The development in aviation technology within the past decade is shifting the dynamic of traditional airspace and revolutionising how aviation stakeholders manage and utilise airspace. New aircraft such as drones and eVTOLs are bringing the industry new challenges requiring stakeholders to propose changes to harmonise the aviation and advanced air mobility sector’s responsibilities and safety practices.
One of the key factors in modernising the airspace to accommodate these aircraft is electronic conspicuity. In this article, Murzilli Consulting’s experts explore how EC is shifting airspace management and the future of the advanced air mobility sector
What is Electronic Conspicuity?
Electronic Conspicuity or EC, defines the technology used to ensure airspace users are visible to each other and other entities with the relevant equipment to receive position information. Electronic conspicuity was developed with the intention of improving visibility and situational awareness and reducing collisions by enabling aircraft to be detected digitally. EC devices are designed to support traditional technology, such as radars and radio communication between pilots and air traffic controllers (ATCs). While primarily developed to address air-to-air (A2A) use cases, EC also provides additional benefits for air-to-ground (A2G) applications, particularly in airport operations. This technology advances from traditional devices, which enable the “see and avoid” procedure to utilise the newer “see, be seen and avoid” concept.
Electronic conspicuity will enable pilots, remotely piloted aircraft systems and air traffic service providers greater awareness of operations within the surrounding airspace. Examples of electronic conspicuity technologies include airborne transponders, air traffic data displays, ground-based receivers and retransmits and satellite surveillance systems.
Electronic Conspicuity and Airspace Modernisation
One of the main objectives of EC is to support the larger initiative of airspace modernisation. The development of an EC system will aid in a smoother shared airspace transition between traditional airspace and newer users. The infographic below, shows a basic structure of a combined traditional and new airspace users.
One of the primary steps of this process involves electronic conspicuity. For European member states, an initial testing phase is an important step to identify the requirements for EC standardisation to support airspace modernisation. Factors such as global EC standards for controlled aircraft, identifying operational requirements, and how to comply with the existing regulatory framework must be considered. Once these have been established, a gap analysis report can be prepared to support the roadmap further.
Electronic Conspicuity System Architecture
The architecture of an electronic conspicuity system encompasses both airborne and ground-based components in alignment with the EASA EC approach. Airborne equipment includes systems such as ADS-B (Automatic Dependent Surveillance–Broadcast), ADS-L (a lighter version of ADS-B), and Network Remote ID (NRID) systems for unmanned aircraft systems (UAS). On the ground, the architecture consists of ATM (Air Traffic Management) and surveillance centers, ground stations, and receivers capable of processing ADS-B and ADS-L signals, as well as network-based Remote ID servers. This integrated approach enhances situational awareness, safety, and efficiency in airspace management.
To successfully implement electronic conspicuity, a baseline architecture must be established to serve as a foundation for deployment. The deployment itself can be flexible and based on operational scenarios defined by each country’s strategic approach to airspace modernisation and EC integration.
Modern EC architectures are designed to be modular, requiring only the level of equipage necessary for a given operational environment. This approach reduces costs and clearly defines the requirements for airspace users, ensuring the system remains scalable and efficient.
A well-coordinated EC system would contain appropriate technology to connect and establish visibility between crewed aircraft systems, UAS and ground systems and the ability to broadcast traffic surveillance, A-PNT (alternative positioning, navigation, and timing) and obstruction information. The system would have a combination of EC technology to best manage the airspace’s objectives, a ground-based element to transmit the data and a defined U-space within.
EC Technology
EC devices allow aircraft to electronically broadcast their position, altitude, and other key data to other aircraft and ground-based systems. This data can be detected by other equipped aircraft, air traffic control, and ground infrastructure, which improves situational awareness and supports collision avoidance in increasingly congested airspace. There are a number of devices that are relevant to the implementation of EC for airspace modernisation, which are: ADS-B, ADS-L, FLARM and Remote ID.
ADS-B
ADS-B (Automatic Dependent Surveillance-Broadcast) is used to track an aircraft’s position in real-time. ADS-B is commonly used in traditional aircraft and transmits, broadcasts and receives the aircraft’s GPS position and flight data such as altitude, speed and direction. The receiver collects this data and streams it to pilots so they can perform “see and avoid” and both pilots and air traffic controllers to maintain situational awareness and manage safe separation. This is particularly beneficial for areas beyond the range of the aircraft’s radars and offers more efficient routing, fuel consumption and carbon emission solutions.
ADS-L
ADS-L (Automatic Dependent Surveillance-Light) is a simplified form of ADS (Automatic Dependent Surveillance (ADS)) which is used primarily in UAS. ADS-L offers essential surveillance capabilities without the full complexity and costs of ADS-B.
Similar to ADS-B, ADS-L broadcasts the aircraft’s position and basic flight information such as the direction, speed, identification and status (in-flight, descending, climbing or on the ground) to other aircraft and ground-based receivers. Due to its lower range and data rate capabilities, it is best suited to lower-risk and low-altitude environments.
ADS-L utilises compliant SRD-860 (short-range devices around 860 MHz) or mobile telephony as transmitters and was proposed by EASA to support general aviation (GA) electronic conspicuity within the U-space.
FLARM
FLARM is a collision warning system used by traditional aircraft technology (mainly gliders) and drones. Its name is a combination of flight and alarm, and it also describes its purpose: to detect and alert nearby aircraft pilots with FLARM installed and provide solutions to avoid collision.
Using a GPS receiver, a FLARM device continuously measures its position and flight direction. The collected data is transmitted each second over a digital radio and is used to create the aircraft’s flight path. Any aircraft in the vicinity will also receive this data and can compare it. If there is any potential danger, the FLARM system will issue a warning and prepare an alternative route.
Remote ID
Remote ID (remote identification or RID) is the technology used to identify UAS from a distance. It enables UAS to be identified and to share their location data while in flight and has 2 primary forms: direct and network.
Direct Remote ID involves using the drone’s broadcasting a signal toward the ground, enabling receivers below to read its identification information. This process, mandated in Europe as of January 1, 2024, under EASA’s Delegated Regulation (EU) 2019/945, requires the use of Wi-Fi or Bluetooth technology to transmit the identification details to ground-based receivers that interpret the RID broadcast.
Network Remote ID is a system where drones connect to the internet via an operator's control station to share their identification details. It is mandatory for drones operating within U-space airspace. Regulation (EU) 2021/664 specifies that the network remote identification service must remain active throughout the duration of a drone operation.
Remote ID is also an important collaborator with the mandatory U-Space service, Traffic Information. Remote ID is used to alert UAS operators to other air traffic, including crewed and uncrewed aircraft, which may be in their flight path vicinity. Traffic information provided using remote ID allows operators to access real-time information on the position, time of report, speed, direction and emergency status of other aircraft (if known).
U-space and Its Role in EC
U-space is an airspace of specific geographical zones established to manage UAS operations. Murzilli Consulting’s CEO Lorenzo Murzilli and Director of Regulatory Affairs, Juanjo Sola were among the decision makers for its development for the European member states.
One important component of U-space is the role of U-space Service Providers (USSPs), which are entities responsible for delivering essential services like traffic management, communication, and situational awareness to enable safe and efficient drone operations within U-space airspace.
U-space is somewhat similar to the way air traffic control manages traditional crewed aircraft, though it has several distinctive differences that are unique to UAS, including a number of key factors as shown in the infographic below:
EASA’s Easy Access Rules for Standardised European Rules of the Air (SERA) outlines the requirements for electronic conspicuity in U-space, which states, “Manned aircraft operating in airspace designated by the competent authority as a U-space airspace, and not provided with an air traffic control service by the ANSP, shall continuously make themselves electronically conspicuous to the U-space service providers”. With these requirements in mind, EASA has developed the i-conspicuity research project.
EASA’s i-conspicuity Initiative
During EASA’s 2024 Interoperability of Electronic Conspicuity Systems for General Aviation - Final Event, it was presented that the safety data collected between 2009 and 2019 showed most of the collisions within European airspace involved smaller aircraft. With this information, the project team were able to highlight the 4 main problems from these collisions:
The proposed solution from EASA, i-conspicuity, supports the implementation and standardisation of electronic conspicuity into European airspace. The U-space compatible concept involves increasing visibility as well as situational awareness and decision making into the existing airspace to increase operations in a safe and efficient manner.
The project’s primary goals included an assessment of the general aviation initiatives to enhance digital traffic awareness in European uncontrolled airspace and traffic environments. It aims to examine interoperability standards across communication, navigation and surveillance (CNS/ATM) systems and analyse the requirements for key technologies providing pilot traffic data. The project explores data formats, transfer protocols and wireless communication options while evaluating the integration levels, challenges and constraints. Using case studies, the research team identified the feasibility, limitations, and cost factors, as well as deployment scenarios and the coordination actions for electronic conspicuity.
The expected result is a clear roadmap which will define the development of technical standards to enhance the interoperability of electronic conspicuity systems within general aviation. The roadmap aims to contribute largely to the reduction of collision risk in shared airspace, in particular with uncrewed aircraft.
How an Advanced Air Mobility Consulting Firm Can Support EC Implementation
The complexities and the involvement of various experts for electronic conspicuity implementation require advanced knowledge on airspace risk and existing international and national regulations, awareness on ADS-B and UTM solutions, a network of various aviation authorities and their current way of thinking as well as technical knowledge and industry connections and a concise project management strategy.
The utilisation of a consulting firm can not only support with the end-to-end management of the project, but the right consultants with the relevant experience can also connect relevant stakeholders, manage timelines, gap analysis and ensure compliance with regulations.
Murzilli Consulting currently has several partnerships and is involved in projects relevant to airspace modernisation for the future of advanced air mobility. Most notably, the recent kick-off of the Airspace Design and U-Space Risk Assessment Project in Fuerteventura and collaborating with Baringa for UK Remote ID.
Murzilli Consulting’s Airspace services provide consultation support on airspace use, airspace management, traffic management, market research areas and airspace modernisation and implementation.
Would you like to know more about our support services for Airspace or any of our other customised services? Write to us for more information or to book an initial consultation.
