EXECUTIVE PLATFORM
Driving Collaboration, Transparency, and Professionalism in the African CNS/ATM Domains:
SAM MAHLANGU, IFATSEA Director for the Africa Region
Sam Mahlangu is the Head of Training Delivery and Systems at the ATNS’s Aviation Training Academy (ATA) of South Africa. He leads a portfolio that incorporates the formulation, planning, implementation, and governance of the training delivery and aviation training infrastructure management (CNS/ATM systems). He has over 20 years of experience in the aviation industry, including 12 years in the aviation training environment. He holds a Master’s degree in Business Administration (MBA) and the International Executive Development qualification. Sam serves as an industry Advisory Board Member in the Department of Electrical and Electronic Engineering at various universities in South Africa. He also serves as the International Federation of Air Traffic Safety Electronics Associations (IFATSEA) Director for the Africa Region.
In this interview with Air Traffic Safety Electronics International Managing Editor, Adeyinka Olumuyiwa Osunwusi, Sam shared his insights regarding a wide array of aviation-safety and –efficiency issues including the dynamic changes in terms of the techno-operational aspects of African aviation, the impact of the increasing digitalisation of the CNS/ATM working environment on air traffic safety electronics personnel (ATSEP), and the implications of the growing occurrence of GPS spoofing and jamming.
As the Regional Director of the Africa region of the International Federation of Air Traffic Safety Electronics Associations (IFATSEA), what are some of the dynamic changes you are seeing today across the African aviation sectors in terms of the CNS/ATM techno-operational landscapes?
African ANSPs are increasingly aligning with ICAO’s ASBUs, with growing regional collaboration through various industry bodies. There are concerted efforts to increase the level of cross-border coordination, particularly with regional FIR realignment and the implementation of seamless African Sky initiatives, aimed at harmonising ATM systems. There are also tangible initiatives to implement the shift towards digitised tower and en-route operations, with some airports beginning to explore digital remote towers. Amidst all these interventions, the ATSEP roles are evolving as systems become more software-centric and integrated, requiring continuous upskilling and retraining in systems engineering, cybersecurity, and automation.
The 15th IFATSEA Africa Region Meeting’s theme is focused on digital transformation in the CNS/ATM realm. How would you assess the African ANSPs, CAAs, and airport authorities today in terms of the adoption of digitalisation in the air navigation cum air traffic management terrains?
In assessing the current state of digitalisation among African ANSPs, CAAs and airport authorities, the picture is mixed and marked by both commendable progress and recurring challenges. Countries with high traffic volumes, such as Kenya and Egypt, have made significant investments in modernising the CNS/ATM infrastructure. Some countries, such as South Africa, have adopted the ADS-B and are on the journey of transitioning from AIS to AIM, which is another significant milestone. Additionally, collaborative efforts are being made to achieve vital initiatives such as AFI Seamless Sky to support harmonised digital goals.
There are still growing concerns about cybersecurity as systems become more interconnected and digital. Therefore, cybersecurity continues to be a growing concern. Human capital and training are also key areas of concern attributable to high shortages of critical skills to manage, maintain and upgrade digital systems.
What would you say about issues surrounding the training and competence of ATSEPs vis-à-vis the prospect of working in an increasingly digitalised and automated environment?
The training and competence of ATSEPs remain a critical concern, especially as the industry continues to evolve toward greater digitalisation and automation. The proliferation of digital systems, which heavily rely on complex software, sophisticated data communication and integration, continues to outpace the training interventions earmarked at closing the rapid technological gaps. Training platforms or available courses are still oriented toward the legacy systems and may not be evolving rapidly to prepare for this significant shift.
The glaring system integration and service-oriented architectures not only require ATSEPs to have strong foundational knowledge of electronics and engineering, but also competence in software engineering, data analytics and system integration. All these changes require a deeper understanding of systems and the need to be conscientious about safety interdependence. Automation and digitalisation are not one-time shifts but continuous processes. Training must be seen as an ongoing professional requirement, not a one-time event. Organisational culture and budgeting often do not support continuous upskilling, which is essential to keep ATSEPs current and competent.
And how would you describe the potential impact of the increasing adoption of digitalisation technologies in CNS/ATM on the tasks and responsibilities of ATSEPs?
The increasing adoption of digitalisation technologies in CNS/ATM systems has a significant and evolving impact on the responsibilities undertaken by ATSEPs. For instance, the shift towards software-intensive systems requires these professionals to be proficient in software management, cybersecurity, and system integration, rather than only maintaining hardware components.
The integration of emerging technologies such as AI, Machine Learning, and Augmented Reality is being introduced for system management and training. This, in a sense, requires the ATSEPs to adapt to supervising these tools, which require continuous learning and upskilling.
Still talking about CNS/ATM digitalisation and automation and the adoption of automated technologies, what do you see as the major challenges as far as Africa is concerned?
Many African countries face limited or outdated infrastructure for both aviation and digital communication. These infrastructure gaps continue to be a stumbling block for Africa to thrive in technology deployment. The challenge even extends to ancillary systems such as electricity and broadband networks, which are paramount to effective system operations.
Funding for the acquisition of these technologies also remains a major challenge. The CNS/ATM modernisation requires significant capital investment, which many African states struggle to prioritise amid competing national development needs. There are funding mechanisms available. However, there is limited access to them, which results in slow progress in the implementation of any technological revolution.
Another major challenge is the lack of harmonised policies and regulatory frameworks across the continent, which complicates interoperability and regional integration. This bureaucratic inertia and slow institutional reform delay the adoption of modern aviation technologies. For Africa, the successful digitalisation of CNS/ATM systems depends not just on acquiring technology, but also on addressing systemic challenges—from infrastructure and investment to governance and training. A coordinated, well-funded, and inclusive approach—supported by regional bodies like AFCAC and international partners—will be critical to overcome these hurdles.
The industry’s attention is gradually shifting to the utility of drones for the purpose of conducting flight checks. What is your take regarding this emerging technological solution?
The use of drones for conducting flight checks represents a promising and innovative shift in aviation maintenance and safety practices. Drones can bring efficiencies in conducting human-intensive activities and cover large areas in a fraction of the time, minimising aircraft downtime and increasing operational efficiency. In the medium to long term, significant cost reduction could be realized through reduced labour hours, accelerating turnaround and circumventing prolonged grounding of aircraft.
The use of drones for flight checks is a forward-thinking solution that aligns well with the industry’s goals of enhancing safety, efficiency, and data-driven maintenance. While there are implementation hurdles to overcome, the long-term benefits make it a compelling innovation worth adopting, with the right safeguards and training in place.
How, then, would you rate the future of the conventional flight calibration technique in relation to a drone-enabled technique?
The future of conventional flight calibration techniques, when compared to drone-enabled techniques, appears to be increasingly limited, though not obsolete in the short term. The conventional flight calibration is still highly accurate, well-established and certified by aviation authorities. However, focusing on accuracy and precision, drones carry sophisticated payloads, for example GNSS and LDAR, for high precision measurements, though regulatory acceptance is still catching up.
Conventional flight calibration techniques are likely to remain relevant for high-stakes, large-scale, or internationally regulated operations in the near term.
However, drone-enabled calibration techniques represent the future, offering cost efficiency, flexibility, and safety, especially for localised, routine, or emerging aviation environments, for example regional airports and urban air mobility.
Just recently, Egyptian ATSEPs formally joined IFATSEA under the PAS umbrella. How do you see this development and how significant is it to the visibility and strength of the African continent in the context of the global ATSEP community?
This recent development of PAS formally joining IFATSEA is a significant milestone for both Egypt and the African continent within the global ATSEP community. It is very much in line with our strategic objective, as a region, to grow our footprint on the continent. Egypt joins Zambia and Seychelles as one of the affiliates that have recently joined this rapidly growing federation. Our strategy is to increase our footprint by 50% before the end of our tenure in 2026. The continent has 54 states, and only 19 countries are affiliates of IFATSEA. You can therefore see that work is cut out for us to achieve our objective.
Egypt is a major aviation hub in Africa, strategically positioned between the Middle East, Europe, and the rest of Africa. By officially joining IFATSEA, Egyptian ATSEPs bring both technical expertise and geopolitical relevance to the African voice within the federation. This strengthens the continent’s representation in global forums where standards, safety protocols, and professional development agendas are shaped. This move sets a precedent and can act as a catalyst for other African countries where ATSEPs may still be working in fragmented or unrecognised capacities.
Egypt’s formal engagement could inspire similar commitments, promoting the professionalisation and recognition of ATSEPs across Africa. We are very excited to be joined by PAS and look forward to working closely with them in our pursuit to improve safety performance on the continent and beyond.
Now, let’s talk about the growing global concerns regarding GPS jamming and spoofing. How significant is this for the safety of the African airspace in particular?
GPS jamming and spoofing have emerged as significant threats to global aviation safety, and their implications for the airspace are increasingly concerning. Africa’s aviation sector is expanding rapidly, with increased reliance on satellite-based navigation systems for efficiency and safety. However, the continent’s vast and often remote airspace can make it challenging to detect and mitigate GPS interference promptly. While specific incidents in African airspace have been less frequently reported, the global nature of GPS signals means that disruptions elsewhere can have cascading effects. Moreover, the potential for malicious actors to exploit vulnerabilities in less monitored regions cannot be overlooked.
While GPS jamming and spoofing have been more prevalent in certain global hotspots, the interconnected nature of aviation systems means that no region is immune. For Africa, proactive measures, technological investments, and regional cooperation are essential to safeguard its airspace against these evolving threats.
And would you support the growing call for a multi-stakeholder approach to mitigating the challenges surrounding GNSS signal interference?
Yes, I fully support the growing call for a multi-stakeholder approach to mitigating the challenges surrounding GNSS signal interference. Given the critical role GNSS plays in everything from aviation to telecommunications and emergency services, we have seen the impact this is starting to have on the safe operation of flights. Therefore, ensuring its reliability and resilience is not the responsibility of a single party or an isolated response plan. Collaborative efforts involving Member States, industry stakeholders, researchers, and international bodies are essential to develop robust policies, share best practices, advance technological solutions, and coordinate effective responses to both unintentional and intentional interference. A unified, cooperative strategy is the most effective way to safeguard GNSS infrastructure and maintain global trust in its integrity.
Finally and talking about your role as the IFATSEA Regional Director for Africa, how would you describe your guiding principles as you continue to pilot the affairs of IFATSEA Africa?
As the IFATSEA Regional Director for Africa, my guiding principles are rooted in collaboration, focused and intentional leadership, inclusivity, integrity, and strategic vision. I hold the view that the strength of IFATSEA Africa lies in the collective expertise and unity of its affiliates. Therefore, I prioritise open communication and continuous engagement through established forums such the well-coordinated Africa Region Affiliate Committee (ARAC), which meets bi-monthly to deliberate on strategic imperatives for the advancement of the profession, and the Research and Advisory Councils in my office, ensuring that every voice is heard and all contributions are considered for the advancement of the profession and our strategic initiatives in our pursuit of excellence in air traffic safety electronics.
I am committed to transparency and accountability in every decision and initiative, as these are vital to building trust and driving sustainable progress. I also emphasise capacity building and knowledge sharing, because empowering our professionals with the right tools and training is key to advancing aviation safety and technology across the continent. Above all, I strive to lead with purpose — aligning our activities with IFATSEA’s global objectives while being sensitive to the unique challenges and opportunities within our region. My role is not just to lead, but to serve and inspire my region — connecting ATSEPs, ideas, and innovative interventions to build a stronger, safer aviation ecosystem for Africa. ◙
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