Modernizing ATC by connecting
aircraft to the internet

We're building satellite-based ATC systems that connect every aircraft, drone, rocket, and ground vehicle to a global network. The result: safer skies, more direct routes, and 50% lower ATC costs.

How it works

ATC as simple as Waze

FastSky replaces the voice-driven, sequential controller workflow with a data-first system where route changes are auto-suggested, digitally transmitted, and accepted with a tap.

FastSky auto-suggests optimized routes

ATC issues route changes based on real-time traffic and weather. Changes are automatically sent to the aircraft via the network — e.g., "this route is 5 min faster and $11,000 cheaper."

Pilot accepts on the EFB app

The pilot reviews the proposed route amendment on their iPad-based Electronic Flight Bag and taps "accept." No voice readback required.

Aircraft adjusts course automatically

The new route loads directly into the aircraft’s autopilot through the FastSky comms gateway. The aircraft adjusts heading and altitude without manual data entry.

On the ground

Ground Area Movement Awareness (GAMA)

GAMA is a surface surveillance and control system for airports and ANSPs. It tracks every aircraft, vehicle, and obstacle on the airport surface and gives controllers a single, real-time picture of ground movement — with secure, two-way communication to every target.

The problem

Existing A-SMGCS installations depend on fixed radar arrays, multilateration networks, and passive transponder receivers. They cost millions to install, require heavy infrastructure at every airport, and provide controllers with surveillance only. There is no ability to send clearances, route instructions, or hold-short commands back to vehicles on the surface.

Traditional vehicle movement area transponders (VMAT) systems are ADS-B based and one-way only. The vehicle broadcasts its position, but the controller has no return channel. There is no runway interlock, no acknowledgment, and no way to confirm a vehicle has received and complied with an instruction.

What GAMA does

GAMA combines four components into a single, integrated system that covers surveillance, communication, and control:

ADS-B surveillance

Ingests 1090ES and UAT transmissions from equipped aircraft and vehicles. Provides position, identification, and velocity for cooperative targets on the surface.

Surface movement radarOptional

GAR-1 SMR offers exceptional sensitivity at low power, detecting non-cooperative targets — vehicles without transponders, debris, wildlife. Available as an add-on where traffic density or regulatory requirements demand it.

VMAT2 (via cell + Starlink/Amazon)

Two-way vehicle tracking using tablets mounted in vehicles. Controllers can send hold-short commands, route changes, and runway crossing clearances directly to the device. Includes runway interlock — the vehicle cannot enter an active runway without controller authorization.

Controller console

A single display showing fused tracks from all sensors, with tools for issuing instructions, managing runway crossings, and monitoring compliance. Designed around the workflows controllers already use.

GAMA automated ground routing and taxi control

GAMA controller console — automated taxi routing with hold-short commands and runway interlocks

Modern connectivity

GAMA runs over cell service providers and satellite internet (Starlink, Amazon Leo). This is what makes it fundamentally different from legacy A-SMGCS.

Total coverageTwo-way communicationLow infrastructure cost

Total coverage — works at any airport, anywhere. No need to install large ground-based sensor networks or wired infrastructure before service can begin.

Two-way communication — cell/satellite backhaul gives every vehicle a data link to the controller. Existing systems are entirely passive; GAMA is active. Controllers issue instructions and receive acknowledgments.

Low infrastructure cost — satellite eliminates the antenna farms, fiber runs, and dedicated facilities that make conventional A-SMGCS installations expensive and slow to deploy.

VMAT2 vs. traditional VMAT

Traditional VMAT equips vehicles with ADS-B transponders that broadcast position. The controller sees the vehicle on their display, but has no way to send anything back. VMAT2 replaces the transponder with a mobile device that supports secure, two-way data exchange:

	Traditional VMAT	VMAT2 (GAMA)
Position broadcast	ADS-B (1090/UAT)	ADS-B + cell/satellite
Communication	One-way (vehicle → tower)	Two-way (vehicle ↔ tower)
Controller instructions	Voice radio only	Data link to device
Runway interlock	None	Active — requires authorization
Equipment	Dedicated transponder	Mobile tablet
Acknowledgment	None	Electronic read-back

Compared to legacy A-SMGCS

GAMA is designed for a world where satellite connectivity is cheap and ubiquitous, vs. legacy vendors with large and expensive ground infrastructure footprints.

	Legacy A-SMGCS	GAMA
Deployment	Months–years; site-specific engineering	Weeks; cell/satellite-first
Infrastructure	SMR, MLAT arrays, fiber, facilities	Satellite terminal + mobile devices
Vehicle communication	Passive surveillance only	Active, two-way data link
Addressable market	Large hubs with existing radar	Any airport, any size
Initial capital cost	$2M–$50M+	Order-of-magnitude lower

In the air

Components of FastSky

Three components — a certified comms gateway on the aircraft, a pilot iPad app (EFB), and a controller console — connected via multi-constellation satellite antennas supporting Starlink and Amazon Leo simultaneously.

Controller Interface

Radar-scope-style display with real-time traffic, digital comms, and automated route amendment workflows.

Pilot EFB App

iPad app showing route amendments, digital comms, and direct integration with aircraft avionics.

Comms Gateway

Certified hardware connecting avionics to FastSky via Starlink — secure, authenticated, two-way data link.

Benefits

What FastSky delivers

A data-first comms paradigm that benefits existing traffic while accommodating future growth from drones, eVTOLs, and rockets — vehicles currently segregated from existing airspace.

Digital communication

Fewer errors, faster throughput. Reduced controller workload. Increased security via authenticated digital transmissions instead of open voice.

Automated routing

AI-optimized flight paths accounting for weather, traffic, and restrictions. >5% fuel savings. Increased system capacity.

Traffic deconfliction

Full real-time visibility. Significantly reduced risk of ground and mid-air collisions.

Controller virtualization

Control any sector from any facility. No more single-point failures from physical infrastructure issues.

Reduced ground infrastructure

Sunset expensive radar arrays, MLAT networks, and dedicated facilities over time.

vs. legacy

FastSky vs. existing technologies

Current systems are either read-only (ADS-B) or very low bandwidth (CPDLC) — structurally unable to deliver secure, authenticated, high-speed, two-way communication.

Attribute	Primary Radar	ADS-B	CPDLC	FastSky
Update rate	4–12 sec	1–2 Hz	N/A	1–10 Hz
Coverage	Line of sight	Line of sight	Partial	Global
Authentication	N/A	None	None	Strong
Bidirectional	No	No	Yes	Yes
Bandwidth	N/A	112 bits/msg	4–31 kbps	100+ Mbps
Latency	Real-time	Real-time	10–60 sec	<1 sec
Ground infra	Extensive	Extensive	Moderate	Minimal