In May 2026, EASA and EUROCONTROL published a joint document titled “Electronic Conspicuity Air-to-Air Use Case.“ For the first time, this document provides a unified European vision on how aircraft should “see” each other electronically. For companies like R-SYS that develop air traffic management and airspace management software, this is an important indicator of where the development of traffic awareness systems will head in the coming years.

What the Document Brings

The reference document (Use Case) describes a so-called Air-to-Air Situational Awareness (SA) system—a technology designed to help pilots of small aircraft see surrounding traffic even where Air Traffic Control (ATC) services are unavailable, primarily in uncontrolled airspace classes G and E.

While the system may or may not include a visual Traffic Display, it always operates on the principle of Electronic Conspicuity—broadcasting and receiving position information directly between aircraft.

The document defines two core functions for this system:

• Traffic Display: Visualizes relative position, altitude, heading, and vertical trend of surrounding traffic, helping the pilot look out of the cockpit and visually spot specific aircraft faster and more accurately.
• Alerts: A two-tier warning system (Traffic Advisory and Traffic Caution Alert) that alerts pilots in a timely manner to aircraft posing a potential threat, without prescribing specific avoidance maneuvers (unlike full TCAS systems).

Crucially, Electronic Conspicuity is not meant to replace the fundamental “see and avoid” principle or existing ATC procedures—it is designed to complement them and increase the likelihood that a pilot detects surrounding traffic in time.

Why the Document Was Created

The motivation behind this document is rooted in hard data: since 2010, EASA member states have recorded 69 fatal mid-air collisions resulting in 129 fatalities. Almost all of these accidents involved small aircraft operating outside ATC surveillance, with the main root cause being a lack of pilot situational awareness regarding surrounding traffic.

Added to this is regulatory momentum from U-space rules. Under SERA.6005(c), all manned aircraft flying outside ATC surveillance within U-space airspace are required to maintain continuous electronic conspicuity toward U-space service providers. However, this requirement previously faced market fragmentation: various devices (ADS-B, FLARM, PilotAware, etc.) were often not interoperable. The new Use Case represents the first step toward unifying this fragmented landscape around a common, affordable, and interoperable framework.

Benefits to Air Traffic Safety

The primary benefit is enhanced safety in areas currently lacking surveillance coverage—specifically General Aviation (GA), gliders, ultralights, and drones sharing the same airspace.

Key improvements include:

• Faster and more precise visual acquisition of conflicting traffic.
• Better tactical maneuver planning based on consistent data regarding position, altitude, and heading of surrounding aircraft.
• Reduced risk of unexpected or uncoordinated evasive actions.
• Gradual interoperability between General Aviation and Unmanned Aircraft Systems (UAS/U-space), as the framework plans for co-existence in shared airspace.

At the same time, the document sets realistic expectations. Citing the UK CAP2583 study, it notes that the effective visual acquisition range when scanning for traffic is only about 1.5 to 3 nautical miles, and the chance of spotting traffic in time without electronic assistance is surprisingly low. Electronic Conspicuity is therefore not a luxury, but an essential tool that meaningfully extends a pilot’s reaction time.

When Does It Become Mandatory?

Precision is key here: the Use Case itself is not a legally binding regulation. It is a reference and conceptual document from EASA and EUROCONTROL intended to serve as a foundation for future technical specifications, Minimum Operational Performance Standards (MOPS/MASPS), and Acceptable Means of Compliance (AMC).

What is already legally binding is the SERA.6005(c) mandate under the U-space regulation (Regulation (EU) 2021/664), applying to manned aircraft operating in U-space airspace without ATC services.

Moving forward, this reference document is expected to guide refined technical standards—such as EASA’s ADS-L specification for the SRD860 band issued in December 2025—and support the gradual expansion of mandatory electronic conspicuity beyond U-space boundaries. Aviation software developers should closely track incoming AMCs and technical specifications stemming from this framework.

Requirements for Aviation Tech Companies Like R-SYS

For aviation software developers, the framework presents several clear challenges:

• Cross-Technology Interoperability: Systems must process data from diverse sources—ADS-B, ADS-L, and other Electronic Conspicuity formats—and consolidate them into a unified, consistent traffic picture.
• Data Quality and Freshness: The document defines specific performance metrics, such as a maximum data latency of 5 seconds at 95% reliability, and horizontal position accuracy within 0.5 NM. This places strict demands on real-time data processing architecture.
• HMI Standardization: The document recommends standardized symbology (e.g., distinguishing air vs. ground traffic, Advisory vs. Caution alerts), requiring user interface harmonization across different vendors.
• GA and U-Space Integration: General Aviation tools and UTM platforms must achieve mutual visibility, creating new requirements for seamless data exchange between ATM, U-space, and third-party service providers.

How R-SYS Is Already Implementing These Standards

R-SYS holds a significant head start in this domain. The company has long been developing its flagship IXO SYSTEM platform, covering solutions for both manned and unmanned aviation (IXO ATM and IXO UTM). Built around shared situational awareness across all airspace users—from General Aviation and drones to military applications (IXO MIL)—IXO Workstations already integrate position and identification services, including iConspicuity: the exact concept now being formalised at the European level by EASA and EUROCONTROL.

Practical Examples: PANSA and HungaroControl

A practical example of this approach is a recent project for PANSA (the Polish Air Navigation Services Agency), where R-SYS delivered the next-generation Integrated Web Briefing (IWB) system. The delivery included a mobile application equipped with i-conspicuity features that deliver real-time traffic information directly to the cockpit—emulating the exact Traffic Display and alerting functions outlined in the Air-to-Air SA Use Case.

R-SYS also engages with electronic conspicuity at an industry level. The company presented its “See and Be Seen” philosophy and its application in next-generation aviation systems in a dedicated paper, detailing how iConspicuity acts as a vital booster to the traditional “see and avoid” principle.

Another prime example is the ongoing collaboration with HungaroControl (Hungary’s ANSP), where R-SYS is supplying the next generation of its mobile application for General Aviation (GA VFR). The solution brings advanced situational awareness straight to the cockpit, marking a major leap forward for VFR flight safety.

The next-generation app allows pilots to gain a complete overview of traffic around their position—not only from live surveillance feeds, but also by processing historical flight data from GPX files.

Furthermore, the system aggregates data from multiple sources—including ARTAS, OGN, and FLARM—providing pilots with a consolidated traffic picture. It will also display other active users of the mobile app alongside other airborne objects in the airspace, including GA aircraft, paragliders, drones, and other flight-capable devices.

This functionality marks a decisive step toward modern digital situational awareness, providing pilots with real-time, context-aware information on surrounding traffic and potential conflicts right on their mobile devices. HungaroControl’s new GA VFR app is among the first solutions of its kind to blend multiple operational data sources directly into the cockpit environment in real time.

Summary

The new reference document from EASA and EUROCONTROL does not change the rules overnight, but it establishes the first common European standard where a fragmented ecosystem of incompatible solutions once existed.

For technology providers in the aviation sector, this calls for systems designed for interoperability, ultra-reliable low-latency data streams, and standardized user interfaces. Thanks to its IXO SYSTEM platform and real-world deployments—such as the IWB modernization for PANSA and GA VFR for HungaroControl—R-SYS is fully aligned with this vision, well-positioned as Electronic Conspicuity becomes a cornerstone of safe air traffic across Europe.