FAQ
Questions before a first project.
The questions that come up in almost every first conversation, answered as precisely as the current stage of the concept allows.
Before a first project
The questions that come up first.
VisionATS is a technology and an operating concept. Operational use requires a validated implementation, suitable procedures and approval by the responsible authorities. The answers below try to be clear about where that line runs.
That is the target: a complete replacement of the tower working position by a VR based one. The final scope always depends on the aerodrome, the service type and the approved operating concept.
A remote tower centre moves the outside view to another location but keeps the room, the display wall and the console. VisionATS virtualises the working position itself, so the operator is not tied to a specific centre either.
Remote tower operations are established — the first operational installation went live in Sweden in 2015. The fully virtual working position is a later step and is currently at demonstrator stage. Operational use requires validation and approval that does not yet exist.
AFIS is where a virtual working position can realistically be introduced first. The technical demands and the certification effort are considerably lower than for air traffic control, and the aerodromes that struggle most with the cost of a staffed tower are precisely those providing an information service. Nothing in the architecture rules out other air traffic service roles later, but they are not what VisionATS offers today. Personnel qualifications, procedures and regulatory requirements remain specific to each service and are not changed by the technology.
No. VisionATS can provide qualified AFIS officers through a shared operator pool, so aerodromes do not have to recruit, train or roster staff themselves.
That is one of the central scenarios in the underlying research: during low traffic periods a single working position can cover several aerodromes, with full staffing retained for the peaks. How far this can go in a given case is a matter of traffic, workload assessment and what the authority approves.
In many cases yes. The concept was designed for low bandwidth from the start. Whether a specific link is acceptable depends on latency, availability, resilience, cybersecurity and the required safety case.
Yes. The virtual architecture can provide controlled access for multiple authorised users, including ATS personnel and operational stakeholders such as fire services or ground operations, subject to role and security management.
A 360° camera system, a pan-tilt-zoom camera, ambient audio and a local computer for video processing. What that costs for a specific airport depends on the site survey, integration, connectivity and validation work involved, so it is quoted per project rather than stated as a fixed figure.
The model is based on a fixed monthly fee per site. It covers use of the complete technical system, including hardware, software and ongoing availability. Development cost is spread across several customers so that the airport avoids a large upfront investment. Additional operational or AFIS services can be charged separately depending on scope.
As an evaluation with a defined scope. Operational assessment, sensor and network design, workspace configuration, then validation with the relevant authorities. The first conversation is usually about the aerodrome, the current service model and what the airport wants to be able to offer.
Still open questions?
The ones that matter are usually specific to the aerodrome. Send them over and we will answer them directly.