AN INTERVIEW WITH IFATSEA PRESIDENT, ING. FRANK KOFI APEAGYEI
A VIEW FROM IFATSEA GLOBAL
Ing. Frank Kofi Apeagyei, President of the International Federation of Air Traffic Safety Electronics Associations (IFATSEA), believes that all that is needed to address the implications of the imminent large-scale adoption of AI technologies into aviation operations is a harmonized AI governance framework with human -in-the – loop oversight that should necessarily be led by ICAO, ANSPs, and CAAs.
As IFATSEA stages its 53rd General Assembly in picturesque Cape Town, South Africa from 9 to 14 November 2025, making another milestone ever since the inaugural General Assembly in Frankfurt, Germany in October 1972, Apeagyei maintains a vision that is rooted in safety, collaboration, leadership, and excellence.
Ing. Apeagyei recently spoke with Air Traffic Safety Electronics International Managing Editor, Adeyinka Olumuyiwa Osunwusi, and shared his insights regarding a wide array of issues bordering upon air traffic safety electronics practices.
At the 52nd IFATSEA General Assembly in Las Vegas, Nevada, USA, you were elected, by acclamation, the President of IFATSEA, the first African to assume the reins of office as IFATSEA President. How significant is this to you on one hand and Africa on the other hand?
Thank you for the opportunity to speak to your esteemed network. I am pleased to answer your questions. However, permit me to make a correction. In Las Vegas, my election was not just by acclamation. Rather, I went through the voting process and got elected. Our esteemed affiliates made me an overwhelming favorite and, therefore, did not contest with me. The IFATSEA constitution requires every candidate to go through an election even if he or she is the only candidate.
Assuming the reins of office as the first IFATSEA president from Africa was quite humbling, but at the same time very historic for IFATSEA and the African continent and I remain grateful for the confidence reposed in me. On a personal level, it represents the culmination of years of dedication to the course of Air Traffic Safety Electronics Personnel (ATSEP), IFATSEA and aviation safety as well as the recognition of the expertise and leadership that Africa brings to the global stage. It’s a moment of pride, responsibility, and reflection, knowing that this role carries the hopes of many who have long aspired to see greater representation and advocacy of ATSEP profession at the highest levels of international aviation.
For Africa, this achievement is profoundly significant. It signals a shift toward inclusivity and acknowledgment of the continent’s growing contributions to IFATSEA, aviation safety, innovation, and infrastructure. It also serves as an inspiration to countless Air Traffic Safety Electronics Personnel and aviation professionals across Africa, affirming that their voices matter and their leadership is valued. This presidency opens doors for deeper collaboration, capacity building, and the elevation of African perspectives in shaping global aviation standards.
That notwithstanding, it’s not only about representation but the impact one makes. If you ask me again, I will tell you the same thing; I am committed to ensuring that this moment translates into meaningful progress for both IFATSEA and the African aviation community.
And what would be the major agendas of IFATSEA under your watch?
My views and commitment in respect of achieving a globally recognized standardized license for Air Traffic Safety Electronics Personnel remain the same. Under my humble leadership as president of the International Federation of Air Traffic Safety Electronics Associations (IFATSEA), the vision is bigger and requires several agendas to let it happen. As human as we are, and considering our own limitations, together with the team, we lean towards only key agendas aimed at strengthening global aviation safety and the role of Air Traffic Safety Electronics Personnel (ATSEP).
As IFATSEA president, my priorities fall under three broad areas: ATSEP Licensing and ICAO Annex 1 Recognition; Global Collaboration and Network Expansion; and Empowerment and Inclusion. With respect to ATSEP licensing and ICAO Annex 1 recognition, heaven knows how often we have tried under previous leadership to get this agenda off the table. It is a top priority for me. As our profession in the field of air traffic safety electronics is not yet officially recognized under ICAO Annex 1, which governs personnel licensing in international civil aviation, we need to keep the flame on this agenda burning until we achieve it. Isn’t it ironic that while aircraft maintenance engineers are licensed under Annex 1, the ATSEP professionals who manage the ground-based CNS/ATM systems are excluded, despite their safety-critical role?
For the benefit of your varied readers, allow me to explain why licensing of Air Traffic Safety Electronics Personnel matters. The aviation industry is becoming complex with new and emerging technologies being deployed. In addition, the advent of Artificial Intelligence (AI) and Cyber Security threats have introduced new risks in our scope of work. Again, levels of training of ATSEP differ from region to region. There are no standardization and harmonization which represent the bedrock of safety assurance in the aviation ecosystem. Licensing, therefore, would ensure: one, uniform training and competency standards globally, reducing risks from system failures or cyber threats. It assures proof of competency, safety and standardization. Secondly, it would assure mobility and recognition. Licensed ATSEP could work across borders more easily, supporting international operations and harmonization. Thirdly, some countries are already following ICAO guidance on ATSEP training in Doc 10057, so formal licensing would not impose any major new costs on the authorities.
From the perspective of global collaboration and network expansion, it’s worth remarking that IFATSEA has a number of corporate relationships but with no formal engagements. The vision is to recognize and strengthen ties with international partners and expand our global footprint, including new affiliations everywhere there is an administration for civil aviation activities. To do this, we will ensure representation in international meetings, ICAO panels and establish some Memorandum of Understanding or cooperation as a start. It will be my vision for the collective voice of ATSEP to be loud on the international arena and for ATSEP to be recognized not in name but for their invaluable contributions.
From the standpoint of empowerment and inclusion, we recognize that IFATSEA has a pool of expertise. The vision is to bring together these seasoned professionals, former leaders, and industry experts to offer high-level guidance on policy, governance, and global trends. As a result, we have created three subcommittees – namely Council of Advisors, IFATSEA Research Subcommittee and Legal & Administration subcommittee – to allow more inclusivity and engagement that would benefit IFATSEA. These subcommittees obviously will bring to bear some vital expertise to enhance our credibility when engaging with ICAO and with global aviation stakeholders. Creating a Council of Advisors, which includes former leaders of IFATSEA, will not only assist us to preserve institutional memory but also ensure that our long-term vision will remain consistent across leadership transitions. It also provides an opportunity for mentorship and leadership development for emerging leaders within IFATSEA and member associations. Most importantly, we stand to benefit from free strategic advice.
The introduction of the Council of Advisors, the Administration and Legal Subcommittee and the Research Subcommittee within IFATSEA will serve strategic and operational purposes that are vital to our mission of advancing air traffic safety electronics. IFATSEA already celebrates diversity within the ATSEP community, including initiatives that highlight the contributions of women in aviation safety. I intend to give it my full support. These agendas reflect our collective commitment to shaping the future of air traffic safety electronics through innovation, unity, and professional excellence.
From your perspective as the President of IFATSEA, what are some of the dynamic changes you are seeing today regarding the ATSEP working environment?
The Air Traffic Safety Electronics Personnel (ATSEP) working environment is undergoing significant transformation in response to technological, regulatory, and workforce trends. With the digitalization of CNS/ATM systems, for example, ATSEP roles are shifting from hardware maintenance to software-centric systems, including virtualized infrastructure and cloud-based air traffic management. There is also increased reliance on remote monitoring and diagnostics tools are changing how we maintain and troubleshoot systems.
Artificial Intelligence (AI) and automation integration are also transforming the ATSEP working environment. Whether we like it or not, AI is taking the centre stage now as it’s slowly being introduced in our operations and maintenance. There are growing calls for ICAO to establish some guidance material on the ethical use of AI in civil aviation operations. In some administrations, AI is being used to automate routine tasks, optimize system performance, and predict failures. ATSEP roles are expanding into data analytics and machine learning interpretation, especially in high-traffic regions like Asia-Pacific. As professional ATSEP, we must remain relevant in today’s technological evolution, modern trends and ways of managing maintenance and operations. Our only choice is to upskill in AI, data analytics, and cybersecurity. We also need to embrace cybersecurity as a core responsibility. One important evolution in our operations is the threat of cyber activities. CNS/ATM systems are increasingly exposed to cyber threats and the immediate frontline defenders in aviation cybersecurity is the ATSEP. This is why IFATSEA submitted a working paper, WP/353, for consideration at the ICAO 42nd General Assembly meeting in Montreal, Canada. The paper basically asked for AI and Cyber Security to be considered in ATSEP training domains. CNS/ATM systems must be cyber resilient, which requires that ATSEP should be properly trained to manage the systems.
Another thing worth considering as changing the ATSEP environment is the growing emphasis on competency frameworks and standardized training aligned with ICAO Doc 10057. More countries are now modelling the ATSEP training on ICAO Doc 10057, which is quite encouraging. There is also a strong push for formal licensing under ICAO Annex 1. Kazakhstan’s proposal to ICAO 42nd General Assembly meeting for ATSEP licensing under Annex 1 represented growing support across the globe. The outcome of this paper could redefine ATSEP career pathways and international mobility.
These changes are not just technical; they are regulatory and strategic as well. ATSEP professionals are becoming hybrid experts, blending engineering, cybersecurity, AI and digital systems management.
There are growing concerns today regarding the impact of GNSS anomalies on the safety, regularity and security of air navigation globally. What’s IFATSEA’s position on this unfolding new normal in air navigation?
I am aware of the increasing frequency and severity of the Global Navigation Satellite System (GNSS) anomalies, specifically with Satellite-Based Augmentation System (SBAS), and see them as a growing threat to the safety, regularity, and security of global air navigation. This is not a new normal. We will be doomed the very day we accept it as a new normal. It is a serious threat to safety and security, and its impact is not only in the aviation industry but is also in the rail and marine sectors, and if you stretch it further, in agriculture as well. IFATSEA has appeared on a few panels in Europe and Asia Pacific to discuss this very subject. We acknowledge that GNSS jamming and spoofing incidents are becoming more common, especially near conflict zones and sensitive regions like the Mediterranean, Black Sea, Middle East, and Arctic.
During the IFATSEA 51st General Assembly held in Buenos Aires, Argentina, one of the panel discussions focused on GNSS disruptions and the solutions. These disruptions can lead to loss of navigation accuracy, false terrain alerts, and even flight diversions as witnessed in the first quarter of the year posing direct risks to air traffic safety. IFATSEA supports ICAO’s Resolution 41-8C, which calls for ensuring the resilience of CNS/ATM systems against GNSS interference. We also think that there is urgent need for redundant systems, including ground-based navigation aids and robust augmentation systems, to mitigate reliance on satellite signals, which is quite vulnerable. In fact, these GNSS anomalies should be viewed as a new operational reality which requires systemic resilience, technical vigilance, and global coordination. As a federation, we would continue to encourage our ATSEP to enhance their competencies to manage such GNSS anomalies and to detect and report such occurrences in time.
And what, from your perspective, should the global aviation community be doing to mitigate the growing incidence of GNSS anomalies across the vast swathes of the global airspace?
For the many ATSEP whose duty is to monitor GNSS signals and report occurrences or anomalies, they will tell you the fatigue they have had to endure especially at the time that the jamming and spoofing were becoming quite excessive and too often. We need to recognise that these threats of interference on the GNSS signal is limited to specific locations or regions such as eastern Europe and some part of the Mediterranean.
As I have mentioned previously, IFATSEA’s role is being championed through the ATSEP, a number of whom are actively engaged in mitigating the danger. It will interest you to know that the current IFATSEA treasurer, Mr. Nikola Cojic, recently co-authored a book on “GPS Signal Interference: A threat to Civil Aviation Safety and Airspace Integrity”. Apart from that, there are a few of IFATSEA members on different committees and panels in their regions working to find mitigations to this threat. So, by and large, we are making impact with our contributions. IFATSEA no longer sees this threat as a normal technical issue but a threat that demands our technical vigilance and cooperation, some regulatory improvements, and a global solidarity. Personally, I think the global aviation community is doing well in responding to these challenges. We see a well-coordinated multi-pronged strategy being adopted.
EUROCONTROL has issued multiple warnings about GNSS jamming and spoofing, especially in Eastern Europe and the Mediterranean. The airlines are being advised to rely more on inertial navigation and ground-based aids when flying near high-risk zones. Also, in the United States, the FAA is investing in multi-layered navigation systems, including DME/DME and VOR backups, to reduce sole reliance on GNSS. This approach is quite refreshing to note as it aligns with my advocacy that, no matter how reliable the satellite systems may be especially for use in civil aviation, it still does not warrant the de-commissioning of the ground-based systems. Technology makes things and works easier, but we need to maintain and re-deploy the ground-based systems such as ILS, DME, and VOR as a fallback redundancy measure.
Again, as part of the mitigation measures, we need to tighten cybersecurity protocols for CNS/ATM systems. Currently, we have only four GNSS constellation receivers. It will be important to have more than just the GPS, GLONASS, Galileo and BeiDou. It is like a radar with only a rotating joint. When the rotating joint breaks, radar coverage and important data will be lost. So, nowadays, air navigation service providers have deployed multiple radars to ensure availability and continuity of service. The lesson here is that, having more constellations will reduce the dependency on any single system.
In addition, the aviation community may seek to strengthen the civil-military cooperation, share data and information to identify jamming/spoofing hotspots. Another key area that should be supported is research and technology for the development of anti-jamming and anti-spoofing mitigations. Another area to consider is how AI could be explored to provide real-time monitoring and reporting of GNSS anomalies.
Now, we need to continue the advocacy on GNSS vulnerabilities and contingency plans and procedures. Reporting GNSS occurrences is important, and we must encourage our ATSEP to be vigilant and cooperate with authorities in mitigating the threat.
There is much buzz today regarding the imminence of a large-scale incursion of AI technologies into virtually every aspect of aviation operation, particularly the ANS/ATM realms. How concerned are you about this and how should IFATSEA be responding to this?
There are those who think AI’s rapid integration into ANS/ATM should be embraced as quickly as possible. Others also think that there is need to go slowly until further studies have been conducted to ensure its safe use. IIFATSEA’s working paper 353 presented at the ICAO 42nd General Assembly was precisely about AI integration into ATSEP training domain. Technology has evolved and so is the aviation environment. Hence, IFATSEA’s call is meant to ensure that personnel are properly trained on the use of AI. There were other working papers from some ICAO Member States on the use of AI in the civil aviation.
Our industry relies heavily on the skills of the personnel to uphold the highest standard of safety. Therefore, some important engagements, workforce upskilling, and advocacy for safety, transparency, and human oversight will be key to successfully integrating AI into our environment.
Personally, I am quite concerned about the ongoing development regarding the use of AI. The reality is that AI is no longer futuristic. The earlier we get it in the ATSEP training domain, the better. I say so because, AI systems must also satisfy same performance criteria on safety, and integrity. Sometimes what may seem as AI may rather be machine learning which has its own challenges. As ATSEP, we are duty bound to ensure that once we are using AI, it should be used to serve the mission of safe, efficient, and human-centered air traffic systems. AI should not replace the human at the centre of operations but augment the human decision making. The human – in-the-loop validation is very essential. At the moment, there is uncertainty regarding implementation of AI in ATM/CNS environment because ICAO appears not leaning towards that agenda in the present.
My other concern has to do with job security. It does appear that an over reliance on AI and automation could shift or eliminate job and roles traditionally held by ATSEP. On the part of IFATSEA, we need to continue the advocacy on AI especially its ethical use and to ensure that it rather gets integrated into ATSEP traditional roles, defining a new career path for ATSEP. IFATSEA must get involved in defining AI certification and frameworks. To conclude on this question, allow me to state that, while we anticipate ICAO’s further directive on the ethical use of AI in the aviation environment, IFATSEA could start defining a harmonized training curriculum for use by ATSEP.
And what strategic and policy interventions should ICAO, ANSPs and CAAs be looking at in order to ensure a safe, secure and efficient AI-driven civil aviation ecosystem?
What we need is a harmonized AI governance framework with human -in-the – loop oversight and this should be led by ICAO, ANSPs, and CAAs. Civil Aviation Authorities should seek to invest in workforce upskilling to ensure safety, security, and efficiency in an AI-driven aviation ecosystem. ICAO should also lead the drafting of very bold policy interventions on AI. In doing so, ICAO should define standards for AI certification, ethics, explainability, and operational integration across ANS/ATM systems. ICAO must support member states in training aviation professionals to work with AI tools, especially ATSEP and regulators. It should also integrate AI into its global aviation safety and environmental performance goals. Again, the ANSPs can develop AI risk assessment protocols and evaluate them for failure modes and cybersecurity vulnerabilities before deployment. Another area to mention is collaboration. ICAO may engage with industry players and system manufacturers about the role of AI in today’s aviation and how to trust the AI information.
Talking about your role as the President of the International Federation of Air Traffic Safety Electronics Associations (IFATSEA), how would you describe your key guiding principles as you continue to pilot the affairs of the Federation?
As President of IFATSEA, my guiding principles are rooted in safety, collaboration, leadership, and excellence. In an era of rapid transformation especially with technology reshaping aviation, these principles ensure that IFATSEA remains an authoritative voice and a strategic force on ATSEP competence. The ‘S’ in IFATSEA or ATSEP is safety, reminding us that every decision we make or take should be anchored on safety. I have an unwavering commitment towards ensuring that we are able to collaborate and partner organizations that strategically could align with our agenda. ATSEP professionals are the unsung heroes of aviation safety. My team’s effort is to elevate their profile, secure their professional recognition, and protect their roles amid technological evolution. I believe in equipping ATSEP with the skills and knowledge to thrive in a digital, AI-enhanced environment. It is this basis that the Executive Board championed a working paper on AI training into ATSEP training domain. We also supported the Ghana paper at ICAO 42nd General Assembly which called for the retention of ATSEP in PANS training manual Document 9868 as well as the opportunity to define and associate ATSEP job in ICAO Annex10. IFATSEA represents a diverse community across continents. I strive to ensure that all member associations, regardless of size or resources have equal voice and access to opportunities as well. The support of the Executive Board has been great so far and I remain thankful to my God and the Board for the support.
Are you still keen on pushing on with the struggle for the inclusion of ATSEP in ICAO Annex 1 – Personnel Licensing?
Absolutely! My commitment to seeing through this has never waned. One of the hurdles in the way of ATSEP is ATSEP licensing. The inclusion of ATSEPs in ICAO Annex 1 – Personnel Licensing remains a strategic imperative, not just for recognition, but for global aviation safety, accountability, and harmonization. ATSEPs are responsible for the integrity of CNS/ATM systems. Our work directly impacts aircraft separation, navigation, and surveillance.
Licensing ensures that only qualified personnel handle these systems. Without Annex 1 inclusion, ATSEP qualifications vary widely across states. This undermines interoperability and weakens the global safety net. Apart from that, there is no proof of assurance of competence. Licensing elevates ATSEPs from “technical support” to regulated aviation professionals, with clear responsibilities, rights, and protections. In this technological era where automation sometimes blurs lines of responsibility for the ATSEP, licensing will provide a framework for ethical and operational accountability. For me, I continue the advocacy and lobby ICAO and other national CAAs to recognize ATSEPs as licensed aviation personnel. This is why IFATSEA strongly supported Kazakhstan working paper 317 at the ICAO 42nd General Assembly. ATSEP licensing and recognition is an advocacy for fairness, safety, and the future of aviation. And truly yes, I’m still pushing with the greatest conviction and clarity that it will happen.
How would you describe IFATSEA’s partnership with other sister international professional organisations and other industry stakeholders today?
IFATSEA’s partnerships today are strategic and collaborative. They reflect its evolving role as a global thought leader in aviation safety electronics. These relationships are not just symbolic but are also essential to the attainment of our goals. IFATSEA works closely with ICAO, IFATCA, IFAIMA, ITF, IFISA, and CANSO to align on critical issues like personnel licensing, cybersecurity, and the safe integration of AI and automation.
These partnerships amplify IFATSEA’s voice in global forums, ensuring ATSEP concerns are considered in the broader aviation safety strategies. Through collaboration with EUROCONTROL, EASA, and other regional aviation bodies, IFATSEA contributes to harmonized training standards, competency frameworks, and digital transformation roadmaps including SESAR Joint Undertaking in Europe. These efforts help ensure ATSEP professionals are equipped to manage emerging technologies like remote towers, SWIM, and AI-enhanced ATM systems. IFATSEA has been on corporate partnership drive renewing our partnership with system manufacturers, software developers, and integrators. We are doing all that to strengthen the Federation and create a platform for our ATSEP to discuss their concerns on CNS system deployment. We are not done yet as there remain a vast number of industry stakeholders and manufacturers to contact.
In short, IFATSEA’s partnership is built on trust, shared purpose, and a commitment to safe, efficient, and future-ready aviation systems. They remain the backbone of our global influence and the engine of our strategic impact.
Overall, how would you describe the future of ATSEP particularly in the context of the dynamic techno-operational changes sweeping across the ANS/ATM working environments?
If we train and acquire new skillsets or improve on our proficiency in the ongoing technological evolution, certainly, we will be strategic to the future. It will be very demanding in technical expertise, cybersecurity acumen, and how fast one is able to adapt to AI evolution systems and the evolving ATM/CNS infrastructure. At the moment, there is a wind of rapid transformation blowing across many air navigation services and air traffic management sectors. This wind is driven by digitalization, automation, and service-oriented architectures and is defining the role of Air Traffic Safety Electronics Personnel (ATSEP). If you consider the push toward a Digital European Sky under the Single European Sky (SES) framework which introduces open, competitive service models, it does provide some affirmations that ATSEP will be central to managing these architectures, ensuring system-wide situational awareness and technical integrity across increasingly distributed and virtualized infrastructures. Artificial Intelligence is revolutionizing traditional ATSEP tasks. AI-driven tools enable predictive maintenance, automated monitoring, and data-driven diagnostics, reducing downtime and enhancing reliability. In future dispensation, ATSEP must evolve from reactive technicians to proactive system analysts. Due to the growing reliance on cloud services, datacenters, and third-party IT providers, cybersecurity has become a core competency. ATSEP are expected to distinguish between technical failures and cyber incidents, coordinate responses, and ensure continuity of the CNS/ATM even under cyber threat situations.
ATSEP will need to understand and supervise AI behaviors, ensuring safety-critical functions remain operational and under their control. All of this will mean that we must evolve skillsets and that requires effective and harmonized training. The traditional specializations in expertise existing in our current environment will have to give way to multi cross-disciplinary expertise. In the immediate future, the ATSEP will no longer be referred to as the ‘behind the scenes technician/engineer’. Our role will transition to a frontline strategic function in safeguarding the future of air traffic services. Their ability to adapt, innovate, and collaborate will be pivotal in navigating the techno-operational hurdles ahead.
Let me end with these words: ‘’I remain grateful to you Prof. Adeyinka for the excellent job and the publicity your works are giving to IFATSEA’’. God bless you. ◙
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