FAA accelerates work on future air traffic control system

FAA air traffic control

The FAA wants to upgrade its air traffic control system by 2028 and is seeking input from the industry on telecommunications, automation, and surveillance.

The Federal Aviation Administration (FAA) wants to modernize its entire national air traffic control system by the end of 2028. In June 2025, it launched a call for technology solutions from the industry, with a tight schedule. The project aims to completely overhaul radio communication, radar surveillance, and telecommunications systems infrastructure and increase automation in cockpits and control towers. Three industrial partnership models are being considered to carry out this complex project. The FAA is also seeking to reduce costs, secure supply chains, and control usage rights for critical technologies. The goal is to move from an obsolete system based on 1970s architecture to a smooth, digital, and resilient air traffic management system. The project is estimated to cost several billion euros and is expected to transform the management of US airspace for years to come.

Political will to modernize an aging system

The modernization of the US National Airspace System (NAS) has been significantly accelerated since the federal authorities announced the presidential commitment to have a new operational system in place by the end of 2028. The initiative is part of an industrial reform of the aviation sector that was launched under the previous administration but has been relaunched with greater urgency since 2024.

The air traffic control system currently in place in the United States is still based on infrastructure and procedures dating back to the 1970s. It comprises more than 300 control towers, 20 en route control centers (ARTCCs) and 120 primary and secondary radar installations. Despite several ad hoc developments, such as the partial integration of the NextGen system, the core of the network remains limited by a centralized and rigid architecture that no longer meets today’s requirements for traffic flow, digital security, and interoperability.

The FAA has therefore launched a call for industry contributions under reference number 693KA7BNATCS, as part of the Brand New Air Traffic Control System project. The schedule is extremely tight: proposals must be submitted by July 25, 2025, less than 30 days after the formal opening of the call for tenders. This constraint is due to the imminent availability of federal funding, which makes the viability of the project dependent on a rapid start.

FAA air traffic control

Critical technology areas for a complete overhaul

The FAA has identified several priority technology areas in its call for solutions. Manufacturers are invited to propose concrete advances in aeronautical telecommunications, VHF/UHF radio communications, radar or satellite surveillance, automation of control functions, and hosting and deployment infrastructure for new systems.

The need concerns both air traffic control centers and the cockpits themselves. The aim is to promote automation of procedures, including in single- and dual-pilot flight contexts, through intelligent flight data management, alert prioritization, and direct machine-to-machine communication between the aircraft and controllers. For example, the German Aerospace Center (DLR) is already testing such systems in reduced cockpit configurations.

At the same time, the FAA wants to integrate modern ADS-B surveillance, CPDLC data link, and passive radar capabilities to reduce dependence on conventional active radars. Cyber resilience is an essential criterion in the selection of systems, as is the ability to integrate into hybrid cloud architectures and interact with civil, military, and autonomous fleets (UAVs, eVTOLs).

Three industrial models under consideration for implementation

To organize this complex project, the FAA is considering three industrial governance models:

  • The prime integrator model, in which a single prime contractor is responsible for all new contracts, while terminating existing ones. This model offers technical consistency, but involves high risks of disruption in the event of supplier failure.
  • The non-prime model, in which the FAA retains all existing contracts but entrusts overall program management to an independent integrator. This model allows for greater contractual stability but requires strong coordination.
  • The hybrid model, which combines the two approaches: the integrator manages new contracts and takes over certain existing contracts on a case-by-case basis, while the FAA retains control over the others.

In all cases, the integrator will not be able to bid directly for technology contracts in order to avoid conflicts of interest. This separation aims to ensure impartial governance, but also limits operational flexibility.

The model chosen will directly influence the speed of implementation, transition costs, and contractual architecture for the next ten years.

High expectations in terms of costs, safety, and logistics

In addition to the technological overhaul, the FAA wants manufacturers to propose concrete strategies for reducing costs and managing logistical risks. The challenge is as much about human resources as it is about equipment. Currently, the NAS employs more than 14,000 air traffic controllers and relies on thousands of maintenance technicians, a significant proportion of whom will reach retirement age by 2030.

Manufacturers will have to demonstrate their ability to produce reliable equipment on a large scale while ensuring operational continuity during the transition phases. Resilience to cyberattacks is also a key factor in a context where digital threats to critical infrastructure have intensified significantly.

Another sensitive issue is data and software rights management. The FAA wants to avoid any future dependence on technologies with restricted usage rights and is therefore demanding full transparency on intellectual property. This requirement complicates the task for manufacturers, particularly for dual-use (civil/military) technologies or those derived from non-sovereign components.

Finally, the FAA wants to explore proven commercial solutions, including those used in private aviation and drone fleet management systems. This approach aims to speed up the timetable, reduce certification delays, and build on existing technological building blocks.

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