FASST-CH aims to connect the Swiss airspace
With the FASST-CH program, the BAZL aims to significantly improve the electronic visibility of all airspace users.
The background is familiar: In general aviation, several technical systems coexist today. Mode S, ADS-B, FLARM and other solutions are not fully compatible with each other. As a result, despite electronic traffic displays, a pilot can never be fully assured of seeing the entire traffic situation.
FASST-CH aims to gradually reduce these gaps.
According to the current planning, the requirement for electronic visibility is to be included in the existing regulations by 2027. Subsequently, a one-year transition period is planned. By 2028, a more comprehensive i-conspicuity ecosystem is to be established.
However, the specific regulation has not yet been finalized and may change in the meantime.
ADS-B and ADS-L form the technological basis
The BAZL relies primarily on two open technologies.
ADS-B Out operates at 1090 MHz on aircraft equipped accordingly. The position is derived from a GNSS source and is broadcast along with other flight data. The system is particularly interesting for motorized aircraft as it is interoperable with many existing traffic warning systems.
ADS-L takes a simpler and more cost-effective approach.
The system operates in the SRD-860 frequency range and is intended specifically for aircraft where a fully certified ADS-B installation would be technically or economically impractical.
Therefore, the BAZL does not necessarily recommend the same solution for many categories.
ADS-B is particularly interesting for motor aircraft
For light and fast motor-gliders, the BAZL recommends a certified ADS-B out installation as a preferred option.
It offers high range and good interoperability with traffic warning systems of other motor-powered aircraft.
In addition, ADS-L can be useful for capturing participants or for making participants visible who are not using traditional ADS-B.
Therefore, for more complex GA aircraft, a combination of different technologies is likely to be more appropriate in the long term than a single system.
There are more flexible options for sailplanes
In the case of sailplanes, the situation looks a little different.
If the aircraft already has a Mode-S transponder with ADS-B Out, this equipment is likely to meet the planned visibility requirement.
An existing Mode S transponder without ADS-B can possibly be upgraded.
Alternatively, ADS-L is an option. Existing FLARM systems can, depending on the manufacturer and device, be made ADS-L-capable through software or hardware extensions.
This is intended to prevent existing installations from having to be replaced unnecessarily.
Being visible and seeing traffic are two different things
For pilots, it is important to note a key difference between „out“ and „in“.
ADS-B Out or ADS-L Out ensure that your own aircraft becomes electronically visible.
First, a corresponding in-functionality allows receiving the traffic of other participants on a display.
The BAZL pursues the long-term goal of a system in which as many road users as possible can not only send but also receive traffic information.
However, for the mere compliance with a future regulation, an out function could already suffice, depending on the aircraft category.
Funding through special financing for air transport
Switzerland supports certain retrofits financially through the special financing for aviation, known as SFLV or BV87.
Measures to improve flight safety are being funded. This includes, of course, the installation of collision warning and e-conspicuity systems.
The contributions are paid as non-refundable financial aid.
The maximum federal contribution is up to 80 percent of the eligible costs. However, the actual funding may be less and depends, among other things, on the applicant’s financial situation, self-interest, and available funding.
Therefore, there is no entitlement to the maximum grant.
These measures may be interesting
The following projects are suitable for aircraft owners, for example:
- Upgrading an existing Mode S transponder to ADS-B Out
- Installation of a new ADS-B output-capable transponder
- Purchase of an ADS-L In/Out device
- Installation of external antennas
- Extension of existing FLARM systems to include ADS-L functionality
Which solution is appropriate depends heavily on the aircraft available, the existing avionics, and the operational profile.
Therefore, anyone who already has a modern Mode S transponder should first check whether only a suitable GNSS positioning source or a software or configuration upgrade is required.
November 30, 2026 is the decisive deadline
The 30th of November 2026 is particularly important for the current funding period.
Until this date, complete applications must be submitted to the BAZL if the planned measure affects the future e-conspicuity requirement.
The BAZL explicitly points out that one should not wait until the last days of November to start preparing.
For external services, quotes are required. In addition, the application form and the master data sheet must be completed in full.
The documents must be submitted both electronically and, in part, in signed paper form.
Apply first, then order
The funding conditions at the beginning of the project are particularly important.
In principle, only costs that arise after the grant approval can be taken into account.
However, there is an exception for certain standardized measures.
For measures explicitly listed as standard measures in the corresponding SFLV form – for example, the procurement of an ADS-L-In/Out device – implementation can already begin at your own risk as of the date of the complete application submission.
If the application is approved later, costs can be recognized from that point onwards.
The practical order of procedure should therefore be: first submit a complete application, then order or install the product.
Other procedures apply to gliders.
The funding does not apply to all airspace users using the same application process.
A simplified model is provided for gliders, delta-foils, fixed-wing hang gliders and certain electric hang gliders.
There, the funding is to be provided through participating manufacturers or retailers. The individual pilot will then not have to submit a separate funding application to the BAZL.
Why Switzerland is taking this path
The initiative is primarily a response to the fragmented technical landscape that has existed to date.
An aircraft with ADS-B cannot automatically see a glider with pure FLARM. A paraglider may use FANET. Other aircraft only transmit Mode S.
FASST-CH intends to develop an interoperable system from this in the long term.
This includes not only avionics on board; a ground infrastructure is also planned that can receive traffic data from various sources, combine them, and retransmit them into the airspace.
By 2035, an increasingly interconnected Swiss airspace is expected to result from this.
Conclusion
For Swiss aircraft owners, the development is practically relevant now.
Anyone considering an ADS-B out upgrade, ADS-L, or an extension of existing FLARM and traffic warning systems should not postpone the promotion.
November 30, 2026 is the crucial deadline for current SFLV applications related to the planned e-conspicuity requirement.
Since the federal government can cover up to 80 percent of the eligible costs, early retrofitting can be significantly more financially attractive than later implementation after the introduction of the requirement.
The most sensible first step is therefore to examine the existing avionics, select the appropriate technology, and obtain a concrete quote in a timely manner.
Source references:
Staysafe.aero
