Aerospace and Defense Review

Murzilli Consulting to Lead Aerospace Project in Fuerteventura

M&K UAS & SPACE SPAIN SL, dba Murzilli Consulting, the consultancy firm offering 360° services for regulation, technology and strategy for innovative aviation stakeholders, has been selected as the prime contractor for a groundbreaking aerospace project at the Parque Tecnológico de Fuerteventura SA, MP (Fuerteventura Technology Park) in Fuerteventura, Spain.

About the Project: Airspace Design and U-Space Risk Assessment

The Canarias Stratoport for HAPS & UAS  is an infrastructure project designed to centralise long-distance operations for unmanned aircraft systems (UAS) and high-altitude platform systems (HAPS) at various altitudes — low, medium and high — while operating beyond the visual line of sight (BVLOS). Located in Fuerteventura, Spain, the Stratoport aims to establish itself as Europe’s top facility for real-world aerospace operations. Unlike traditional demonstration sites, this infrastructure is fully equipped for actual missions, providing features such as drone hangars, high-altitude sensors and advanced operational facilities for the 80% of Europe’s leading space companies set to conduct missions here. As explained in Diario de Fuerteventura, the Stratoport is attracting leading aerospace companies such as Thales Alenia Space and Skydweller, all of which are set to operate at this facility.

Stay ahead of the industry with exclusive feature stories on the top companies, expert insights and the latest news delivered straight to your inbox. Subscribe today.

The Stratoport integrates traditional aviation, space technologies, drone operations and advanced traffic management into a single, cohesive platform. Consequently, key project activities include researching optimal airspace areas for future UAS and HAPS operations across different altitudes — very low level (VLL), medium-altitude long-endurance (MALE), high-altitude long-endurance (HALE) and high-altitude operations (HAO), such as balloons and HAPS. Additionally, the project involves studying both European and national airspace as well as stratospheric regulations to ensure proper risk assessment and seamless integration of these operations into air traffic management (ATM) services. For the above reasons, the project includes Spain’s first U-space airspace risk assessment (ARA) fully delivered by a private company, setting a new benchmark for safety, cost-effectiveness and speed of innovation in the sector. Another first for this project is the requirement to deliver an entire aerospace framework by creating permanent airspace structures and dedicated flight corridors specifically for HAPS operations.

First Social Acceptance Study for HAPS in the World

The Canarias Stratoport for HAPS & UAS is not only pioneering technological advancements but also breaking new ground with the world’s first social acceptance study for HAPS. Conducted in partnership with DroneTalks, Murzilli Consulting’s sister company, this initiative will engage communities through small video surveys to gauge public perception and acceptance of HAPS technologies. The study is a critical component of integrating aerospace advancements into society, addressing concerns and fostering dialogue around the environmental and societal impacts of these technologies. By gathering insights from local and global communities, this project will ensure that the growth of HAPS and UAS operations at the Stratoport is aligned with public sentiment and sustainable development practices.

The Consortium

Murzilli Consulting’s Director of Regulatory Affairs and Commercial Space, Juan José Sola, will lead the consortium of prominent aerospace companies, including the Andalusian Foundation for Aerospace Development (FADA) and Navya Solutions, in delivering such complex aerospace initiative, managing everything from the Specific Operations Risk Assessment (SORA) standardisation for the Stratoport to the U-Space ARA and beyond. The work will be closely coordinated with air navigation service providers (ANSPs), including ENAIRE and military authorities.

As the prime contractor in this ambitious project, M&K UAS & SPACE SPAIN SL, dba Murzilli Consulting, is leading the charge in coordinating various stakeholders and ensuring seamless operations across multiple domains, from flight testing to regulatory compliance. Beyond simply offering consulting services, the firm will deliver real technological solutions, such as integrating HAPS with ground-based high-altitude sensors, validating platforms through BVLOS tests and ultimately creating an integrated environment for traditional and innovative aviation operations.

Lorenzo Murzilli, Managing Director of the group's mother company, M&K Global AG, (together with Eszter Kovács), is thrilled: “The Fuerteventura project, won against intense global competition, marks a breakthrough for Murzilli Consulting as a powerhouse in aerospace innovation. This win cements our transition from a bold startup to a trusted industry leader. It underscores our unmatched ability to drive real, impactful results in the face of complex technical and regulatory challenges. Murzilli Consulting is rewriting the playbook on aerospace innovation — and Fuerteventura is just the beginning.”

Juan José Sola, project lead, added: “This project means extending uncrewed aerial operations to new scenarios that will allow optimising applications of great use to society, prioritising safety.”

"Knowing the Canary Islands airspace and its complexity, coordination with the ANSPs and their ATS services is exquisite for the success of the project," complemented Marina Estal Muñoz, Murzilli Consulting’s Senior Consultant for Airspace.

Eduardo Pereira González, CEO and Project Manager at Fuerteventura Technological Park (PTFSA) and Coordinator of the Canarias Geo Innovation Program 2030, added: "The Fuerteventura Stratoport project positions the Canary Islands on the map of UAS and HAPS operations thanks mainly to the regional drive, and aims to enable innovative solutions with high added value for citizens and the various administrations."

 

More in News

Aviation welding decisions often begin after the easy option has disappeared. A component arrives from an aircraft system or engine assembly, and replacement stock is unavailable or tied up in a long procurement cycle. The repair order is no longer a routine purchasing task. It becomes a judgment about whether a shop can return a part to service without turning scarcity into scrap. That pressure changes how buyers should read the market. Price matters, but an unusually low quote can be the least useful signal when the work involves exotic alloys, prior repairs, heat sensitivity and limited room for correction. Turnaround matters too, especially when a delayed part holds an aircraft or engine repair in place. The deciding question is narrower. Can the provider understand the part, control the weld process, verify the repair and protect the customer from a preventable write-off? Specialized experience carries more weight in this service than general capacity. Aviation welding does not reward a broad metalworking background unless it is backed by years of aircraft repair exposure and shop judgment. A buyer should look for evidence that technicians have lived with airframe and power plant repair work long enough to recognize where heat, distortion, access constraints or prior repairs can change the job. Training pipelines are slow in this field. A provider that can retain experienced licensed mechanics and certified welders reduces the risk that complex work will be assigned to staff still learning the true limits of the part. Inspection discipline should sit close to the weld bench rather than appear only at final release. Non-destructive testing, final visual review, documented approvals and repair methods tied to manufacturer manuals help buyers separate controlled repair work from improvised salvage. For parts that cannot tolerate a failed attempt, the inspection path needs to be visible before the purchase order is placed. It should also match the repair profile. Some jobs call for penetrant inspection, while others require x-ray review. Skilled visual judgment still matters because aviation weld failures often begin in small signs. Service breadth has value when it removes handoffs that introduce delay or accountability gaps. Welding frequently needs pre-weld or post-weld heat treatment and sheet metal or machining support can affect fit and return-to-service timing. Outsourcing each step may be acceptable for standard work, but one-off aircraft repairs punish loose coordination. Buyers gain more control when related repair stages stay inside the same shop and follow one quality record. Hi Tech Welding is a premier choice because its model is built around the niche work many shops avoid. It’s an FAA-certified repair station focused on aviation welding, airframe and power plant repair, DER service and engineering orders, NDT Level II inspection, heat treatment, sheet metal and machine shop support. Its strongest fit is not routine fabrication. It is the repair of aircraft parts that are difficult to replace and costly to lose. The company’s third-generation aerospace repair background, long-tenured welding staff, in-house support processes and focus on nonreplaceable parts make it a practical choice for buyers who need repair confidence more than broad vendor scale. ...Read more
A grounded piston trainer rarely creates a scheduling problem in isolation. Magneto and accessory repairs sit inside a narrow maintenance window where lead time and technical clarity both affect aircraft availability. A delayed 500-hour inspection can force a school to cancel lessons, move students, buy a replacement unit prematurely or tie up a mechanic in repeated troubleshooting. The invoice may look modest next to an engine event, but the hidden cost often appears in idle aircraft, strained schedules, hurried purchasing and missed utilization. For operators running tight training calendars, the buying question is less about finding any repair source and more about finding one that can protect schedule confidence without hiding weak workmanship behind speed claims. That distinction is where provider comparisons become sharper. Speed still has to be earned. A fast shop that cannot explain inspection findings or parts requirements merely transfers uncertainty back to the operator. Many buyers in aviation have learned that communication is not an administrative extra. It is part of the repair. Operators need access to someone who understands the component, can distinguish a magneto fault from a broader ignition issue and can explain why a replacement part is warranted. When that technical conversation is weak, the aircraft may return to service with the same complaint unresolved. Documentation and pricing also matter, especially for smaller operators that do not have excess aircraft or deep parts inventories. Itemized billing, clear inspection notes and disciplined use of approved manuals give maintenance teams a defensible trail for their own records. That trail reduces disputes and shortens approval cycles. Fair pricing should not mean bargain repair. It should mean that labor, parts, testing and exchange choices are visible enough for the buyer to understand the decision. Repair economics improve when replacement is not the default response to every worn component. The best repair partners also avoid the false tradeoff between pace and care. Extra paperwork does not always correct a weak process. The better test is whether the shop has experienced technicians and clear inspection points, backed by a habit of addressing root causes rather than building delays around them. For piston engine accessories, small errors can travel far. Aircraft knowledge has to sit beside checkoffs, not behind them. Technology belongs in a supporting role. Online payment and faster document exchange can reduce friction, but neither replaces component knowledge. In this field, the most useful modernization is often not a new portal. It is a shorter path between the mechanic and the person who can answer a technical question without passing it through layers of intake staff. Shrike Aero is a premier choice for operators that need magneto and piston engine accessory repair without losing the direct technical relationship that many larger service channels have thinned out. An FAA-certified part 145 repair station, it focuses on Bendix and Slick magneto repair, 500-hour inspections, full overhauls and troubleshooting, with additional capability on selected starters and alternators. Its five-business-day turn target, core bank support, exchange options and itemized pricing address downtime and cost exposure directly. Post-sale troubleshooting and inspection-based service make the recommendation practical rather than promotional. It combines speed with people who know the parts. ...Read more
Space geodetic parameter estimation software system distributors in APAC are seeing a deeper opportunity as reference-frame science, VLBI analysis and satellite co-location research become more important. These applications are highly specialized, but they underpin precise positioning, Earth orientation monitoring and long-term geospatial stability. VLBI remains central to global geodesy because it supports Earth orientation and celestial reference-frame work. NASA’s Space Geodesy Data Analysis Software System is a software suite for analyzing VLBI observations, including processing raw interferometry visibility data and supporting geodetic analysis.  This creates a narrow but critical software-distribution category. Users working with VLBI data often need more than a downloadable package. They need assistance with data formats, model selection, parameter estimation strategy and interpretation of residuals. Distributors serving APAC institutions must be able to support both scientific workflows and local technical capacity building. There is also the development of new software. A 2026 paper presented GASV, which is a Python-based package for analysis of VLBI in geodesy and astrometry. It can perform both pipeline and interactive processing, and it estimates station positions, EOPs, source positions, clock parameters and atmospheric models. The researchers found results comparable to those from analysis centers in BKG and USNO on selected sessions. This presents a market opportunity for distributors because traditional geodetic software can be very useful, but it can be very hard to install, configure and maintain. While new software that simplifies the workflow process may increase the number of users from just experts to others, validation should be done first before using it in production processes. The APAC region also has VLBI observation infrastructure. A 2026 study showed comprehensive VLBI observations of Galileo satellites with the Australian AuScope array using the antennas in Hobart, Katherine and Yarragadee. This shows the feasibility of future co-location satellite missions. It provides groundwork for future missions like Genesis by ESA. This type of research expands software requirements. Processing VLBI observations to navigation satellites is not standard in every workflow. It requires correlation, fringe fitting, precision assessment and parameter estimation that can connect VLBI and GNSS frames. Specialist distributors can help institutions evaluate whether their software systems support these newer use cases. Reference-frame stability also affects practical applications. Surveying, mapping, sea-level monitoring, satellite orbit determination and disaster-risk analysis all depend on consistent geodetic foundations. When software errors or outdated models enter the chain, downstream users may not see the problem immediately. The challenge is market size. VLBI and high-end space geodesy software distribution is not a high-volume segment. It requires long sales cycles, institutional relationships and deep technical credibility. Providers may need to combine software distribution with consulting, training and managed processing services. The next phases of the market will likely favor distributors that can bridge research tools and operational geodesy. APAC institutions need access to advanced software, but they also need support that makes the tools dependable in national and scientific workflows. Space geodetic parameter estimation software system distributors in APAC are becoming reference-frame support partners. Their value will be measured by whether they help institutions maintain precise, modern and interoperable geodetic analysis capability. ...Read more
Space geodetic parameter estimation software system distributors in APAC are being reshaped by the growth of multi-GNSS and real-time positioning. Users are no longer working only with one satellite system or delayed post-processing results. They increasingly need software environments that can handle multiple constellations, real-time streams and advanced correction products. The International GNSS Service describes itself as a service of the International Association of Geodesy, the Global Geodetic Observing System, the International Union of Geodesy and Geophysics and the International Science Council World Data System. It provides openly available high-precision GNSS data and products for scientific and operational use.  This is important in the context of APAC as the region uses a number of different satellite constellations and augmentation systems. The end users might have to use GPS, Galileo, BeiDou, QZSS and regional data streams according to their applications and regions. The software needs to be able to handle the observation types, biases, orbit and timing standards of different systems. The high-accuracy positioning is gaining importance as a market-driving factor. A study on the GNSS market up to 2026 points out that the real-time kinematic and precise point positioning are driving the use of GNSS technology, with the ability to provide accuracy beyond the consumer navigation requirements. This increases demand for parameter estimation tools that can support centimeter-level workflows when field and data conditions allow. Distributors have a key role in implementation. A customer may purchase software for PPP, orbit determination or station coordinate estimation, but performance depends on correct configuration, reference products and processing strategy. Poor setup can produce results that appear precise but are not reliable. Software capability is also evolving. GipsyX/RTGx, developed at JPL, is described as a tool set for positioning, navigation, timing and Earth science using GNSS, SLR and DORIS, with VLBI under development. It can estimate station coordinates, satellite orbits, clocks, Earth orientation and atmospheric delays in post-processing and real-time contexts. This type of capability raises the support burden. APAC distributors must be able to explain Kalman filtering workflows, reference-frame assumptions, data quality constraints and output validation. They may also need to support integration with GIS, monitoring dashboards or national positioning services. Industrial cooperation is also becoming important. GNSS.asia says it facilitates industrial cooperation on GNSS between Europe and the Asia-Pacific and has supported more than 80 businesses since 2012. This shows that distribution in the region is not only a sales activity. It is also part of technology transfer and ecosystem building. The challenge is user diversity. A university research group, a national geodetic agency and a precision agriculture technology firm may all use GNSS data differently. Software distributors need flexible training and support models for each audience. The next phases of APAC geodetic software distribution will likely favor companies that combine product access with applied positioning expertise. Customers need tools, but they also need confidence in the processing chain. Space geodetic parameter estimation software system distributors in APAC are becoming real-time positioning enablers. Their strongest value will come from helping users manage multi-GNSS complexity while preserving accuracy, traceability and operational reliability. ...Read more