Connected Jets
More essential than good coffee, onboard connectivity is expected, whatever your usage and mission profile. But installing the right system requires a little bit of knowledge. Words by Rob Hodgetts
KARL BENZ’s first motor car in 1886 came without a killer stereo. Or any stereo for that matter. The Wright Brothers’ first aircraft in 1903 was also lacking in the infotainment department. But technology rumbles on, and now you can video conference your team, stream movies, play games, get real-time stock prices, experiment with artificial intelligence (AI) and access work applications in the cloud. On your private jet in the clouds at 40,000ft. Plus, the stereos are better.
The connectivity landscape is evolving fast, in terms of industry consolidation, disruption and product innovation. A new frontier in space-based infrastructure is reframing the picture with huge constellations of next-generation low Earth orbit (LEO) satellites threatening the hegemony of the established high-altitude geostationary Earth orbit (GEO) fleet and the air-to-ground network in North America. Increasingly, hybrid solutions are a popular option.
“You can do so much more on an airplane today than you could eight years ago,” says Jason Wissink, president of Services and Connectivity, Honeywell. “Today you can do pretty much what you want. It may not always be as speedy as you want, but the next-generation systems are truly going to be. They’re really going to feel like that true home and office experience, maybe even better in some cases.”
The question is, what connectivity system are you going to install to get all the features you need, so that it feels just like your connected cocoon on the ground?
The starting point is knowing how connectivity works and what options are available. Then you can tailor it to your jet, your users and their preferences and your likely mission profiles.
Connected Jets
More essential than good coffee, onboard connectivity is expected, whatever your usage and mission profile. But installing the right system requires a little bit of knowledge. Words by Rob Hodgetts
KARL BENZ’s first motor car in 1886 came without a killer stereo. Or any stereo for that matter. The Wright Brothers’ first aircraft in 1903 was also lacking in the infotainment department. But technology rumbles on, and now you can video conference your team, stream movies, play games, get real-time stock prices, experiment with artificial intelligence (AI) and access work applications in the cloud. On your private jet in the clouds at 40,000ft. Plus, the stereos are better.
The connectivity landscape is evolving fast, in terms of industry consolidation, disruption and product innovation. A new frontier in space-based infrastructure is reframing the picture with huge constellations of next-generation low Earth orbit (LEO) satellites threatening the hegemony of the established high-altitude geostationary Earth orbit (GEO) fleet and the air-to-ground network in North America. Increasingly, hybrid solutions are a popular option.
“You can do so much more on an airplane today than you could eight years ago,” says Jason Wissink, president of Services and Connectivity, Honeywell. “Today you can do pretty much what you want. It may not always be as speedy as you want, but the next-generation systems are truly going to be. They’re really going to feel like that true home and office experience, maybe even better in some cases.”
The question is, what connectivity system are you going to install to get all the features you need, so that it feels just like your connected cocoon on the ground?
The starting point is knowing how connectivity works and what options are available. Then you can tailor it to your jet, your users and their preferences and your likely mission profiles.
If you fly predominantly in North America (excluding Hawaii, parts of Canada and Alaska), air-to-ground connectivity is the simplest and cheapest to install, requiring a small antenna mounted on the jet’s belly, suitable for most aircraft types. As the aircraft flies along its route, the ATG system switches between ground stations about every 10-15 minutes ensuring high-speed data transfer. Gogo has cornered the market and is building out its planned 5G offering. Because of a lack of infrastructure, the rest of the world still requires satellite connectivity.
GEO satellites are the more established celestial solution and orbit at an altitude of about 36,000km over a fixed location on Earth. Their wide beams ensure stable, consistent near global coverage with a single GEO satellite covering about a third of the Earth. But because the signal must travel further there is more of a time lag, known as high latency. This can affect real-time applications like video streaming and gaming. Viasat and SES/Intelsat are the leading GEO satellite providers. Some satellites use multiple spot beams to focus the signal on smaller regions, increasing data throughput. Viasat’s fledgling ViaSat-3 system, for example, uses a combination of both wide and spot beams to offer broad coverage across a region while focusing more resources in areas with higher demand. GEO systems require larger, more expensive tail-mounted antenna which track the satellite, making them unsuitable for smaller jets. The signal can also be affected by heavy rain, snow or ice.
LEO satellites are the new kids on the space-based block, orbiting at a modest height of 160-2000km (100-1200 miles) above the Earth, similar to the International Space Station (ISS). They circle in interlinked constellations with each satellite handing on the signal as it passes out of range. There is a risk of signal drops but their relatively short distance from the ground means the latency is much lower, making LEO solutions ideal for data heavy use such as real-time communications, streaming and cloud access.
Three satellite companies provide the LEO network on which a range of connectivity systems are built: Eutelsat has more than 630 satellites in its OneWeb constellation, Starlink has nearly 7,000 operational units and Iridium has about 66 active satellites. LEO systems require smaller, less powerful equipment, but the units can still be complex, which increases maintenance costs. The expense of deploying and maintaining a vast LEO fleet can also add to service costs for the user.
Bandwidth matters
Speed is important, but bandwidth is just as key for modern users. Imagine two pipes of different diameters. The speed of flow through the pipes may be the same, but the larger one will have greater capacity to transmit more material. In connectivity, the higher the bandwidth, the more data can be sent and received quickly. On a business jet that equates to more efficient use of data-heavy applications such as streaming, video conferencing, gaming and other real-time functions. Most connectivity these days is either Ku-band or Ka-band and can be used with either GEO or LEO satellite solutions.
Ku-band (12-18 GHz) is the lower end of the bandwidth spectrum and is the more established network. It offers reliability and lower costs, although specific performance can differ with technology and provider. It is suitable for general browsing, email and voice calls.
Ka-band (27-40 GHz) is higher frequency and offers higher data transfer capacity, suitable for even the most data-heavy applications. It requires smaller antennas than for Ku-band systems, bringing a practical advantage to business jets but its higher frequencies make it more susceptible to atmospheric conditions such as rain fade.
L-band (1-2 GHz) offers reliable global coverage but at lower speeds and is suitable for basic communication such as voice calls, text messaging and simple data functions. It is less affected by the weather than Ku-band or Ka-band systems.
Increasingly, operators are installing hybrid systems to alternate between different bands depending on the need (dual band), or to switch between satellite and ATG technologies (dual dissimilar) to ensure there is redundancy (back up) and maintain a seamless service wherever you are in the world. However, the cost of installing and maintaining these two systems, combined with the increased sophistication and weight of equipment, should be taken into account.
Bandwidth matters
Speed is important, but bandwidth is just as key for modern users. Imagine two pipes of different diameters. The speed of flow through the pipes may be the same, but the larger one will have greater capacity to transmit more material. In connectivity, the higher the bandwidth, the more data can be sent and received quickly. On a business jet that equates to more efficient use of data-heavy applications such as streaming, video conferencing, gaming and other real-time functions. Most connectivity these days is either Ku-band or Ka-band and can be used with either GEO or LEO satellite solutions.
Ku-band (12-18 GHz) is the lower end of the bandwidth spectrum and is the more established network. It offers reliability and lower costs, although specific performance can differ with technology and provider. It is suitable for general browsing, email and voice calls.
Ka-band (27-40 GHz) is higher frequency and offers higher data transfer capacity, suitable for even the most data-heavy applications. It requires smaller antennas than for Ku-band systems, bringing a practical advantage to business jets but its higher frequencies make it more susceptible to atmospheric conditions such as rain fade.
L-band (1-2 GHz) offers reliable global coverage but at lower speeds and is suitable for basic communication such as voice calls, text messaging and simple data functions. It is less affected by the weather than Ku-band or Ka-band systems.
Increasingly, operators are installing hybrid systems to alternate between different bands depending on the need (dual band), or to switch between satellite and ATG technologies (dual dissimilar) to ensure there is redundancy (back up) and maintain a seamless service wherever you are in the world. However, the cost of installing and maintaining these two systems, combined with the increased sophistication and weight of equipment, should be taken into account.
Choosing a system
STARTING FROM SCRATCH on connectivity options can be a bit like using a borescope on a pre-purchase inspection - the more you look, the more you will find.
Behind each layer of acronyms lies a new jungle of jargon. Catchy brand names compete for attention, each sounding smarter and faster than the one before. To get to grips with each it’s important to understand the difference between onboard platforms (routers and management systems), satellite hardware (terminals and antenna) and the connectivity services themselves, in other words the pipe down which comes the data via GEO, LEO or ATG.
Gogo Avance is a cabin management platform organising the onboard Wi-Fi and integrating with ATG or satellites. This is like your cell phone’s operating system. Honeywell’s Jet Wave and upcoming Jet Wave X is the hardware, or the terminal, which connects the jet to Ka-band satellites. This is like your cell phone handset. Viasat’s JetConneX is an example of a broadband service, your cell phone’s carrier, delivered by its Ka-band satellites. Confusion often comes from trying to compare apples with pears. Knowing what you are looking at and its compatibility is key. Not to mention the fact that some systems are compatible with others, but not all.
But not everything works on every aircraft. Some panels and antenna are too big for smaller aircraft, although this is changing fast. If you have an Airbus Corporate Jet or a Boeing Business Jet you can basically have anything – including multiple panels.
Where your jet is registered is another factor. Civil aviation authorities will only let you install technology that they or an authority they trust like the US Federal Aviation Authority, or the European Air Safety Agency have approved. (Offshore aircraft registries like Aruba, Bermuda, Cayman Islands, San Marino and others, will typically recognise multiple civil aviation authorities.)
Given connectivity technology is changing fast, that means not all jets can carry every upgrade immediately. If the civil aviation authority is happy with the new addition, they issue what is called a Supplemental Type Certificate (STC) but this can take time.
Choosing a system
STARTING FROM SCRATCH on connectivity options can be a bit like using a borescope on a pre-purchase inspection - the more you look, the more you will find.
Behind each layer of acronyms lies a new jungle of jargon. Catchy brand names compete for attention, each sounding smarter and faster than the one before. To get to grips with each it’s important to understand the difference between onboard platforms (routers and management systems), satellite hardware (terminals and antenna) and the connectivity services themselves, in other words the pipe down which comes the data via GEO, LEO or ATG.
Gogo Avance is a cabin management platform organising the onboard Wi-Fi and integrating with ATG or satellites. This is like your cell phone’s operating system. Honeywell’s Jet Wave and upcoming Jet Wave X is the hardware, or the terminal, which connects the jet to Ka-band satellites. This is like your cell phone handset. Viasat’s JetConneX is an example of a broadband service, your cell phone’s carrier, delivered by its Ka-band satellites. Confusion often comes from trying to compare apples with pears. Knowing what you are looking at and its compatibility is key. Not to mention the fact that some systems are compatible with others, but not all.
But not everything works on every aircraft. Some panels and antenna are too big for smaller aircraft, although this is changing fast. If you have an Airbus Corporate Jet or a Boeing Business Jet you can basically have anything – including multiple panels.
Where your jet is registered is another factor. Civil aviation authorities will only let you install technology that they or an authority they trust like the US Federal Aviation Authority, or the European Air Safety Agency have approved. (Offshore aircraft registries like Aruba, Bermuda, Cayman Islands, San Marino and others, will typically recognise multiple civil aviation authorities.)
Given connectivity technology is changing fast, that means not all jets can carry every upgrade immediately. If the civil aviation authority is happy with the new addition, they issue what is called a Supplemental Type Certificate (STC) but this can take time.
