Rely on our comprehensive ATM know-how

  • Dedicated operational experience as a certified Air Navigation Service Provider in Germany and the UK
  • Wealth of experience and a pool of experts from the DFS Group around DFS Deutsche Flugsicherung, as one of the most experienced ANSP’s in one of the most complex airspaces in the world
  • Numerous international projects in more than 70 countries since 1995
  • Close collaboration with international partners from the ATM industry and in transnational ATM organisations such as CANSO, ICAO, EUROCONTROL and ACI.

Our ATM experts precisely offer the high-quality, highly professional experience and foresight that the ATM world depends on.

Strategy & Blueprints

Understanding the operational performance of aircraft on the ground (airside) or in the airspace is vital to be able to act upon. “What is not defined cannot be measured. What is not measured, cannot be improved. What is not improved, is always degraded.”

We offer the full spectrum of analysis for the operation, or parts of it: identifying data sources, definition of key performance indicators, development of targets, creation of dashboards, and implementation of reports.

And we can do this for you as a one-off analysis, or helping you set-up a live tool that enables you to have regular updates on the dashboards and reports.

  • Data sources: airport operational database, surveillance, electronic flight trips, event reporting system, etc.
  • KPIs for the entire Airport Journey: Flown time from 40NM, arrival delay, arrival actual runway demand, …, RWY throughput, DEP-DEP separations, Flown time till 40NM
  • Dashboards and reports: visual and meaningful, for different stakeholders (operational, management, analysts, etc.)

Airspace has become a scarce resource in areas where high demand and growing rates of civil air traffic compete with issues of national safety and sovereignty. Civil-Military Coordination in Air Traffic Management is a key enabler, as it regards the optimised use of national airspace and ATM resources. Germany is the leading nation in Europe with more than 50 years’ experience in the development of an integrated model of civ-mil ATM.

One of the key elements of that model is the idea of Flexible Use of Airspace (FUA), which started in Germany in 1996, long before it became part of the Single European Sky initiative (SES). Today, in this airspace management concept, according to which airspace should not be designated as either purely civil or purely military airspace, airspace is considered as one continuum in which all users’ requirements must be accommodated to the maximum extent possible.

We would leverage on that past-experience and expertise, to walk by the customer in whichever stage of the civil-military cooperation it is immersed: whether in early stages to help them establish the cooperative airspace management (ASM) and the later ASM process (structures & functions), or whether in sophisticated stages to help them set-up advanced Flexible Use of Airspace (FUA).

In summary, DFS Group can support in:

  • Cooperative Airspace Management (ASM)
  • ASM process (structures & functions)
  • Automated ASM support tools
  • Fair share of a common single sky
  • Flexible Use of Airspace (FUA) (strategic, pre-tactical, tactical level)
  • Advanced FUA
  • New challenges for ASM

National, supranational (e.g. European Union – EU) and/or international (e.g. ICAO, ISO) regulations and standards in the Air Traffic Management (ATM) environment are intended to harmonise the implementation of (management) systems and processes in order to ensure continuous improvement of flight safety, supported by the appropriate requirements from National Supervisory Authorities (NSAs). However, service providers are expected to comply with them on their own account and under their own responsibility in order pass the necessary audits and obtain certification for the types of services provided.

As regulations and standards may leave room for interpretation, DAS offers the necessary support and assistance in transferring the applicable provisions to the most suitable (management) systems and processes for the specific organisational and operational environment of the service provider. Complementarily, we can also support you in the process of internal and/or external auditing, including certification processes, with NSAs and accreditation organisations.

DAS offers you support in your efforts to implement the excellence standards that concern the services it provides and for which it has proven experience and accumulated know-how: setup of processes, procedures and documentation for an ISO 9001:2015 Quality Management System (QMS), provision of Air Traffic Services (ATS), Training Organisation, and ATM/ANS equipment/software development.

As an experienced ANSP, DFS Aviation Services can support you in ensuring the quality and safety of your service by conducting studies on your behalf. Precisely related to the operation, we offer to support you with both aeronautical and feasibility studies.

According to ICAO, an aeronautical study is a study of an aeronautical problem to identify possible solutions and select a solution that is acceptable without degrading safety. Through a combination of international standards & best-practices, simulation/modelling and expert-judgement, we would support you by identifying and modelling this problem, assessing its operational impact, and afterwards conducting a risk assessment to identify hazards, assess the risks and their severity, and where risks are not acceptable, provide appropriate mitigating measures. Understanding the risks is the basis for the development of mitigation measures that might be needed to ensure safe aerodrome operations, e.g. operational procedures and/or operating restrictions.

A feasibility study is an assessment of the practicality and/or likelihood of implementation of a proposed plan or project. The likelihood is assessed for a number of areas which may vary depending on the plan/project: e.g. regulatory environment, operational environment, technical considerations, economics. Each feasibility study is unique, but the methodology we shall follow would be to first analyse the regulatory framework, then assess different (future) scenarios covering various possible configurations on a qualitative and quantitative manner, and finally describing the most appropriate implementation scheme.

Operations & Future Skies

It consists of one/various phases of an A-CDM implementation, the scope depending on the state of maturity at the airport/region. The phases typically are:

  • Pre-project definition: Prevent typical project challenges right from the beginning.
  • Project consulting: Make use of best-practices for all phases of your project.
  • Project execution: Use many years of practical knowledge.
  • Support system implementation: Find beneficial, user-friendly and cost-efficient solutions.
  • Training: Use different training models for different users.
  • Implementation analysis: Regularly check whether there is room for improvement.

We can cover the entire concept elements for implementation of A-CDM: information sharing, establishing a common situational awareness, variable taxi-time, pre-departure sequencing, operation in adverse conditions, and management of flight updates.

Additionally, should A-CDM already exist, we offer to evolve it into Total Airport Management (TAM). The TAM approach follows the principles of A-CDM but goes even further, including even more operational areas of an airport. TAM uses a medium and pre-tactical planning horizon and identifies upcoming bottlenecks at an early stage in the process. An improved method of sharing information and data results in an increase in efficiency and accuracy in operations that ultimately benefits all stakeholders.

An Airspace Design project consists of the redesign of an airspace (e.g. CTR, TMA, FIR) and/or the instrument flight procedures, and possibly the later implementation of it, considering the needs from all airspace stakeholders (civil, military, ATC, airlines, regulator, etc.) to mitigate or alleviate existing constraints in the current one while achieving the main objectives that were set for the new one (safety, capacity, efficiency, etc.).

We follow international best-practices (e.g. ICAO document 9992) throughout these projects, bringing expertise from airspace designers, procedure designers, CNS experts, and validation & simulation specialists, for example.

The scope of an Airspace Design project can vary depending on the specific needs of the customer, but can include things like new routes, new holds, new sectors, new SIDs/STARs, and/or new Instrument Approach Procedures and will be tailored to you needs. If required, we leverage too in our relationships with partner-firms to be able to cover the entire spectrum of an airspace redesign project (e.g. flight procedure validation).

Changing the known environment, regulation and rules for operational staff (i.e. Air Traffic Services personnel, be it from Operations (ATCOs, AFISOs, FISOs, etc,) or Engineering (i.e. ATSEP)) will imply always uncertainty combined with risk and potential resistance against it. To overcome that, a proper change management is required, in order to achieve the defined goals for a change, together with all parties concerned.

We as ANSP know exactly what has to be addressed for each concerned parties and how these kind of changes can successfully take place.

Aspects that shall be considered in a change management mission are the change himself, involvement of the employees, the trade-unions and the works council, and the most important task: clear and direct communication/information to all parties.

A Concept of Operations (ConOps) is the top-level operational document for a planned change in ATM. It describes:

  • the aim of new or adapted operation and the idea how to achieve it,
  • the relevant environment and timeframe,
  • the relevant procedures, systems and human factors aspects, e.g. training.

With a draft ConOps, the Safety Case (see product “Safety Management” for more information) and cost benefit activities can also start and provide feedback to the ConOps’ further development. Based on the ConOps, further detailing of procedural, systems or e.g. training aspects usually takes place in dedicated documents.

We shall support by developing concepts for operations which will assess the current environment, identify and describe the proposed future scenario(s) that gather the input for the relevant stakeholders, and finally list and describe the requirements derived from this future scenario(s). It is likely that a CONOPS is complemented by an operational Safety Case (see product “Safety Management” for more information).

As broad as the name of this topic suggests, we offer consulting services on all operational matters that relate to Air Traffic Services. These range from organisational topics (e.g. corporate development for ANSPs), operational topics (e.g. operational processes and/or operational documents), to service-transition (e.g. support in the transition of a service).

DFS Aviation Services, as part of DFS Group, is an ANSP in itself for which we deal with such operational matters as part of our daily business. We offer this expertise of “been-there-done-that” to our customers, so that they can expedite their results. Some examples are:

  • Corporate development for ANSPs: Assessment of the organisational structure and management, resources, roles & responsibilities, and coordination.
  • Operational processes: Processes and procedures for various forms of Air Traffic Services: ATC, AFIS, FIS, Apron control. Interlink and coordination of procedures.
  • Operational documents: Document development and/or content amendment for documents related to Air Traffic Services.
  • Transition support: Expertise and resources for a smooth transition in ATS, whichever you are transitioning from/to (e.g. one form to another, location, etc.)

Performance & Environment

Historically since the 1980s, aircraft traffic has proven to be resilient to external shocks and approximately doubles every 15 years. To accommodate that growth, sufficient capacity needs to be available in the system, be it on the airfield, or on the airspace.

Therefore, the ultimate goal is to examine the existing system, identifying and understanding constraints in order to give customized recommendations for implementing improvements in and conducting optimization of procedures and capacities to the customer.

DFS Group can support you in executing these capacity studies, and later making recommendations of potential capacity improvement measures.

  • Capacity studies: As-Is analysis of the current situation, reviewing existing procedures and processes to uncover bottlenecks, and provision of recommendations to enable an optimization of operational capacities.
  • Capacity improvement measures: Provide tailored recommendations for capacity enhancement measures to be implemented in the short/medium term.

The environment has been taken into consideration in aviation since long time. However, it is undeniable that nowadays even greater efforts towards cleaning up the skies are made. We have a number of initiatives that support a more environmentally friendly operation, which we can tailor to your particular ecosystem:

  • Performance Based Navigation (PBN): PBN instrument flight procedures for increasing efficiency and reducing environmental impact. More details provided in the “Airspace, Route, and Procedure Design” product.
  • Continuous Descent Operation (CDO) STARs: STARs designed for low demand periods, in which aircraft descent from Top of Descent until final approach with minimal engine power following a continuous descent vertical flight path.
  • Increased glideslope approaches: Raising the angle of approach during the final approach is an effective, active measure to counteract noise and is capable of achieving noise reduction in the most intensive noise range during the final approach phase. We support in the design of these increased glideslope approaches, either using ILS or GBAS systems.
  • Noise abatement: Procedures that minimise the noise footprint in neighbouring areas (both arrivals and/or departures), as well as community collective management of the noise.

The above techniques have an impact on reducing fuel burn (hence reducing CO²) emissions), and also minimising noise footprints on populated areas.

According to ICAO standards and European regulations, an Air Traffic Services (ATS) provider is required to have a Safety Management System (SMS), which may be an integral part of the organization’s Management System. This SMS comprises different areas of the company’s activity aimed at maintaining and improving its safety levels. These so-called pillars are: (1) Safety policy and objectives, (2) Safety risk management, (3) Safety assurance, and (4) Safety promotion. These range from the establishment of safety policies and the commitment, responsibilities and accountability of the company’s management in this area; the management of risks with potential impact on operational safety; the monitoring and measurement of safety performance in the organization; and the establishment of the means of safety promotion among the organization’s personnel, being relevant the training and awareness programs in safety matters and the means of communication and dissemination of the SMS activity and lessons learned.

The key to success is to take a holistic view of service provision, considering both the ATM functional system (comprising the technical equipment, human resources and procedures) as well as the organisational elements and their interactions in the air traffic environment.

We offer consulting services in:

  • SMS design
  • Safety assessments
  • Fatigue
  • Human factors
  • Recency
  • Risk management
  • Change management

A simulation is the representation of the real life operations through the use of models containing the key characteristics of the selected system or process. The simulation then represents the evolution of the model over time. We use two simulation techniques that can complement each other:

  • Fast-Time Simulation (FTS) simulates models at an accelerated speed in a cost-efficient manner, producing large volumes of output data that can be later analysed to extract conclusions and inform key business decisions at an early stage. Models aim to give an accurate representation of real life operations, however these do not incorporate Human-in-the-Loop (HITL). We take care of the complete process: capture of requirements, development of the models, analysis of results, issuing of conclusions and recommendations.
  • Real-Time Simulation (RTS) is the creation of an artificially generated work environment for the ATS OPS-personnel (ATCOs, AFISOs, FISOs, Apron controllers, etc.) to operate in it, so that the complete human-machine interface can be optimally controlled and investigated down to the very last detail. Real-time simulations integrate people into the testing of new concepts, procedures and systems. We support in the beforehand planning and later execution of the tasks that are required for a successful RTS at the customer’s simulator.

Digital/Virtual Towers

The first step for a Digital/Virtual Tower (DVT) project is to address the topic strategically and gather answers to: “what scope of DVT”, “can it be implemented”, “is the business case positive”.

Regarding the scope, it needs to be defined what the future DVT solution to be implemented shall look like. A number of different possibilities for Remote Tower Concepts exist, each of them with pros and cons: DVT for a single airport, DVT for multiple airports, multiple remote tower operation concepts, etc. Each operational scenario may have its particular use-cases. DFS Aviation Services will walk you through the different possibilities and leverage on its experience to lead the later discussions with the stakeholders to reach a constructive decision.

To answer if it can be implemented, a feasibility study will be carried-out by DFS Aviation Services (DAS). This is a pre-requisite for a later well-structured project and concept of operation. DAS shall leverage its experience and methods in the matter, to analyse which of the available DVT solutions is most applicable/valuable to the customer’s requirements and which is the most efficient way for it to become operational.

Finally, regarding the Business Case to understand the viability of the future DVT project, DAS leverages on profound experience to help the customer identify which are the main cost drivers and synergies that permit savings in the area of DVT. DAS shall leverage on this past experience, lessons learnt, insights from the feasibility study, and pre-developed business-case calculation templates to adapt them to the particular situation of the customer.

The Operational Concept for Digital/Virtual Towers (DVT) describes how the DVT solution shall be developed and later operated. It shall answer the “what” and the “how” of the DVT solution.

To effectively develop a robust concept, DFS Aviation Services would first do an analysis of the customer’s current situation and local environment, to understand which are the adaptations needed for Digital/Virtual Tower operation. A proposal will be then agreed on the operational phases that the project shall go through in accordance with the planned cutover date. Next, a thorough analysis will be made of the future synergies which can be used to reduce cost and provide Air Traffic Services more efficiently. Finally, if applicable, the concept of Multiple Remote Tower Operation shall be drafted and developed.

DFS Group has vast experiences in Digital/Virtual Towers topic, and operates its own DVT solution in Leipzig, and additionally the development of Operational Concepts is historically a strength since we are an Air Navigation Service Provider that has been developing these for decades in various areas of activity.

ATCO’s/AFISO’s acceptance of the Digital/Virtual Towers (DVT) solution and the respective change management is key for safe and efficient operations. DVT means a new work environment and systems to work with, and as such, mutual development based on ATCO’s/AFISO’s preference is important.

Based on DFS’ Group experience with different validation methods, a number of design workshops will be led by DFS consultants with an operational background and backed by the existing DFS process experience, to iterate the development of different CWP designs and be able to rapidly prototype, reaching a final and agreed CWP design.

Between 2014 an 2018, DFS invested 9.5 man-months of ATCO effort and 6 man-months of system engineer effort in the design workshops and later validations to result in a feasible design to work with. Although participation from customers’ ATCOs and system engineers is absolute necessary to be able to tailor the design to the needs of the customer, we estimate that this can be reduced by ~ 60%-70% in comparison to a project without DFS’ Group participation. This is thanks to the head start that DFS’ experience bring, which reduces the number of workshops and iterations.

As for any other major Air Traffic Service implementation, a safety assessment is required prior to implement a Digital/Virtual Towers (DVT) solution, to ensure:

  • a sufficient target level of safety for the new concept of operation using DVT technology;
  • a sufficient target level of safety along the whole transition and training process;
  • compliance with the safety requirements of the Civil Aviation Authority (CAA).

DFS Group offers to write-up these three main safety cases, conducting the necessary workshops under the lead of DFS safety experts with DVT experience in close cooperation with the ANSP’s safety and operational staff.

With the outcome from these workshops and based on the proven DFS approach, we shall develop the safety-case documents (FHA, PSSA, SSA) that cover all relevant topics. This reduces risk for the customer, and significantly saves efforts from the customers’ safety personnel.

The regulatory approval of the new Digital/Virtual Towers (DVT) solution is a mandatory milestone for these projects. The Civil Aviation Authority (CAA) shall approve the Air Traffic Service operation through the new DVT solution. They approve the “operation with the system”, not the “certification of the system”.

In many cases, as a result of the relatively recent technological innovation that DVT solutions are, it is the first time the relevant CAA goes through the certification process for a DVT solution. This means that uncertainties exist both within the customer and within the CAA.

DFS Group aims to alleviate those uncertainties, and leveraging on the proven case from DFS, use the German case as a baseline and adapt it to the particularities of the local environment to increase the later likelihood of success and approval.

The role of DFS Group can be as:

  • a guider on the approval process: through a number of workshops (with the Air Navigation Service Provider – ANSP –, and with the CAA) present the steps given by DFS and understand the particularities of the local environment when it comes to regulatory approval, performing a gap analysis to understand the differences in the process between the German and the local case.
  • an owner of the approval process: take ownership of the close coordination between the ANSP and the CAA, and lead several iterative workshops with the ANSP and the CAA to progress the approval.

In order to be able to start operations with a Digital/Virtual Towers (DVT) solution, not only the “physical” equipment is needed. Personnel need to be trained, and also an orderly transition needs to be executed.

Regarding the training, ATCOs/AFISOs need to be trained on the new DVT systems, changing their habits from conventional tower, and testing their capacity with the new system. Based on the proven training methods and procedures that the DFS Group uses, an experienced DVT expert will prepare the training plan, and if required support with the delivery of the training (generally through Train-the-Trainer).

Transition and change management is key for the success of project. Stakeholders must be involved from the very beginning. Having implemented DVT in Germany, DFS Group shall use its experience and lessons learnt to define and action the transition tasks that ensure a smooth transition. One of these shall be the preparation of the operational documentation.

Technology & Virtualisation

Air Traffic Flow and Capacity Management (ATFCM) is a service which is complementary to Air Traffic Control (ATC), the objective of which is to ensure an optimum flow of air traffic to or through areas within which traffic demand at times exceeds the available capacity of the ATC system. ATFCM means regulating the traffic flow in order to avoid overloading of individual sectors.

DFS Aviation Services can support you with tailored courses that can be adapted to your requirements and needs. Furthermore, each workshop is specially adapted to the sectors concerned and their specifications from the various modules available:

  • Creation of new measures for traffic flow
  • Giving an insight into the best systems and tools for ATFCM
  • Clarifying and explaining the importance of the connection between ATFCM and airports
  • Explanations on the topic of safety hazards
  • Implementation of new procedures following technological enhancement
  • Issuing certificates of participation to the successful participants at the end of the service

Consulting on technical engineering topics is required for aviation related topics. In particular when fulfilling the tasks of Air Traffic Management (ATM) in the transfer of new technologies in the field of air traffic management in compliance with the regulatory requirements of the international and community SES regulations.

We have experience in setting up Remote Tower solutions, Airport CDM, MLAT and other ATM applications. We are capable of this and more. DFS Aviation Services and the broader DFS Group have specialised personnel to advise you on your specific concern or request.

Our methodology to execute the project will be adapted, since there is no “one-size-fits-all” in most topics within the Engineering arena.

DFS Group has ample experience with developing and implementing advanced ATM systems, since it regularly implements very advanced air traffic management (ATM) systems for its own use (e.g. iCAS). Our experience with ATM and Air Traffic Services (ATS) technology encompasses systems used in Tower, Approach, and Area Control Units. We even develop our own ATM-Systems (e.g. DFS ATS Suite, PHOENIX, WebInnovation, etc.).

With the unique experience and expertise of the DFS Group regarding several generations including next generation ATM systems in-house, having supported ANSPs worldwide with the development and implementation of ATM systems, having worked for several customers across the world, and being well aware of the applicable ICAO documents, DFS Aviation Services can provide valuable insights in full knowledge and understanding of the applicable plans, circumstances and challenges of the region.

Each and every ATM/ATS technology project is unique. Our approach to it would be tailored to the specifics, but a generic methodology could be to first review and analyse the current scenario, then envisage the future scenario, analyse the requirements for the future ATM-System, and finally evaluate the outcome and the impact of the future ATM-System.

Due to its increased precision and lower operational costs, GBAS will likely replace the current Instrumental Landing System (ILS) over the next few years according to the ICAO / EUROCONTROL plan.

A Ground Based Augmentation System (GBAS) is a satellite-based precision approach landing system. It works with a satellite-based GPS navigation system. With the aid of GPS data sent by the GPS satellites, this data is forwarded to the GPS receiver. The data is corrected in the GBAS Ground Station. Afterwards, the corrected signals are sent to the aircraft. One GBAS Ground Station is sufficient for several runways at an airport.

The DFS Group is one of the drivers of GBAS implementation and operates multiple stations at various sites in Germany. Also, throughout participations in working groups and R&D activities the DFS Group supports the future spread of GBAS.

With this know-how, DFS Aviation Services can provide you with optimum support during the changeover from ILS to GBAS: (i) GBAS training for ATCOs including phraseology, procedures and operations, (ii) GBAS approach procedure design, (iii) developing an understanding of day-to-day Air Traffic operations, (iv) mentoring to your ATCOs on their concerns/questions about GBAS, and (v) developing solutions to operational challenges posed by the limited availability of infrastructure.

The Runway Incursion Alerting System (RIAS) concept aims to enhance runway safety through an automated “safety net”. DFS (as the air navigation service provider with operational responsibility for the runways) and Fraport (as the airport operator with responsibility for the infrastructure) have actively joined forces to enhance runway safety with the mutual development of the “Runway Incursion Alerting System” (RIAS) at Frankfurt Airport, one of the major hubs in global air transportation.

The RIAS concept fully complies with ICAO and EASA international aviation regulations, SESAR implementation guidelines – as well as the European Action Plan for the Prevention of Runway Incursions (EAPPRI) by Eurocontrol.

DFS Aviation Services offers consulting services for an independent Runway Safety Study and a customised Runway Incursion Prevention Plan consisting of:

  • Safety study and Gap analysis
  • Operational & technical concept for tower integration
  • Operational & technical concept for the field sensors

DFS Group has gained profound experience and knowledge in managing different kinds of transitions over the past few decades. Whether it was a technical and/or operational transition, including cutovers or a takeover of existing staff including ANSP establishment, all of these kinds of transitions were smooth and seamless without any interruption to operations. One key element of transitioning is successfully creating trust throughout all employees which is an integral and important part and pre-requisite for change management.

Through a dedicated task force formed by transition, training, and safety managers, DFS Aviation Services will motivate future users of the system and therefore ensure acceptance on all levels with positive ‘radiance’. Clear task packages will be developed and allocated to achieve transparency, responsibility as well as efficiency. For a successful system transition, planning of it shall begin half year to one year in advance.

DAS will plan and execute the transition according to ICAO requirements for new system implementation (operational live system). Core tasks within a system transition project that would be undertaken by DAS are: (i) Project management, Change Management, (ii) Familiarization, Training, (iii) OPS Briefings, Information, (iv) System chain tests, Interface testing, (v) Night Live Operations (NLO), Weekend Live Operations (WLO), Cutover (CO), and (vi) Fallback Management.

Drones & UAS

Exploring new possibilities has always been a key enabler for technical progress and innovation. Air mobility is nowadays not only taking a commercial plane and fly from major airport to major airport- with today’s and tomorrow’s various aircraft concepts, the possible use cases for air mobility tend to grow as well.

Advanced Air Mobility is in general comparable to Urban Air Mobility, but focuses also on traveling longer distances with higher enroute shares. Depending on the area of action, ATC structures can vary between mostly unrestricted (cross-country) and complex (urban). They complexity may change throughout the flightpath. But for all of them, a solution to integrate the Advanced Air Mobility concept has to be found in order to ensure a safe and efficient journey from take-off to landing.

With the help of a qualified ANSP, those challenges can be solved easier and changes to existing structures & procedures can be initiated or assessed.

No one can deny that urban air mobility has become a megatrend and will play a significant role in tomorrow’s air traffic. By now, start-up and established companies are proposing, developing and executing urban air mobility concepts in areas all over the world.

As vehicles of urban air mobility will be part of air traffic due to the usage of various types of airspace, operators of urban air mobility concepts have to keep in mind that the involvement of the corresponding air navigation service provider (ANSP) will be beneficial for the whole project. By using this kind of collaboration, air taxi or drone projects will transfer from scratchpad to reality a lot more easier because the ANSP knows best local attributes of the ATC procedures or airspace structure.

When new urban air mobility concepts enter existing ATC structures, some changes (minor or major) have to be done in order to integrate the new player. For stakeholders who are not deeply involved into ATC topics, this task is not trivial – that’s why we are available for your project!

Available airspace has become a finite resource – every day, more and more users are moving from point to point in the air. While it has been a challenge to integrate an increasing number of “classic” air traffic years ago, the integration of drones or air taxis in existing airspaces and procedures is today’s big deal.

The unique selling point of air taxis is their availability in large urban areas and the connection of those. Often, the airspace structure in urban areas is complicated due to existing infrastructure like major airports or helipads. In order to operate air taxis properly in their most promising areas, the integration of them into complex ATC structures plays a key role throughout the whole project.

Not only if the future air taxi’s network includes feeder services to these major airports, the consulting of a capable ANSP is a must-have. Flying close to heavy-used runways, taxiways and aprons can’t be realized without the experience of a qualified, associated ANSP. With the help of the ANSP, flight paths and procedures inside controlled airspace to and from the airport can be developed, so that the air taxi can connect the major airport with urban areas. There won’t be many ways to reach a flight faster!

Every game you know has rules – and for proper playing and enjoying the game you have to stick to them. Our daily life is also regulated in many aspects to ensure a safe and social living together.

Operating drones and / or UAS also obliges rules and determination. This is the point where the so-called “operational concept” or “ConOps” gets integrated into the project in order to have an easy-access collection of rules and duties for both sides. But why both sides?

As the consulting partner, we have to know what you (operator or comparable) are planning to do with your drone / UAS project. As a first approach, answering basic questions (like Who?/When?/Why?/Where? etc.) will lead to develop an operational concept. Often operators tend to prepare this before our common project, but you don’t have to- we also help during this early project stage.

On the other hand, the operational concept gets further developed by us – from the ATC point of view. As an example, we add (technical) specifications which are necessary to operate drones / UAS in combination with ATC procedures or regulation.

Get in contact!