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Key questions in private jet connectivity

Connectivity aboard private jets has become a key part of the luxury service clients expect alongside more sophisticated safety systems. Corporate Jet Investor teamed up with Inmarsat to capture industry views in six key questions spanning growing demand for charter to the impact of connectivity on pre-owned aircraft values. Inmarsat also provides insight on the results.

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SURVEY WITH INMARSAT

Key questions in private jet connectivity

Connectivity aboard private jets has become a key part of the luxury service clients expect alongside more sophisticated safety systems. Corporate Jet Investor teamed up with Inmarsat to capture industry views in six key questions spanning growing demand for charter to the impact of connectivity on pre-owned aircraft values. Inmarsat also provides insight on the results.

THE LATEST CJI SURVEY is clear, writes Inmarsat. And it reflects what many working in business aviation instinctively recognise. In-flight connectivity (IFC) is no longer just a component ensuring principals use their time productively and efficiently while they fly.

It is actually the most important factor in maximising their experience.

That’s the opinion of the flight directors and general managers who operate private aircraft on behalf of these High Net Worth Individuals and corporations and is borne out in one of the most illuminating answers provided by our respondents. When asked what they thought would become more important to a principal’s in-flight experience over the next 12 months, they were explicit. Having access to the same ultra-reliable and consistent connectivity that they enjoy on the ground is key. And it’s even more significant than being able to make last-minute schedule changes.

The margin in difference might be miniscule – 45.9% highlighting IFC compared with 45.2% favouring flight flexibility. But according to Kai Tang, Inmarsat’s head of Business Aviation, this is a watershed moment in how business aviation views connectivity.

“It’s a world where every decision principals make is considered, where predictability and consistency are prized above everything else and efficient use of their time is an asset,” he says. ”These individuals expect to remain connected wherever they fly.”

Such a mindset is also reflected in another of the survey’s results. Asked if they regarded business aviation as a legitimate business asset, 86% agreed (45.4% strongly). This demonstrates principals clearly prize being able to host business meetings, via conference calls and the like while airborne.

“Owning or leasing a private jet is no longer merely as a nice-to-have,” reflected Tang. “Rather it is an asset that unlocks productivity and time.”

Unsurprisingly then, when asked what value enhanced connectivity brings to an aircraft, respondents overwhelmingly (45.2%) said it improved principal experiences. Other respondents said it contributed revenue for charter flight packages, that it future-proofed their aircraft investment and enhanced the resale value of the asset.

Connectivity can clearly boost the value and capability of a private jet – particularly when considering the recent growth in the second-hand aircraft market. Indeed, 54% said a simple software upgrade to improve IFC capability was the key aspect to improving a jet’s value and performance.

Finally, the survey pointed to chartered aircraft witnessing the biggest demand (55.8%) over the coming year – a continuing trend. Of the new entrants to the business aviation market, half of respondents (49.6%) believed these individuals and organisations would eventually look beyond charter and fractional in favour of pre-owned aircraft.

Connectivity providers chart the market

In-flight connectivity has never been more important for private jet owners, operators and charter companies. Here we profile 12 leading connectivity providers, the services they offer and the likely face of innovation.

Collins Aeropace/ARINCDirect: ‘Insatiable need for data and faster connectivity’

THE PANDEMIC has changed the way we work, requiring private jet travellers to be even more connected with the ability to have quick access to the cloud while in-flight. “These connectivity services meet today’s immediate needs and future needs for access to more data and speed,” Lupita Wilson, senior manager, Product Marketing, Collins Aerospace tells CJI.

The choices of internet connectivity available to owners and operators are greater than ever before, she says. “These choices have given the flier power to choose a solution that best fits their mission along with the speed that they need to support their connectivity communication.”

Satcom Direct’s Plane Simple Antenna System is pictured on the company’s G350 Gulfstream.

Collins Aerospace was created in 2018 after the merger of United Technologies Aerospace Systems and Rockwell Collins. In 2020 Raytheon Technologies merged with United Technologies.

Collins provides safety services to support pilots and connectivity for passengers, as well as tools to help operators track the connectivity status and usage of their fleet. Whilst some are in-house, such as Collins’ VHF datalink network, the company also integrates services provided by other connectivity firms. These include: Inmarsat’s SwiftBroadband (L-band), Inmarsat’s JetConneX (Ka-band), Viasat’s Ka-band and Ku-Advanced and SES’s LuxStream (Ku-band) and Iridium Certus (L-band).

Back in December, 2013, as Rockwell Collins, the company acquired ARINC for $1.4bn. The Iowa-based aviation and defence electronics manufacturer was then combined with Collins’ former Ascend Flight Information Solutions to create ARINCDirect. The service is intended to simplify flying operations, in one interactive suite pilots have access to flight planning, weather, connectivity, operations, training and support and safety.

ARINCDirect also has a ground connect service that provides global connectivity on a single SIM card. It will work with almost any GSM-compatible (Global System for Mobile Communication Subscriber Identity Module) airborne router or device. The service offers speeds up to 12mbps.

Collins believes the introduction of a lower-profile antenna design, which promises faster speed and lower connectivity cost, will be the next big step forward, says Wilson. “This will not only expand the applicable target platforms but will also support the market’s insatiable need for data and faster connectivity speed.” Currently, speeds start as low as 432Kbps with Inmarsat’s Swiftbroadband to as high as 25Mbps with SES’s LuxStream. The speed of connectivity depends on the service selected.

Connectivity solutions must meet immediate and future needs, says Collins.

Gogo Business Aviation: ‘Demand at an all-time high’

DEMAND FOR IN-FLIGHT connectivity is at an all-time high, according to Gogo Business Aviation. During the last quarter of 2021, Gogo saw a 38% increase across all its systems in megabytes consumed per flight compared with pre-pandemic levels in the fourth quarter of 2019. It’s a trend the company has seen unfold over the past several quarters – and it’s not expected to wane soon.

“People will always want more data and faster speeds,” company spokesman Dave Mellin told Corporate Jet Investor. “And while Gogo is delivering a world-class experience for customers today on our 4G network, we’re also building Gogo 5G that will not only deliver a better, faster experience when it launches, but it is also being built to accommodate technologies and applications that are yet-to-be developed.”

Video conferencing on Microsoft Teams or Zoom is now commonplace on business flights and those applications require a lot of bandwidth for a smooth experience, according to Gogo. Building on the 4G delivered today, 5G will be even better and enable many more users at the same time with little to no impact on performance.

Gogo offers air-to-ground coverage throughout US and into Canada and Alaska. At present, 3G and 4G networks are offered using the Gogo AVANCE L3 (3G) and L5 (4G) systems onboard the aircraft. Those operate on Gogo’s exclusive and licensed spectrum in the 850MHz range, according to the provider.

Last November, Gogo revealed Duncan Aviation was working to complete the first-article supplemental type certificate (STC) for the onboard 5G system. It has several other authorised dealers and OEM partners who are pursuing multiple STCs that will certify the Gogo 5G system for installation on more than 30 business aircraft models, it says. And there will be many more to follow in the months following the launch.

The future “without question” is 5G, said Gogo. It plans to launch Gogo 5G at the NBAA’s Business Aviation Convention & Exhibition (NBAA-BACE) in October this year. Gogo expects the system to deliver about 25 Mbps on average with peak speeds in the 75-80Mbps range. It has been designed to deliver high throughput with very low latency to address the increasing demand for data-heavy interactive services like video conferencing, live TV and gaming.

“In summary, we have the network being built at a rapid pace, the aircraft antenna has PMA [Parts Manufacturer Approval] and we’re now working to get both STC and PMA for the 5G LRU,” says Mellin. “We have 5G equipment in our data centers and we’re making interoperability calls and conducting a lot of other 5G end-to-end testing. It’s progressing quickly.”

Honeywell Aerospace: ‘End users to benefit from more competition and innovation’

FOR MORE THAN 108 years Honeywell Aerospace has served the aviation and space industries with leading edge technology and science solutions to ever more complex problems. It has aided numerous historic operations, including supplying the first extravehicular life-support chest pack to NASA’s second human spaceflight programme, Project Gemini in 1965.

Today, the division covers a vast range of aviation services, varying from cybersecurity, aircraft maintenance and in-flight connectivity services. Honeywell provides its connectivity hardware, JetWave, solely for the business jet market.

“With Honeywell’s JetWave system, delivered over Inmarsat’s Ka network, many large/ultra-long range business jet operators have had unparalleled throughput on a global satellite network,” says Adam Sheppard, director of Aircraft connectivity. Honeywell provides global coverage over L-band, Ku-band and Ka-band. It also supports air-to-ground services alongside VHF connectivity for pilot communications. “On L-band we see around 400Kbps, however that should grow to over 1.5Mbps with some of the ongoing network expansion, whereas on Ka-band we see speeds between 2-20Mbps,” says Sheppard.

The hardware also allows customers to connect to Inmarsat’s Jet ConneX, which operates on Inmarsat’s GX Ka-band network and is enabled by four satellites. Speeds vary based on the satellite constellation, ATG network and the frequency use, with a committed rate of 6Mbps speeds capable of 20Mbps.

Sheppard says that connectivity in aircraft is also evolving through the introduction of more satellite constellations. “With Viasat’s V3 constellation, Starlink’s & OneWeb’s lower earth orbit (LEO) constellations and several other constellation expansions, we are now seeing innovation in high-throughput antennas,” he said.

The outcome of these innovations are smaller, lighter antennas that can fit on light and mid-range business jets, where they were previously unable to. “Additionally, the increased competition in the market is shrinking the cost of connectivity for the end user,” he adds.

The next big step forward in connectivity will be making more systems available to the business jet sector. “Right now, every system is locked to a constellation making the choice of satellite communication on an aircraft a very expensive five- to 10-year investment. The more we can bring constellation-agnostic systems to the market, the more the end user will benefit from the increased competition and innovation in the market.”

Viasat: “There is a lot of noise out there”

“FOR BUYERS, it can be hard to cut through the confusion of what is available and what does what,” says James Person, senior director, Global Business Development for Business and VVIP Aviation at Viasat. “This is a huge issue for buyers.”

Person, who has a horse in the race, says the solution is lots of outreach and meetings with management companies, flight departments and others. “We can bore people to death with PowerPoint decks if they want, but frankly the best way is to demonstrate our system,” he says. “Once we get someone on a demo flight or even with a ground demo it explains everything so much more clearly.”

He says that last month they ran a truck demo at Van Nuys Airport for 11 flight departments. “We had three orders and people calling OEMs to say that they wanted to switch to our system,” he says. “That is unheard of.”

Person first got involved in connectivity more than 30 years ago as a Naval communications officer. He has been in the industry since 1990 and at Viasat since 2013. “There is a lot of noise at the moment and in-flight connectivity is still a relatively immature market,” he says. “Connectivity goes through periods like this and we are hearing a lot about new things like lower earth orbit (LEO) satellites.”

“We have nothing against LEO, but if LEO was the total solution to aviation connectivity, we would have gone for it,” says Person. He adds that Viasat is looking at launching LEO satellites to boost polar coverage.

The other issue for buyers is that the provision of connectivity has become more complicated. Viasat originally focused on hardware and satellite with partners like Collins, Honeywell and Satcom Direct selling on to their customers. It 2021 it started selling direct services with its Viasat Select Ka-band product. Viasat Select offer global and regional plans that have unlimited data with no speed limits. Viasat removed speed caps on its Ka-band product in 2020.

“People in business aviation do not have the bandwidth to become experts on connectivity, they are too busy making sure flights are on time and owners are happy,” says Person. “Saying you want WiFi is not enough – there are different options and speeds. It is very easy to make the wrong decision and end up with very unhappy passengers.” So how should people check? He adds: “Just call me.”

Keeping connected: A technician is pictured installing an SD Plane Simple tail mount antenna on a Falcon 2000LX.

Inmarsat: Connectivity is ‘nearly as important as the aircraft’s engines’

“OWNERS AND OPERATORS have come to appreciate the significance of connectivity to be nearly as important as the aircraft’s engines,” Kai Tang, head of Business Aviation, Inmarsat tells Corporate Jet Investor.

There is no better indication of how in-flight connectivity has evolved from a nice-to-have ability to simply make a phone call to a must-have to maintain the maximum efficiency of the airborne asset. “While not an MEL [minimum equipment list] item, if the Satcom is not working, the boss may just scrub the flight. When charter customers have a choice, they will always select the provider that has premium Satcom onboard,” says Tang.

“Our mission is to build global satellite networks…”

Kai Tang, head of Business, Aviation Product Development, Inmarsat

Inmarsat owns and operates a global constellation of both L-band and Ka-band satellites in geosynchronous earth orbit (GEO), in addition to their associated ground network. This enables a range of applications, from safety messages and electronic flight bag to broadband and teleconferencing.

From a passenger perspective, since the introduction of Inmarsat’s Swift64 service in 2002, in-flight connectivity has grown exponentially from data rates of 64Kbps per channel to today’s data rates in excess of 100Mbps. Also, the advent of the connected aircraft, digital voice and data has significantly improved air traffic control safety services communications so that preferred routing can only be provided to those appropriately equipped aircraft, according to Inmarsat.

“Our mission is to build global satellite networks that provide reliable, consistent connectivity to mobile customers, wherever and whenever they need it in the world,” says Tang.

Kai Tang, head of Business Aviation, Inmarsat.

The company describes its L-band network as the backbone of aviation services since 1990 when it first launched Classic Aero for safety services. This was followed by Swift64, SwiftBroadband and most recently SwiftBroadband-Safety, each bringing new capabilities. Last year the company rebranded its L-band network as ELERA, following a multi-million-dollar investment to upgrade its infrastructure, which will lead to more efficient operations and terminals and higher speeds, it says. “This ensures continuity of our L-band service through to the 2040s and beyond,” says Tang.

The company’s ELERA L-band network offers top speeds of up to 432Kbps per channel and by early next year will support maximum speeds of up to six-times faster. It is powered by its Inmarsat-4 (I-4) fleet of satellites, each of which generate up to 19 wide beams and more than 200 narrow spot beams. In 2013 the company launched Alphasat to supplement the I-4 fleet, providing coverage over Europe, the Middle East and Africa and bringing new capabilities. “We continue to develop and innovate our ELERA secure narrowband network, with our Inmarsat-6 F1 and F2 satellites, both scheduled to enter service next year.”

Launched in 2016, Inmarsat’s Jet ConneX (JX) business aviation inflight broadband solution is powered by its Global Xpress Ka-band network and has more than 1,100 customers around the world, with advanced capabilities that can support all types of online activities, from video streaming and live TV to video calls, large file transfers and VPN. Ka-band is optimised for mobility. “We built it on the same principles as ELERA; reliability, consistency and only for mobility.”

The Global Xpress network is currently powered by five satellites, the latest of which was launched in November 2019 and delivers more capacity than the entire GX1-GX4 fleet combined. Seven further satellites are set to enter service in the coming years, adding speed, capacity and resilience, says Tang. “With our Global Xpress Ka-band network, we’ve demonstrated speeds of over 100Mbps,” he adds.

Intelsat: ‘End-to-end connectivity a key factor’

CONNECTIVITY HAS become a key factor on private jets alongside the three other long-existing requirements, according to Intelsat. Jet owners have always expected high levels of convenience, comfort and productivity, says Matt Halsey, senior advisor, Aviation Product Development, Intelsat. “Now, we are seeing connectivity included in those expectations with service performance and consistency a top priority. The end-to-end connectivity experience is a key factor for most.”

Intelsat FlexExec is a global, fully managed high-throughput satellite (HTS) solution that provides high-speed connectivity to the larger category of business jets and VVIP aircraft. “What’s unique about our offering is that FlexExec is the only solution designed exclusively for business aviation – meaning bandwidth isn’t shared with commercial aviation or residential broadband customers,” says Halsey. “So, even along congested routes, the inflight internet experience won’t downgrade.”

The company’s satellites operate in geostationary orbit using the Ku-band frequency. But end-users simply want reliable, fast connectivity, he says. “Our job is to create a frictionless experience, so users won’t have to worry about what’s going on with the network. Ubiquitous availability, consistency of service and flexible subscription plans are where we see differentiating value with FlexExec.”

The FlexExec service provides up to 15/2Mbps globally for all plans. Speeds are unaffected by the service plan selected and there’s sufficient breadth in bandwidth to support these speeds consistently, says the company. “This is ideal for VPN, video conferencing, streaming, and uninterrupted access to cloud-based applications. Users can also stream movies, shop online, and surf the web at their leisure on any device,” says Halsey.

“The end-to-end connectivity experience is a key factor for most.”

Matt Halsey, Aviation Product Development, Intelsat

The network comprises of multiple satellites and layers of coverage to support the high demand of business aviation travelers. Because FlexExec is an end-to-end managed service, the complexity of dealing with bandwidth availability, network configuration and infrastructure management is removed, and the user experiences a seamless internet experience wherever they fly, according to the company. “We focus on consistency and depth of coverage in order to provide a high-quality customer experience,” he explains.

“We believe you need multiple sources of bandwidth to support business aviation. One satellite over an entire region won’t cut it, especially if those resources are being used to serve other markets.”

The company’s satellites operate in geostationary orbit using the Ku-band frequency.

FlexExec is available exclusively through Satcom Direct and is the only connectivity solution integrated with the Satcom Direct Plane Simple Antenna System. Flexible service plans allow users to choose a plan based on unique needs including budget, maintenance schedules and downtime. For example, by-the-hour and pay-as-you-go data plans are available.

For the future, Intelsat is currently developing its next-generation, cloud-native, software-defined network. This will feature advanced beam switching to enable the provider to reconfigure coverage on the fly and deliver bandwidth precisely when and where business aviation customers need it. The company has four Software-Defined Satellites (SDS) and an initial programme of 10 are planned for launch over the next three years in production These will increase resiliency and depth in coverage, especially in high-demand hot spots, according to Intelsat.

Iridium: ‘The choice of capability versus the cost’

BOTH PILOTS AND passengers increasingly expect to maintain connectivity from take-off to landing, according to Iridium. While there are many sources of communication available on the ground, the choice for aircraft operations is far more limited. “For these aviation offerings, it mainly comes down to the choice of capability versus the cost,” says John Peterson, executive director of Aviation Business Development, Iridium.

Another big change in the aviation market is the migration of data services into smaller aircraft. There is a greater demand for light to mid-sized aircraft to have at a minimum basic messaging services while in flight, particularly from the charter and fractional segments of the market, says Peterson.

The Iridium network, based in low-earth orbit (LEO), operates in 1616 MHz to 1626.5 MHz and provides highly reliable, truly global coverage in the air and on the ground, regardless of altitude, says Iridium. It delivers L-band services that enable flight tracking, aviation safety services and cabin connectivity, anywhere in the world, even in adverse weather conditions. “Unlike many providers, Iridium offers real-time, two-way communications, unlocking operational efficiencies and increased safety capabilities in both the cockpit and the cabin,” says Peterson. Iridium connected business jet solutions are developed by major aviation industry players, with antennas that are low-gain, lightweight, easy to install and offer less drag on the aircraft, he adds.

Iridium has several different service classes that can meet a range of needs. Different avionics and antenna options can be combined to enable data rates from 2.4Kbps to up to 704Kbps (download) and transmit (upload) speeds range from 2.4Kbps to 352Kbps. Iridium Certus is the company’s multi-service communications platform designed to provide safety services communications, with two voice channels and aircraft communications and reporting system network data link connectivity simultaneously. A wide range of narrowband products are available, midband products have launched from Iridium partners SkyTrac and BlueSky Network, and Iridium Certus broadband products are planned for roll out by Iridium partners near the end of 2022.

One area of growing interest, but still far off from human transport, is autonomous systems, predicts the provider. The popularity of unmanned aerial vehicles (UAVs) is increasing continuously and Iridium is being used extensively for command and control and even video and photo observation, says Peterson. For context, human space flight today is using larger computer programmed sequences, where the passengers only intervene if necessary. “Essentially, we are looking at significant advancements in autopilots,” he explains. “Garmin, one our partners for example, has an Autoland technology now available, which also integrates Iridium. It’s a brilliant system, where if something happens to the pilot, a passenger just needs to push a button and the aircraft figures out the rest and will land on its own.”

These types of applications are going to become increasingly available and will have a major impact on safety, it says.

“It mainly comes down to the choice of capability versus the cost.”

John Peterson, executive director, Aviation Business Development, Iridium

The company’s satellites operate in geostationary orbit using the Ku-band frequency.

OneWeb: ‘Transform airborne connectivity’

ONEWEB HAS BIG plans to boost connectivity, after emerging from a series of recent challenges. A deal with the Russian Space Agency to launch satellites using Soyuz rockets, was ended recently following Russia’s invasion of Ukraine.

But OneWeb has overcome challenges before. In March 2020, the company filed for bankruptcy after failing to secure enough funding. However, the reorganised company emerged from bankruptcy last year under the ownership of Indian conglomerate, Bharti Global and the UK government.

Now the firm has secured a contract with NewSpace India – the commercial arm of the country's national space agency – to launch its satellite network using Indian rockets. It also agreed a partnership with rival, SpaceX to use its Falcon rockets.

OneWeb plans to build a global network of 648 internet satellites. The firm’s satellites circulate the Earth in higher orbits than Starlink's. This means OneWeb can deliver global internet coverage with 648 satellites, a much smaller constellation than its US competitor.

So far, OneWeb has launched 428 satellites – enough to provide internet broadband connections above 50 degrees North in latitude. The company plans to expand the network to include 7,000 satellites in orbit.

Each fitted with a xenon-fueled ion thruster, the satellites provide users on the ground, at sea, or in the air, with high-speed, low-latency connectivity. The spacecraft are built by OneWeb Satellites, a joint venture between OneWeb and Airbus, next-door to NASA’s Kennedy Space Center in Florida.

“OneWeb aims to remove barriers to connectivity and business aviation is a market where we will deliver robust, reliable connectivity globally for all aircraft,” a spokesman tells Corporate Jet Investor. “Business aviation presents an opportunity to connect aircraft previously unserved, delivering a fibre-like experience to operators and passengers. Utilising innovative terminal technology, OneWeb will enable seamless passenger productivity and entertainment whenever and wherever they fly.”

OneWeb has pledged to “transform airborne connectivity” with a usable capacity of more than 1 terabyte per second across the network and 7.2GB per second per satellite. This should ensure high throughput capacity of hundreds of Mbps per aircraft, and low inflight latency “over every continent, every ocean, and entire polar regions”.

The firm has developed a user terminal suitable for all business aircraft types, which says is “lighter, smaller and more cost effective”, than existing aviation antennas, it claims. The terminal has both dedicated low earth orbit (LEO) operations and hybrid LEO/geosynchronous equatorial orbit connectivity capabilities. Aircraft connectivity will be provided by four Line Replacement Units (LRUs), any of which can be replaced in less than half an hour.

Satcom Direct: ‘Connectivity and data sit at the heart of aviation’

Michael Skou Christensen, Satcom Direct.

MAKING AN IN-FLIGHT telephone call, streaming videos or video conferencing is common today. But in the 1990s, the in-flight connectivity landscape was completely different.

A quarter of a century ago, Satcom Direct founder and CEO, Jim Jensen, realised the potential for connecting business jets to the ground. Jensen launched patented Satcom Direct Global One Number (GON), enabling direct dialling to in-flight aircraft.

Whilst connectivity in aviation has evolved since then, Satcom Direct has continued to create new ways to keep up with the demand for better connectivity in aircraft. It now offers global coverage for mid-sized jets up to executive airliner size with hardware, airtime, software, cybersecurity management, and even training programmes on how customers can maximise in-flight connectivity.

“Today connectivity and data sit at the heart of aviation activity,” Michael Skou Christensen, senior vice president, Satcom Direct International tells Corporate Jet Investor. “Customers expect the same connectivity experience in the air as they do on the ground, and as more data-hungry apps are being used, the data transmission rates are soaring.”

Christensen predicts that this demand will continue to increase not only from large jet customers, but from all sizes of aircraft. “This will raise operating standards to a higher level,” he says. Satcom Direct recently introduced the first variant of its Satcom Direct Plane Simple™ tail mount series. Designed exclusively for business aviation, the company partnered with Intelsat to connect with the Ku-band Intelsat FlexExec service to make consistent, reliable connectivity accessible to customers globally. The hardware is expected for commercial introduction in the third quarter of 2022, and the Ka-band variant is scheduled for launch in the first quarter of next year.

The Florida-based company is currently working on a flat panel fuselage antenna to provide better connectivity to more aircraft types. Christensen says that as the hardware develops, upgrades will be software dependent rather than changing the hardware. “Satellites will communicate the upgrades, which will reduce the needs for expensive certification processes if a piece of software can be used to upgrade a system.”

Aircraft generate digital information constantly. The ability to trace that digital history allows for accurate operations and maintenance and improves its asset value retention, says Christensen. In future he expects aircraft and connectivity technologies to work cohesively, as data transmission speeds increase and in turn enable improved Internet of Things (IoT) functionality on aircraft.

The sector is now seeing a convergence of products as systems that previously segregated them, are now enabling third-party integration. “The ability to integrate third-party systems, that deliver more real-time, accurate data information, will add value to the business aviation operational landscape,” he says. “For example, the ability to automatically record to the minute aircraft cycles will support maintenance, operational knowledge and asset value retention. It also reduces errors through automation.”

As technologies improve, Christensen says that AI and machine-reading technology will optimise the value of data, by delivering authenticated, real-time information to crew, maintenance teams, and flight departments. Also he expects further consolidation in the sector as more satellite networks come online. “Updated satellite constellations, new satellites being launched, and more beams will reduce black spots to provide even more consistent global coverage.”

“Today connectivity and data sit at the heart of aviation activity.”

Michael Skou Christensen, Satcom Direct

Below: The Plane Simple scalable flat panel antenna. “Customers expect the same connectivity experience in the air as on the ground...”, said Michael Skou Christensen.

“Today connectivity and data sit at the heart of aviation activity.”

Michael Skou Christensen, Satcom Direct

RIGHT: The Plane Simple scalable flat panel antenna. “Customers expect the same connectivity experience in the air as on the ground...”, said Michael Skou Christensen.

Satcom Direct’s data centre at Melbourne on Florida’s Space Coast.

SES: ‘The future of inflight connectivity is extremely bright’

PASSENGERS BOARD commercial aircraft expecting to experience the same quality of connectivity as if they were at home or in the office. “Corporate jet passengers are even more discerning,” Aditya Chatterjee, senior vice president of Product Management, Aviation for SES tells Corporate Jet Investor. “They want a VPN-like connected travel experience in flight that’s capable of supporting their high-speed broadband-based office and entertainment applications in the sky.”

To meet this demand, SES collaborated with Collins Aerospace to develop the LuxStream in-flight connectivity service for business aviation. The service is operational across Vista Global’s fleet of Bombardier Global business jets, with access to speeds of up to 25Mbps over North America and 15Mbps elsewhere. “LuxStream capitalises on SES’s Ku-based satellite technology – both high-throughput satellites and widebeam satellites – plus our ground infrastructure,” said Chatterjee.

SES was founded as Europe’s first private satellite operator in 1985. It launched its first satellite, Astra 1A, in 1988. Today, it uses its global network of over 70 satellites which operate in two orbits – geostationary earth orbit (GEO) and medium earth orbit (MEO) across multiple bands.

“By using a multi-orbit antenna on aircraft, airlines and corporate jet operators will be able to link with GEO satellites to deliver high-quality live TV services to the cabin,” says Chatterjee. Meanwhile, simultaneous connections with MEO satellites provide passengers with high-speed broadband.

Aditya Chatterjee, SES.

“Corporate jet passengers are even more discerning.”

Aditya Chatterjee, Snr VP of Product Management, Aviation, SES

Its ground system, Skala, assists orbiting satellites to provide unbroken connectivity across oceans and continents. It was designed to optimise SES’s satellite investments, particularly its high-throughput satellites which deliver data up to 20 times greater than wide beam satellites at a lower cost per bit.

Technology innovation in terminals and antennas sit at the heart of future connectivity, providing greater data speeds for customers as they improve, says Chatterjee. “As a multi-band and multi-orbit satellite services provider, SES plans to influence terminal developers and to improve broadband speeds.”

Upgrading global satellite systems will also help to provide improved global coverage. “The next-gen satellite systems, like SES’s O3b mPOWER, will utilise next-gen antennas and ground infrastructure to fully unlock the potential of key markets,” he adds.

The company invested in O3b mPOWER, its second-generation MEO satellite system, after the commercial success of its first-generation MEO constellation. SES is also looking at more solutions, which could cover the polar regions to provide full global coverage to all users of inflight connectivity. “The future of inflight connectivity is extremely bright,” he says.

Starlink/SpaceX: ‘People across the globe are using Starlink’

UNTIL FOUNDER ELON Musk turned it on for use by the people of Ukraine, after the Russian invasion, many had not heard of Starlink. Technically a division of SpaceX, Starlink uses low-earth orbit satellites in a network, or constellation, to provide users with broadband connectivity. When rolled out in full, Starlink will give users broadband connectivity anywhere globally except the North and South Poles.

The development of Starlink’s network began in 2015, with the first prototype satellites launched into orbit in 2018. In the four years since, SpaceX has deployed around 2,000 of Starlink satellites into the constellation across dozens of launches.

SpaceX has sought regulatory approval from the US Federal Communications Commission to operate Starlink on aircraft and marine vessels. The company has previously tested Starlink on some Gulfstream jets and military aircraft.

The provider’s connectivity enables access to high data rate activities such as video calls, online gaming and streaming. Users can expect to see download speeds between 100Mbs and 200Mbs and latency as low as 20ms in most locations.

Starlink is “ideally suited for areas where connectivity has been unreliable or completely unavailable. People across the globe are using Starlink to gain access to education, health services and even communications support during natural disasters”, according to the provider.

It’s a Florida blast off for this SpaceX rocket carrying Starlink satellites.

However, Starlink is trying to capture another set of customers — aviation users. The company signed its first deal, with semi-private carrier, JSX, to provide in-flight wireless internet in April 2022. The deal involves equipping 100 JSX aircraft with Starlink terminals, with the first Starlink-connected aircraft taking flight by year end, says JSX. More recently, Starlink also signed a deal with Hawaiian Airlines provide in-flight wireless internet. Although no financial details of either deal were released, both carriers say they’re planning to offer the in-flight Wi-Fi for free. Also, Delta has confirmed that it’s running “exploratory” Starlink tests.

Corporate Jet Investor is also aware that one major manufacturer is planning on equipping all its new aircraft to work with Starlink.

Satellites do not operate indefinitely, but Starlink says its on-orbit debris mitigation, meets or exceeds all regulatory standards. At end of life, the satellites will utilise their on-board propulsion system to deorbit over the course of a few months.

If a propulsion system becomes inoperable, the satellites will burn up in Earth’s atmosphere within one to five years. That is much less than the hundreds or thousands of years at higher altitudes, says Starlink.

Starlink packs 60 satellites (pictured) into its rocket launches with SpaceX.

SmartSky: ‘From TikTok to SalesForce’

UP TO NOW, connectivity has largely focused on the back of the aircraft. Think passenger holding a tablet or smartphone with a laptop open praising the ability to do a Zoom call. “It’s really beyond that now, that has become table stakes,” Brit Wanick, vice president, Marketing & Partnerships, SmartSky Networks tells Corporate Jet Investor.

“[The cabin experience] That’s one third of the aircraft, connectivity to the whole aircraft involves a lot more for the pilots, the crew and then the aircraft itself,” says Wanick.

That’s why SmartSky has designed its system not just to stream data to the aircraft but also receive data back again. Users can access cloud applications and, in real-time, move data back and forth from the aircraft thanks to a very low latency system (frequency range: 2.4GHz ISM-band).

North Carolina-based SmartSky was incorporated in 2011. Its network takes advantage of spectrum reuse, a patented system which is made possible by cellular topology where the same frequencies can be reused in non-adjacent cells – due to the power limitations on transmissions within each cell. SmartSky’s network also benefits from beam-forming technologies and 60 MHz of unlicensed spectrum.

The idea of a connected aircraft is around two decades old, existing for some time as no more than a concept. “Now in the past year at SmartSky we are getting to the point where the experience you have in the air is similar to what you would have here on the ground,” says Wanick.

One flier, on a demo flight at National Business Aviation Association’s Business Aviation Convention & Exhibition said she had better connectivity on the aircraft than on her 5G network on the ground. “That’s a signal that we can start doing things with connectivity that we just take for granted today with our smartphones – from TikTok to SalesForce,” says Wanick. “I think you will start to see a lot more specific apps for those in the aviation ecosystem – maintenance, support operations and the like.”

Brit Wanick, SmartSky: In-flight connectivity is similar to ground-based services.

SmartSky connectivity equipment.

SmartSky has three key focuses as a business. First is its air-to-ground (ATG) connectivity, which is not satellite-based and covers the US at present connecting users with the internet. Second, is SmartSky’s hardware that can be installed on an aircraft and allows you to connect to the hardware provider’s network. Lastly, is the firm’s digital data and applications exchange, Skytelligence, that allows you take advantage of that network.

Most of the applications and the data are developed in conjunction with SmartSky’s partners. “Whether that’s GE Aviation’s aircraft management analytics or cybersecurity from CCX Technologies, those are all applications that can be accessed through the network and services we provide,” says Wanick.