrastructure. From communication to databases via the handling of redundant software components, proven tools exist and engineers must resist the urge to recreate them from scratch. Furthermore, ATM already has accepted industry standards. The value of an ATM engineer resides in their domain expertise, not in solving basic problems that have been solved previously.
How open is open?
SOA was a clear trend at Airspace World
2025, where system providers showcased their latest SOA-based solutions. In some cases, the existing monoliths are simply connected using an SOA. This is adequate as a first step, however, the benefits of using smaller modules for larger services - such as flight data processing systems (FDPS) or surveillance data processing systems - are lacking. How open are the systems offered today? Is it easy to plug a controller working position (CWP) provided by one supplier into servers provided by another company, which then communicates effortlessly with the FDPS from a third party? Definitely not. Communication standards are defined for some parts, essentially surveillance data with ASTERIX and basic flight plan functionalities with ADEXP. Other parts are not standardised yet, including the interactions between CWPs and FDPS, or between CWPs and the safety net functions.
Where there is a will, there is a way
A fully open SOA will allow Air Navigation Service Providers (ANSPs) to mix-and-match components from multiple vendors, making the ATM market more accessible for smaller system providers, which offer only parts of a full system. ANSPs will need to apply pressure to ensure this happens and that they are not locked-in by large vendors in a proprietary SOA.
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