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ELITE WINGS MAGAZINE (ISSN 2816-4040) IS PUBLISHED BY ELITE WINGS MEDIA Inc, MONTREAL, CANADA.
Any information of a technical nature contained in this document may contain inaccuracies and is subject to change and should never be relied upon for operational use.
WELCOME TO THE 2025 CONNECTIVITY GUIDE FROM ELITE WINGS
Data, connectivity, and communications indisputably power our world, and we recognize that business aviation users want to emulate their terrestrial lives at altitude.
Our motivation is to enable readers to make informed decisions when selecting, acquiring, and managing connectivity solutions. We created this guide to ensure that you have timely, unbiased and valid intelligence collated from the world of connectivity in one trusted resource.
In this edition, knowledge from industry leaders, shapers, and analysts is aggregated to deliver relevant information about the current state of the market and its future direction. We identify the key points to consider when selecting solutions, identify what to ask who and when, and look out to the horizon to discover more about the latest hardware options, the changes coming from advanced satellite technology and how this affects tomorrow’s strategies today.
We know that it’s a changing market, which is why we’ll be publishing this resource annually; however, if you have questions about an article, find information lacking or would like to read more about the subject, please do let us know. These guides are for you, our industry colleagues, and your feedback is most welcome.
Feel free to contact us.
Majid Vis
Jane
CONNECTIVITY GUIDE
BUSINESS AVIATION CONNECTIVITY NETWORKS
ELITE WINGS CONNECTIVITY SURVEY
What is the number one complaint from business jet passengers about onboard Wi-Fi?
Photo courtesy of Bombardier
GETTING TO GRIPS WITH BUSINESS AVIATION
CONNECTIVITY
Jane Stanbury, Editorial Director
It’s an exciting time in the connectivity space. The introduction of new satellite networks, upgraded constellation technology, and increased hardware options for more airframe types, is enabling life in the air to replicate life on the ground for more owners and operators than ever before. The ongoing evolution brings more choices, enriched functionality, and flexible, customizable pricing plans for customers.
The days of the one-size-fits-all model have gone, which makes it essential to do your homework when selecting a connectivity solution. The principles remain the same, with connectivity comprising three distinct systems. The cabin and antenna hardware to receive the signals and subsequently distribute the data to the cabin devices, a subscription to a network which is invariably managed by one of the industry’s service providers, and installation either by a reliable MRO or the OEM itself.
With the diversity of options now available to operators, it is essential to define up front who will be using it on what type of airframe, what the connectivity will be used for, and where and how often the airframe flies. For example, the needs of a Cessna Citation X operator in the USA, will be very different from those of a Bombardier Global 7500 passenger in Dubai. Identifying the requirements from the start will save valuable time, money, and management intervention later.
Photo courtesy of Bombardier
The ‘who will be using it’ refers to how many passengers will regularly require the connectivity. ‘What will it be used for’ refers to video conferencing, gaming, and streaming TV, optimizing the Internet of Things, or simply accessing the internet, mobile device applications, and making calls. ‘Where and when’ the connectivity is used is also key. Is the aircraft operating solely across North America or frequently travelling internationally? Airframes flying regularly may require a monthly alwayson subscription, while a pay-as-you-go option may benefit those that travel less frequently. If an airframe is likely to be owned by the same proprietor for several years, a system that can be easily upgraded to stay current may be more suitable. This differs from a corporate fleet that buys new every three years. Larger airframes may benefit from installing two or more systems to ensure uninterrupted coverage. In contrast, airframes in the light to mid-size category are likely to opt for a single terminal that supports regional travel.
Network selection will be informed by the geographic area of operations. A satellite communication, SATCOM, solution will meet global connectivity needs by connecting an onboard terminal system with one of the increasing number of constellations located either in low earth orbit, LEO, geostationary orbit, GEO or highly elliptical orbit, HEO for polar connectivity. An air-to-ground, ATG, network will support regional activity. As the name suggests, ground stations support the ATG solution using a network of terrestrial towers deployed across the continent that point upwards to enable aircraft connectivity. Offered uniquely in North America, ATG is ideal for those operating only within the continent. For those who travel between North America and the Caribbean or Hawaii, a second system installation could support over-water flight connectivity.
Photo courtesy of Gogo
Photo courtesy of Viasat
Each network connects with dedicated hardware which can be divided into three main components. The antenna, which, depending on its network connection, will be located in a radome on the aircraft tail or on the fuselage, as a low profile, flat panel antenna. For ATG services the antenna is positioned on the airframe belly. Each antenna has steering electronics and transceivers, which send and receive data from the satellites or towers. The tail-mount antennas move using gimbals to “see” the satellite they connect with and are invariably supported by GEO and HEO constellations. The flat panels are electronically steered with no moving parts and use phased array technology to connect to the LEO networks. Cabin connectivity is enabled by boxes, which will be stowed within the cabin or in the unpressurized fuselage area. These comprise routers, Wi-Fi extension units, and modems that enable the transmission of the received and transmitted signals from and to the digital devices in the cabin. The number and size of the boxes will depend on the system and network selection.
Connectivity is delivered predominantly by dedicated service providers, which will offer plans that suit each operator’s mission profile. Beyond facilitating connectivity, the providers will also manage the billing, customer support and various value-added services to help operators manage their systems. Some will also provide cybersecurity support to mitigate associated risks of data transmission. These value-added services may also include customized apps, network partner management to support uninterrupted coverage and training to ensure optimal connectivity usage. Increasingly, operators and owners will install two systems linking to different networks to ensure continuous coverage, more efficient budgeting, or amplify bandwidth to and from the cabin. This multi-orbit offering will likely become the status quo for airframes circumnavigating the globe to ensure consistent coverage.
Photo courtesy of Gogo
Photo courtesy of Gogo
Dependable, high-performance airborne global connectivity is now an expectation, but it is only possible through the installation of the right equipment by skilled avionics professionals. Installation is available from either the aircraft manufacturer and can be selected prior to delivery or from a network of maintenance repair and overhaul companies. MRO facilities act as approved vendors for the hardware and service providers. This retrofit option is made possible through supplemental-type certificates confirming that the equipment is approved to be fitted onto an airframe without compromising safety. The retrofit market typically offers a wider variety of choices in system selection, and in some cases, newly delivered airframes may also have a second system fitted by MRO teams.
Connectivity is about much more than communications, with advanced technology enabling an array of third-party functionality. The right connectivity solutions can also support aircraft health monitoring, maintenance scheduling, flight operations and more. So, choose wisely and choose well, and connectivity installation will enhance the passenger experience, support asset value retention, and future-proof the aircraft even while the technology continues to advance.
Photo courtesy of Duncan Aviation
Photo courtesy of Viasat
SATCOM NETWORK
Satellite networks have undergone a rapid evolution in the last few years with the introduction of record-breaking high-capacity satellites and new constellations allowing for ground-like connectivity speeds, reduced costs, and highly optimized coverage.
Two key features define SATCOM network technology:
SATELLITE ORBITS
FREQUENCY BAND
SATELLITE ORBITS FREQUENCY BAND
GEOSTATIONARY ORBIT (GEO)
GEO satellites operate in a circular earth-centered orbit with an orbital period that matches the earth’s rotation on its axis of 24 hr. The synchronization of rotation and orbital period means that the satellite stays at the same position in the sky where antennas can permanently point to them. The GEO orbit is located at 35,786 km above the earth’s equator. A minimum of three GEO satellites is required to cover the earth. There are currently over 400 active satellites in GEO orbit.
LOW EARTH ORBIT (LEO)
LEO constellations use satellites positioned on an earth-centered orbit at a low altitude of 2000 Km or less. The lower altitude allows for smaller satellites with less powerful amplifiers. However, each satellite is only able to observe and communicate with a fraction of the earth at a time, meaning a constellation of many satellites is required to provide continuous coverage with each satellite continuously communicating with neighboring satellites. The first fully operational LEO constellation was Iridium using 66 active satellites at 781 Km altitude to achieve full global coverage including the poles.
MEDIUM EARTH ORBIT (MEO)
MEO constellations use satellites positioned on orbit which is more than 2000 Km above earth, but below the GEO constellations. The GPS satellite-based navigation system is a good example of a MEO operated constellation.
L-BAND (1 - 2 GHZ)
The L-Band is still the most used frequency in business aviation satellite connectivity. Designed mainly to provide cockpit safety services, the global coverage of L-band SATCOM networks allowed for a large offering of first generation low-speed cabin connectivity solutions.
KU-BAND (12 – 18 GHZ)
The Ku-band concentrates the largest number of regional satellite offerings. Developed originally for direct television broadcasting, the performance of Ku-band systems has improved in recent years, with typical speed from 25Mbps and upwards, which is enough to enable standard video streaming.
KA-BAND (26 – 40 GHZ)
The Ka-band has more available capacity and is more efficient in its use of bandwidth. The Ka-band can achieve a speed of up to 33 Mbps, which is more than enough to enable live streaming of HD video and exceed the speed of many ground-based Wi-Fi services.
SATCOM ANTENNAS
In recent years aircraft antenna technology has advanced significantly, becoming more compact and enabling higher throughput capabilities. However, antennas are often the bottleneck that restrict data connection speeds to aircraft. Different antenna technologies are needed to support linking with the growing number of constellations, multi-orbit offerings and the frequency band the networks support. The most common used in business aviation are the familiar mechanically steered dish antennas, but an increasing number of Electronically Steered Antennas (ESA) are coming to market.
These flat panel antennas are typically fuselage mounted and are often equipped on commercial and executive airliners. As the ESA technology reduces in size they are becoming an option for business aircraft. The tail-mount antenna sits on top of the vertical stabilizer in an aerodynamic radome and are optimized for business jets.
AIR-TO-GROUND (ATG) NETWORKS
An Air-To-Ground (ATG) network is a land-based connectivity network infrastructure. It’s analogous to how your cell phone connects at (almost) any given point on the ground: a cell tower routes the data from your aircraft to and from the destination device or entity.
This technology is enabled by directing cell tower receivers and transmitters up toward the sky to provide a connectivity solution for aircraft flying overhead. The most extensive ATG systems have been established throughout the continental United States due to the large, continuous geographic region with collaborative aviation and communication governing authorities.
Typically, ATG systems are less expensive to equip and operate than the satellite options due to the lower complexity of the installation and hardware costs. Installing a satellite antenna typically involves a new tail radome which impacts the installation price. ATG antennas are fuselage mounted and are always mounted on the aircraft’s belly to allow for air-to-ground transmissions.
Honeywell JetWave Ka-band terminal tail mounted installation on a BBJ
Photo courtesy of ALOFT AeroArchitects
ATG Ground Station
ATG Antennas Installation
Starlink uses an Electronically Steered Antenna (ESA) mounted on top of the fuselage
Photos courtesy of Gogo
THE END OF SPEED-TEST DECISION MAKING FOR IN-FLIGHT CONNECTIVITY
Abdelmajid Jlioui
Speed has long been considered the ultimate barometer for in-flight connectivity in business aviation. However, as the market continues to mature, customers have also become more educated about what really constitutes world-class connectivity on their private jets. According to the latest intelligence from Viasat’s annual survey of business aviation professionals, while the importance of speed alone has nosedived, the focus on overall experience has skyrocketed in recent years.
“The in-flight connectivity market has changed. Business aviation customers don’t want one-dimensional services that are centred around speed. They’re looking for multi-dimensional solutions that deliver the best possible experience,” states Claudio D’Amico, Viasat’s Vice President of Strategic Market Engagement, Business Aviation. “That’s the message we are hearing time and time again when liaising with our partners and customers. And it’s clearly reflected in our latest survey results too. Reliability, coverage, consistency and value for money are ranked as the
most important factors for in-flight connectivity. Factors such as white-glove customer service and supportability are also critical, especially the need for dedicated contacts that are available 24/7 and supported by a global network of field engineers, rather than generic call centres or chatbots.”
D’Amico adds that customers will still consider speed when assessing in-flight connectivity, but it’s now dropped to sixth position in the list of importance, only higher than security, low maintenance and, in last place, low latency. “For a long time, speed was the main selling point in this market, but we know that customers today demand more than speed alone. They are savvy enough to understand that beyond a certain bandwidth threshold, higher speed has little impact on actual passenger experience,” he explains. “As the breadth and depth of criteria used to assess connectivity matures, the days of speed test decision-making are over, marking a welcome turning point for the business aviation market.”
“Reliability, coverage, consistency and value for money are ranked as the most important factors for in-flight connectivity. Factors such as white-glove customer service and supportability are also critical, especially the need for dedicated contacts that are available 24/7 and supported by a global network of field engineers, rather than generic call centres or chatbots”
Claudio D’Amico, Viasat’s Vice President of Strategic Market Engagement, Business Aviation
The market’s growing focus on overall experience bodes well for Viasat, as this is where the company has always excelled. The fact that its Ka-band and L-band connectivity services are activated on more than 5,000 business jets worldwide is testament to Viasat’s ongoing success. These can be purchased through industry heavyweights Collins Aerospace, Gogo and Honeywell, backed by an enviable (and growing) list of STCs, a vast MRO dealer network, and line-fit positions with the likes of Gulfstream, Embraer, Dassault and Bombardier.
A key part of Viasat’s success has been its ability to stay ahead of market demand and this remains a key focus even today. There have been significant investments in satellite infrastructure, for example, with the impressive ViaSat-3 and upcoming GX satellites, plus agreements with third-party satellite operators to significantly boost capacity where its most needed, such as the Americas and Middle East.
In addition, ground-breaking enhancements to Viasat’s satellite network and service model were announced in October 2024, leading to performance improvements on its flagship Jet ConneX business aviation service, with the introduction of expanded capacity, increased network prioritization and uncapped speeds.
Developed following extensive consultation with customers, partners and research agencies, in addition to detailed analysis of usage trends, this marked an important step in harmonizing Viasat’s business aviation service offering and network management strategy, following its
acquisition of Inmarsat in 2023. The program combines the unique expertise, experience, technology and data of both companies, utilizing the aspects that were most beneficial to customers.
“By enhancing our network and unleashing its full power to business aviation customers, we’ll consistently meet a defined quality of experience across different applications, devices and flight routes, from the busiest airports to the most remote locations,” says D’Amico. “The launch has been a grand success, with 315 customer activations within the first three months alone. And the feedback from these customers has been extremely positive. They have highlighted an even better experience, including applications such as bulk file transfers, real-time entertainment and web browsing, which have traditionally performed strongly using Jet ConneX, but have become even more reliable, consistent and snappy.”
Viasat already offers more Ka-band capacity than any other connectivity provider and has also been innovating, alongside its partners, on next-generation terminals. These use advanced technology and lightweight designs to optimize performance, reduce costs, and simplify installation and maintenance. With fewer line-replaceable units (LRUs), the terminals are well suited for various types of business jets, including large cabin and smaller aircraft, making them an excellent choice for aircraft operating globally or within just one region. In addition, they are designed for installation outside of the pressure vessel, saving valuable baggage space.
The first of these terminals, Gogo’s Plane Simple Ka-band, is already available for installation and has received Supplemental Type Certificates (STCs) for aircraft including Gulfstream’s G650ER, G650, G550, GV and G280, with other key line-fit airframes expected in the coming months.
Honeywell’s JetWave X will follow later in 2025 as the first terminal to connect with Viasat’s much-awaited new JetXP in-flight broadband service, seamlessly powered by its ViaSat-3 and Global Xpress satellites and offering greater global capacity than ever before. JetWave X was recently selected as a line-fit and retrofit solution for Dassault’s Falcon business jets. In addition, Honeywell has signed a strategic agreement to certify and offer the terminal for Bombardier’s Global and Challenger families of aircraft, covering both new production and aftermarket installations.
“We’re delighted that the market shares our excitement about how our continued innovations will raise the bar of what’s possible in terms of onboard connectivity even further. It gives them assurance that we are focused on delivering what they need, from connecting unlimited devices, sending unlimited messages and sharing unlimited documents to streaming unlimited video, making unlimited conference calls, and watching the game, uninterrupted. They can enjoy unchallenged access to the most data-hungry applications without compromising on our proven characteristics of consistency, reliability, resilience, and seamless global availability,” says D’Amico.
“Plus, as we work with a world-class partner ecosystem, customers also have the benefits of flexibility and optionality. This is a key advantage of using Viasat, as customers can pick and choose the perfect solution to meet their unique requirements. They also have the added assurance of regular, incremental performance improvements as our additional capacity and equipment upgrades enter service.”
Such innovation is grounded by Viasat’s focus to exceed the connectivity needs of its customers and not just deliver technology for the sake of it, concludes D’Amico. “We’re passionate about being able to guarantee reliable, consistent, high-performance connectivity that truly delivers, whatever the customer’s priorities, wherever and whenever they fly,” he says. It seems a valid point. Viasat’s approach has received a hugely favourable response from the market as evidenced by the success of its products and adoption by OEMs into their production lines.
“This is only the start,” teases D’Amico. “Watch this space, as we’re excited to share details of other exciting developments in the pipeline, such as our multi-orbit strategy, which will further build on our market leadership.”
THE ABC OF AN STC THE REALITY OF GENERATING A SUPPLEMENTAL TYPE CERTIFICATE
Article published courtesy of Gogo
An STC from the TCCA, FAA, EASA and ANAC? That’s quite the alphabet soup of acronyms, but when it comes to STC generation, they are as essential to cover as your ABCs. An STC Supplemental Type Certificate represents the official approval from the aviation authorities that allows for modifications or alterations to an aircraft outside the scope of its original type certificate. You may need an STC if you’re going to add technology to your aircraft or if you want to reconfigure your interior using new types of materials. This can be as basic as adding a cup holder to the flight deck or a significant piece of hardware like an antenna.
As Gogo continues developing its purpose-built connectivity terminals for business aviation, it is working closely with its extensive network of dealers, engineering partners and the aviation authorities to source the approvals. The goal? To make the acquisition and installation process more streamlined for customers.
Obtaining an STC requires coordination, collaboration and communication. It takes time, but working with the right partners keeps things moving. That’s why Gogo works with best-in-class MROs and engineering firms to ensure that its hardware can reach its customers when needed.
So how do they happen…well here’s a concise version of the process. Thanks to Jean-Francois Martin, Director of Avionics at SkyService, a Gogo authorized reseller and MRO partner, for helping demystify the intricacies of the process. Want to understand the ABC of STC? Then read on.
1. Start with an airframe. Identify the specific modification or alteration you want to make to the aircraft. This could include changes to the avionics, structure, systems, or interior. It’s essential to thoroughly define the scope of the modification and understand its impact on the aircraft’s performance, safety, and compliance with regulations.
2. There’s always paperwork. Detailed documentation is required to support the proposed modification. This includes engineering drawings, analysis, test plans, and other technical data. The documentation should demonstrate that the modification complies with applicable airworthiness standards and does not compromise the aircraft’s safety or performance.
3. Plan and be prepared. Develop a certification plan that outlines the steps, tests, and analysis required to demonstrate compliance with the applicable regulations and airworthiness standards. The plan should
identify the specific authorities and organizations involved in the certification process.
4. Communicate. One of the significant challenges in the STC process is coordinating with the aviation authorities -- TCCA, FAA or EASA. In addition to documentation, engaging in meetings and discussions and addressing any questions or concerns raised by the authorities is vital.
5. Keep on testing. Tests and analyses may be required to demonstrate compliance and show that the modification does not adversely affect the aircraft’s performance, handling qualities, or safety. These can include ground tests, flight tests, structural studies, electromagnetic compatibility tests, and more.
6. Be compliant. The modification must comply with the applicable airworthiness regulations and standards, such as those outlined in TCCA CARs, the FAA’s FARs or EASA’s CS. Ensuring compliance can be challenging, as it requires a thorough understanding of the regulatory requirements and staying updated with any changes or updates.
7. Seek approval. Once all the necessary documentation, tests, and analysis are completed, the STC application can be submitted to the aviation authorities.
8. Review process. The aviation authorities review the submitted application, including the technical documentation, test results, and certification plan.
9. Communicate again. It is common for the aviation authorities to request modifications or revisions to the submitted documentation or certification plan. This can extend the timeline and add complexity. Close collaboration and effective communication with the authorities are essential during this stage.
10. Being approved. Once the authorities are satisfied with the documentation, testing, and compliance, they will issue the STC. The STC provides the official approval for the modification and outlines any limitations or special instructions that must be followed.
The STC process requires investment of time, effort, and finance. It requires careful planning, allocation of resources, and patience to navigate through the various stages of certification and can vary depending on the specific jurisdiction and authorities involved. Engaging with experienced consultants like Skyservice helps guide the certification process, and provides valuable insight. These professionals are familiar with the specific requirements of the relevant authorities, will often have existing relationships, and can help ensure complete and accurate document submission.
Obtaining an STC is more than a linear process; it is a holistic approach to qualifying what is needed. Gogo is committed to making installing its portfolio of antennas an attractive proposition for all customers seeking out reliable, consistent, genuinely global connectivity.
CONNECTED AIRCRAFT CYBERSECURITY CONSIDERATIONS
As the data demand required by business aviation increases exponentially, so does the risk of cyber events.
A conversation with Josh Wheeler, Senior Director Cybersecurity and Entry into Service at Gogo
Why is cybersecurity so critical, and what role does it play in business aviation?
Technological advancements and innovation have made data transfer to and from aircraft an expectation as passengers expect to replicate their digital terrestrial life at altitude. With the increase in data capacity, the ongoing deployment of satellite networks, and the continuous development of hardware and software, it is easier than ever for passengers to work on documents, participate in video conferencing, continue gaming, watch favorite films and movies, and stay productive and entertained. Crews are also connected to improve situational awareness and enhance the passenger experience.
Connectivity is essential, and many passengers will not depart without optimal connectivity, necessitating robust cybersecurity protocols. In 2023, eight billion data records were compromised, and the cost of a cyber data breach averaged around US$4.45 million, which doesn’t include the cost of reputational damage. The average time to detect a violation was nearly four months. While these were not all aviation-related events, there is a clear and present danger. If an airframe is connected to an organization’s internal network or intranet without active cyber protocols, passengers are as vulnerable as if sitting in a coffee shop. If the internet is visible to the aircraft, then the aircraft data is visible to the internet. It’s as simple as that.
How can cybersecurity help, and what actions can mitigate risk and improve data security?
Cybersecurity is the act of ensuring that data being transmitted from an aircraft to organizational networks is always protected to prevent the unauthorized theft of information. The continuous mitigation of risk forms a key component of cybersecurity activity.
Cyber awareness, vigilance, and education drive a good cyber strategy. Organizations and operators must actively educate their staff, suppliers, and passengers about how to reduce cyber events.
Recognizing that the cyber landscape is dynamic and implementing and modifying appropriate technologies, policies, procedures, and controls to implement cyber-specific policies within the SOPs (standard operating procedures) is an effective way of mitigating risks.
The numbers clearly illustrate that business aviation needs to be aware of the implications. What are the greatest threats to business aviation connectivity in the current landscape?
Gogo blocks some 10,000 attempted malware attacks on our customers’ assets every day, and critically, we note that the threats are constantly changing. We also see that flight departments, operators, and owners don’t believe an event will affect them and, consequently, do not focus on developing a security mindset.
A lack of cyber awareness is something that bad actors can easily optimize through social engineering. This
common strategy uses cheaply acquired online software to manipulate user behavior. Phishing is the most wellknown threat, with fraudulent emails used to appropriate personal data giving rise to clickbait scams, giveaway frauds, and cloned accounts. This relies on simplicity, clever tactics, and slick graphics to trick users out of valuable information.
A smartphone or tablet connected to the internet is equally as vulnerable as a laptop. Phones, in fact, provide a new information-gathering platform. Known as Smishing, bad actors use fake texts to extract data that can be collated and used for bad intent. Vishing is also entering the sector using publicly available digital recordings, AI, and a little background research to generate convincing fraudulent phone messages in which voices and speech patterns are emulated. Deep-fake scams are also on the rise. Simple computer viruses and trojan horses have transformed into highly sophisticated ransomware, spyware, and advanced persistent threats (APTs). Malware is designed to disrupt operations and steal data and funds. A notable development in the cyber security sphere is the increase in nation-state-sponsored cyberattacks. Such attacks are carried out for espionage, to sabotage critical infrastructure, and can influence geo-political events.
You mention AI; how is the rapidly developing technology affecting cybersecurity?
Just as AI is creating new ways of sourcing information, resolving problems, and supporting commercial growth, bad actors are optimizing it. We’ve talked about traditional
Phishing, but AI-driven Phishing is adding new techniques into the mix. Previously, detecting a fake email through grammatical mistakes or unnatural language was possible, but generative AI creates flawless and contextually relevant emails. A vocal form enables interactive deceptive conversations with chatbots posing as vendors or regulatory personnel and is hard to distinguish from regular callers.
AI can automatically collect and cross-reference data from flight logs with public profiles, industry databases, and other readily available sources to target attacks. These same bad actors can create Deepfake audio and video impersonations of key personnel (e.g., CEOs, DOAs, DOMs) for fraudulent requests. Automated AI can launch largescale, efficient attacks targeting entire aviation organizations, create polymorphic malware that evades detection in aircraft systems and ground-based networks, and can find and exploit weaknesses in flight management systems, communication networks, and ground infrastructure, as well as being used for password cracking.
Yet, with each new development comes an equal and opposite development regarding cybersecurity. AI can provide defense and is spawning new cyber management options. It can detect threats early and initiate rapid response and remedial action. Behavioral analytics can be used to identify anomalies in flight data and network traffic. This is a powerful defense mechanism when combined with human knowledge and expertise. The evolution of AI in cybersecurity reflects the constant cat-and-mouse game played between the good and bad actors.
I know that Gogo offers an impressive portfolio of training options. Do any of them exclusively focus on cybersecurity?
Yes, we are strong advocates for training and education in the industry. We run cyber awareness courses that are constantly updated for aviation IT professionals, crew, and passengers. Our Aviation CyberThreat Awareness course is designed specifically for business aviation professionals, owners, and operators. The program navigates the complexities of security and cyberthreat prevention from an aviation perspective. It identifies common risks, defines attack methodology, and describes current cybersecurity concerns within aviation to raise awareness about inherent vulnerabilities. Modules relating to data protection during international travel are complemented by information about using personal digital devices before, during, and after a flight. This human element is a vital foundation for building cyber vigilance.
Does Gogo offer any services other than training to support cybersecurity?
We provide three explicit service levels to support cybersecurity mitigation. The entry-level service provides active threat monitoring by proactively observing live flight data behavior. Human experts work with AI and refined machine reading technology at our NOC to evaluate data transmission. If the system notes discrepancies, remedial activity follows.
Our Advanced Encryption service is purpose-built for business aviation, using our router platforms and infrastructure to apply proprietary technology to optimize a secure,
accelerated tunnel through which encrypted, anonymized data passes from the aircraft to the ground and back. The system effectively protects the entire aircraft network.
The third level creates a Private Network, transforming the aircraft cabin into a secure corporate workspace. The data never touches the public internet, effectively making the aircraft as safe as an office while also giving visibility into the network for threat monitoring.
It seems that cybersecurity needs to be multi-layered. What constitutes a good aviation cybersecurity strategy? What are some best practices for mitigating aviation cyber threats?
Our key recommendation is that aviation organizations, stakeholders, and suppliers be cyber vigilant and employ various tools to mitigate the threat. A combination of human understanding, implementation of tech protocols, and investment in robust cyber management solutions can help protect aviation assets.
Simple actions can also make a huge difference and include:
` Use passwords to protect the cabin Wi-Fi. We know flight departments can be reluctant to create Wi-Fi passwords due to the perceived inconvenience to passengers, yet the inconvenience of learning a password far outweighs the potential risks. QR codes are a simple way to share the password. Don’t use aircraft tail numbers, company names, or principal titles as passwords; make sure to change the default router password set by the OEM.
` When creating a password, length trumps complexity. It is harder for decoders to crack a long password, such as the first line of a favorite song, than it is to figure out a short password that includes numbers, special characters, and letters.
` Always think before connecting to external Wi-Fi. It is better to switch off auto-connect and consciously decide which networks to join. If you’re in a public area such as an FBO or MRO, only log on if access is via a password.
` Secure digital devices with a strong password; don’t use birthdays or pets’ names, for example.
` Don’t plug devices into unfamiliar docking stations; don’t use a USB drive unless you know it is yours.
` If you travel, use a virtual private network, VPN, for an
encrypted connection. This creates another layer of defense when logging on to a hotel, restaurant, or FBO network.
` Equally, when traveling to a new country, ask the IT department to confirm if it is high risk in terms of cyber events. If it is, leave data-rich devices at home and use loaner devices.
` Minimize sharing data with third-party suppliers until you’ve confirmed their cyber protocols. Passenger manifests, for example, contain rich data, but if the catering company or ground transport company does not have cyber protocols in place, the data becomes vulnerable.
Are there any key standards, regulations, or guidelines related to aviation cybersecurity? How is the industry supporting awareness raising?
Awareness of cybersecurity and its potential negative outcomes is being discussed at international levels across the aerospace industry, and we’re aware that guidelines are being created. Still, we would all benefit from further cooperation and knowledge sharing. IATA has prepared a useful document that explores risks and solutions for aviation, and regulatory frameworks are being created at regional levels. The FAA is issuing new mandates to encourage cyber awareness, regular security updates, and implementing network security solutions for aviation. The U.S. National Institute of Standards and Technology (NIST) released version 2.0 of its Cybersecurity Framework in summer 2024. These updated guidelines provide a great template for aviation to follow. This is a joint effort across several nations, all providing guidance. This is worth reviewing for any operator or owner wanting to set up cybersecurity management protocols.
Scan QRCode to learn more:
How the NIST Cybersecurity Framework 2.0 helps protect businesses
THE FUTURE OF IN-FLIGHT CONNECTIVITY
2025 MARKET OUTLOOK
By Summer Staninski, Market Research Analyst VALOUR CONSULTANCY
Only five or ten years ago, many business aviation customers saw in-flight connectivity (IFC) as a ‘nice to have’. Today, it’s essential, with private travellers expecting seamless connectivity to multiple devices, 4K (and even 8K) streaming, and a fully functional office in the sky.
To meet this growing demand, major network operators have launched satcom services tailored to business aviation, achieving great success over the past decade. Initially powered by Ka- and Ku-band geostationary orbit (GEO) satellites, these solutions provide ample data for web browsing and high-quality content streaming but suffer from high latency, impacting time sensitive applica-tions like video calling.
This issue is now being solved with non-geosynchronous orbit (NGSO) satcom solutions, such as Starlink and OneWeb’s Low Earth Orbit (LEO) constellations, which
deliver both low latency and high throughput. Their emergence is reshaping the current competitive environment and redefining IFC performance.
This article explores the current IFC landscape while NGSO is still in its infancy. It then assesses the impact of Starlink, OneWeb and other NGSO-powered solutions as they gain traction, focussing on evolving service plans, competitive responses, market consolidation and the future competitive environment.
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Photo courtesy of Gogo
FIRST, THERE WAS GEO
Today, the biggest player in the Ka- and Ku-band satcom market is Viasat. Even before its 2023 acquisition of Inmarsat (which had the largest Ka- installed base), Viasat held a strong share of satcom connections across its Ka- and Ku-band services. However, inheriting Inmarsat’s extensive business aviation customer base spanning Land Ka-band networks, cemented its position as the third largest network operator in business aviation – behind Iridium and Gogo – with over 5,000 subscribers.
In the Ka- and Ku-band realm, Viasat now offers two (currently) separate GEO Ka-band solutions: Jet ConneX (JX), powered by the ex-Inmarsat Global Xpress (GX) network, and Viasat Ka-band, powered by the Viasat Ka-band network. Its success in business aviation can be partly attributed to its early entry into the market with high-speed Ka- and Ku-band offerings that supported data-hungry applications. JX entered service in 2016 and Viasat Kabecame available for business aviation customers in 2017, building on the success of the (then) Yonder Ku-band service, which launched in 2009. Both Ka-band solutions represent a higher-speed alternative to Gogo’s 3G air-toground (ATG) network and Inmarsat and Iridium’s L-band connectivity.
The advent of Ka-band has seen average download speeds reach 20-30Mbps, which is plenty for individual users to watch Netflix in 4K and browse the web, marking a step change from the mere Kbps speeds associated with L-band. As a result of these newfound capabilities, OEMs across the aircraft segments on which the requisite antennas can fit – mostly large cabin and super midsize jets – jumped at the chance to offer both solutions factory fit. Over 90% of large cabin jets from Gulfstream,
Dassault and Bombardier come with JX already installed, while Viasat Ka-band can be found on a majority of super midsize jets rolling off the assembly line.
Shortly after Viasat’s Ka-band entry, competitors swiftly rolled out GEO Ku-band solutions designed specifically for business aviation and targeting the same aircraft. While not their only goal, a key motivation was to challenge Viasat’s offering and persuade operators to switch to an alternative solution instead of upgrading from Viasat’s Kuband to Ka-band.
Intelsat’s FlexExec solution debuted in 2018, but its launch was soon followed by the failure of the I-29e satellite. As a result, the service didn’t fully operate as expected until 2023, with Satcom Direct (now Gogo) as the exclusive service provider. FlexExec employs a mechanically-steered antenna and is geared towards large cabin jet operators. It initially demonstrated maximum speeds of 15Mbps with near-global coverage and has been largely limited to the aftermarket due to its recent entry and Viasat’s stronghold in line fit. In 2024, Intelsat and Satcom Direct increased peak download speeds to 50Mbps, with a roadmap for further improvements.
SES followed with its LuxStream solution in 2019. Like FlexExec, LuxStream targets the large cabin segment and uses a mechanically-steered antenna. It has also gained traction in the aftermarket, winning contracts with charter and fractional ownership providers, the largest being VistaJet.
Figure 1 depicts the current competitive environment in terms of installed terminals at the network operator level.
Photo courtesy of Viasat
Despite the availability of at least four GEO Ka-/Ku-band solutions, Iridium’s L-band and Gogo’s ATG still account for a significant majority of terminals. A large chunk of Viasat’s share is also comprised of L-band terminals. In fact, Valour Consultancy estimates that only 17% of the 21,893 active terminals flying around the globe are Ka- or Ku-band. But why?
One reason is that the global fleet consists of a large number of smaller jets and turboprops, as shown in Figure 2. In 2024, it was estimated that just over 42,000 business jets and turboprops were flying globally, with three-quarters of these falling into the midsize jet and smaller categories which – until the emergence of LEO – could only be equipped with ATG and L-band systems. As a result, the GEO Ka- and Ku-band solutions mentioned earlier are competing in the large and super midsize segments only. Together, these make up 23% of the global fleet.
Even if these high-speed GEO solutions could fit on smaller aircraft, they are fairly expensive to install. For example, according to StandardAero, the Honeywell JetWave system and installation cost ranges from $600,000 to $650,000. Accompanying plans can also cost anywhere between $13,000 and $55,000 with average monthly per aircraft prices for GEO Ka-band connectivity estimated at around $20,000 (according to Valour Consultancy). Clearly, both the hardware and ongoing service fees represent a significant outlay relative to the value of smaller aircraft. In comparison, alternative ATG from Gogo has a monthly ARPA of $3,380 (reported in 2023) and L-band solutions typically cost around $800-$2,000 per aircraft per month (estimated by Valour Consultancy), making them much more economical options.
GEO Ku- and Ka-band solutions installed on super midsize and larger jets offer speeds sufficient for activities like streaming, web browsing, emailing and access to social media. However, as passenger expectations rise, these solutions are struggling to support time-sensitive applications like live teleconferencing. As a result, we are witnessing the start of a noticeable shift towards the adoption of NGSO solutions, which provide the low latency needed for such tasks.
This demand for more robust connectivity stems from two key factors. First, the post-COVID boom
Operator
communications
Business Aviation
Turboprop
Small Cabin Jet
Midsize Jet
Very Light Jet
Large Cabin Jet
Super Midsize Jet
Bizliner
in business aviation has introduced more high-networth individuals to private flying, who now expect to be able to join video calls free from lag, collaborate on documents stored in the cloud and even engage in live in-flight gaming. Second, the growth of charter companies and fractional ownership has democratised private travel, introducing a younger demographic who don’t even remember a time before the Internet and therefore see high-speed connectivity as a basic need, regardless of aircraft size. As the general appetite for connectivity keeps growing, the gap in the market for a new solution or technology that addresses these needs keeps growing too.
Figure 1. Share of Active Terminals by Network
- 2024 Iridium
Source: Valour Consultancy
Source: Valour Consultancy
Figure 2. Global Fleet by Aircraft Size - 2024
ENTER: LEO
Today, the only available NGSO networks in business aviation are Starlink and OneWeb which are both LEO Kuband constellations. Starlink was the first to market after launching on semi-private charter operator JSX at the end of 2022. OneWeb went live in aviation very recently and is working with Gogo to offer the LEO-only Galileo solution. By 2028, we expect that LEO Ka-band networks from Telesat (Lightspeed) and Amazon (Kuiper) will be up and running too. Take-up of these solutions is anticipated to be high due to three key reasons:
` Strong network performance.
` An expanded addressable market due to the smaller form factor of electronically-steered antennas (ESAs),
enabling installation on a wider range of aircraft, including smaller jets.
` The competitive pricing of these solutions.
GEO networks have inherently higher latency due to their distance from Earth, with an average round trip time of 500-600ms. In contrast, NGSO networks experience lower latency because they are much closer to Earth. Starlink’s recorded latency, for example, can reach 25ms over land, with round trip times always below 99ms. Figure 3 highlights the optimal latency for various in-flight applications and shows how GEO connectivity may struggle to support increasingly common tasks.
Figure 3. Optimal and Acceptable Latency Across Different User Applications
Starlink Mission Launch@SpaceX
Not only is latency improved, but peak and average speeds are also surpassing most GEO solutions currently available. Starlink reports download speeds ranging from 40 to 220 Mbps per terminal, with upload speeds between 8 and 25 Mbps. Testing undertaken in October 2024 on a Qatar Airways flight saw speeds averaging around 150 Mbps download and 50 Mbps upload, higher than the peaks seen with current GEO solutions. Starlink’s performance is bolstered by its second-generation satellites, which feature optical inter-satellite links (ISLs) that accelerate data transfer to and from aircraft. In the
Both Starlink and OneWeb have installed hardware on aircraft as small as a turboprop, demonstrating how LEO solutions and associated ESAs are expanding the addressable market for high-speed connectivity. As mentioned, smaller aircraft account for about 75% of the global fleet and while owners and operators crave high-capacity solutions, more modest budgets and lower hull values have made the economic case for such solutions
interests of balance, Intelsat’s roadmap will see FlexExec speeds eventually reach 100 Mbps, with new JX service plans promising similar speeds.
OneWeb’s first-generation network is now operational in business aviation. However, performance lags behind Starlink’s as the constellation lacks ISLs and consists of fewer satellites that sit at a higher orbital shell. In saying that, OneWeb can still achieve peak download speeds of 195Mbps and 32Mbps upload speeds, with latency typically under 70ms.
more challenging. With this in mind, NGSO solutions have been priced competitively. For example, an unlimited Starlink package is priced at $10,000 per month, with hardware costing $150,000 across all segments. Similarly, Gogo’s half-duplex (HDX) antenna for smaller jets costs $120,000 and an unlimited data plan for its OneWeb-powered Galileo service is priced at $10,500 per month.
In March 2025, Gogo received PMA (Parts Manufacturer Approval) from the Federal Aviation Administration (FAA) for its Gogo Galileo HDX antenna. With the PMA confirmed, Gogo is moving to full-scale production and sales of the HDX, enabling the global Gogo dealer network to begin installations of the electronically steered antenna (ESA) and finalize Supplemental Type Certificate (STC) generation for more than thirty aircraft types.
Photo Courtesy of Gogo
THE RESPONSE? CONSOLIDATION
Mounting pressure from LEO networks has caused GEO players to respond in several ways, with consolidation being the most notable. Since 2023, we have seen significant moves such as Viasat acquiring Inmarsat, Eutelsat taking over OneWeb, and SES progressing with plans to purchase Intelsat. On the service provider side, Gogo’s acquisition of Satcom Direct has resulted in a dominant entity that now serves nearly 85% of the IFC installed base.
The result of this consolidation has been the creation of multi-network and multi-orbit offerings. Eutelsat OneWeb, for instance, can now present a unified GEO-LEO solution, while the SES and Intelsat tie up will combine each’s GEO footprints with the former’s O3b mPOWER MEO network. For companies such as Viasat, which effectively operates two independent GEO Ka-band networks at present, the priority has been on achieving interoperability between the two to maximise capacity for customers. New-generation hardware, such as Honeywell’s JetWave X terminal, will see speeds increase from 30 Mbps to over 100 Mbps by connecting to both GX and Viasat’s original Ka-band assets. The company has also confirmed a partnership with Telesat, which will see it distribute Lightspeed’s LEO Ka-band capacity, although this won’t take effect until 2028 when the network is expected to launch. Additionally, Intelsat has partnered with OneWeb to introduce multi-orbit connectivity for aviation customers and has made a strong start in commercial air transport where its GEO-LEO Ku-band proposition is fitted on over 100 aircraft using Gilat’s Sidewinder terminal.
These multi-orbit plays suggest network operators are realising that some NGSO element is crucial to their offerings – GEO alone isn’t going to cut it anymore. However, that isn’t to say there is no room for GEO whatsoever; the main advantage of multi-orbit over LEO-only is that GEO satellite capacity can be shifted to bolster coverage
in high-demand areas. In contrast, LEO capacity is evenly distributed globally. Critics argue that LEO networks could therefore become congested in busy airport hubs, which would significantly degrade the user experience. A natural solution to both issues is a multi-orbit offering that combines the low latency benefits of LEO connectivity with the flexibility afforded by GEO satellites.
A similar critique from longer-established network operators is that Starlink’s service is consumer-grade and shared across multiple markets, making it susceptible to over-subscription. Already, residential customers in regions such as the southeast of England have joined a waitlist to access Starlink as the area has reached capacity, leading to a deterioration in user experience. Recently collected data shows that the top 10% of speeds in H1 2024 averaged/peaked at 74Mbps/157Mbps download and 11Mbps/16Mbps upload. In H2 2024, this declined to 67Mbps/157Mbps and 10Mbps/16Mbps, respectively. There are growing concerns that as Starlink gains more subscribers, such performance degradation could extend to aviation customers.
Starlink has signed deals with large airlines like Qatar Airways, United Airlines and Air France and boasts a combined backlog of some >1,500 tails at the time of writing. Once this is fulfilled and the standard freemium offering deployed, the network will come under further stress and critics may well be vindicated. However, Starlink continues to invest in its network, launching satellites at furious pace. Today, there are over 7,000 in orbit. Starlink has approval to reach 12,000 satellites by 2027 and Elon Musk has ambitious plans to increase this to 42,000 by the end of the decade, adding a huge amount of capacity in this process. Kuiper will likely also expand its first-generation network beyond the 3,236 planned satellites in a similar fashion to Starlink.
Photo courtesy of Eutelsat Onweb LEO GEO
THE FUTURE COMPETITIVE ENVIRONMENT
Valour Consultancy believes that a LEO-only configuration will be sufficient for most business aviation customers.
While multi-orbit solutions will likely succeed in commercial aviation, uptake will be constrained to a few customer profiles in business aviation. Given their size, VVIP aircraft are natural candidates for the larger ESAs required and, even today, often sport a plethora of terminals containing mechanically-steered variants along their fuselage. Importantly, they are typically used by Heads of State and ultra-high-net-worth individuals/executives who have the deepest pockets and the greatest desire for uninterrupted connectivity and cutting-edge technology. In this segment, multiple redundant paths off the aircraft are an expectation, allowing networks to be segregated and designated for different applications or users to enhance security, making them the exact customer for whom multi-orbit connectivity is necessary.
For other customer profiles, LEO-only connectivity is likely to be more than adequate, particularly given the limited real estate to mount antennas on smaller airframes. In future, additional NGSO solutions will launch, providing customers with greater choice. For example, China Satellite
Network Group Co’s (China SatNet) state-owned LEO mega-constellation, Guowang, represents China’s response to Starlink, OneWeb and Kuiper. The construction of this network began in December 2024 with the launch of the first ten satellites and will eventually comprise 13,000 satellites when complete. While its use in business aviation remains uncertain, it’s likely to serve at least China and possibly countries like Russia and Brazil, where there is resistance to Starlink and other Western networks.
Being early to market will be a decisive factor in the success of an NGSO network but it’s not critical. Starlink is installed on over 200 tails already and is working on a line fit solution for Gulfstream’s large cabin jets. Meanwhile, Gogo’s Galileo will become factory fit on select Textron aircraft. By 2033, Starlink and OneWeb will have captured a significant portion of the market, securing more line fit deals as aircraft OEMs face pressure to offer the latest technology. They’ll also be successful in the aftermarket and are primed to compete for the >2,500 tails with legacy hardware from Viasat and Gogo that face a buying decision before their respective Ku-band and 3G ATG networks are sunset in 2026.
Photo courtesy of Courtesy Gogo
Also up for grabs is a large subset of medium and light jet aircraft that require a higher-performing solution than the currently installed ATG and L-band systems. These are likely to be targets not just for Starlink and OneWeb, but also latecomers like Amazon and Telesat. Once the initial Starlink hype dies down, the former is expected to utilise its similarly strong brand power to build reach and offer an exceptional service via affiliated assets like Amazon Web Services. The latter, of course, will have access to Viasat’s extensive business aviation customer base, many of whom, having come to trust the network operator and its service provider partners, are likely to stick with Viasat when upgrading to an NGSO or multi-orbit offering.
Figure 4 illustrates our forecast of NGSO vs GEO Ka- and Ku-band installations for the period 2023-2033. It’s expected that well over 75% of those NGSO installations will be LEO-only configurations.
Figure 4. NGSO vs. GEO Ka-/Ku-band Global Installations 2023-2033
Source: Valour Consultancy
Photo courtesy of Gogo
BIG DATA POWERS BOMBARDIER’S CONNECTED AIRCRAFT
Viswanath Tata
In today’s business aviation world, non-functioning cabin connectivity is often a reason to ground an aircraft. Passengers just aren’t willing to take off in a jet that can’t communicate with the rest of the world.
The connectivity sphere has developed rapidly over the last decade. A 2017 survey by the National Business Aviation Association (NBAA) found that over 96 per cent of business aviation users accessed cabin connectivity for email, while just 13.6 per cent used it for streaming video.
It’s a very different story in 2025, where video is king. And, while business aviation in-flight connectivity platforms are plentiful, all providers aim to deliver lightning-fast performance on par with the terrestrial experience. New satel-
lite networks, increased hardware options, and flexible plans have rendered the “one size fits all” aviation connectivity solution obsolete.
As the leading manufacturer of cutting-edge business jets, Bombardier has long realized that connectivity is integral to the aircraft ownership experience. Its industry-leading Global 7500 ultra-long-range aircraft is the culmination of the OEM’s learnings so far, facilitating maximum inflight productivity and entertainment options that stack up against ground-based offerings.
But, true to its innovative spirit, Bombardier has taken connectivity a giant leap further, as it works to evolve its vision of the connected aircraft.
CONNECTIVITY AND CONNECTED AIRCRAFT
While “connectivity” in business aviation is largely about how pilots and passengers communicate with the world, that concept is intertwined with what Bombardier refers to as the “connected aircraft.”
Elza Brunelle-Yeung, the OEM’s Senior Director, Aftermarket Products & Digital, defined both.
“Starting from a connectivity perspective, the view we have at Bombardier is that this is the more traditional concept pertaining to communication connectivity – so that includes cockpit and ATC communications, cabin and internet connectivity, TV, voice, and data. This is normally attained through a satellite-based or ground-based system.”
Passengers in the cabin prioritize lightning fast connectivity.
“Needs and expectations are different in the cabin depending on the clients,” confirmed Brunelle-Yeung. “Some want to use comms for work and productivity; others for entertainment; and still others for leisure, like video chats and gaming. That creates different user profiles. So, before deciding on a system, it’s important to identify the
connectivity capability the user needs, where they will be flying, and what support they will require. Budget can be another consideration for some customers.”
In terms of connectivity packages, Brunelle-Yeung said Bombardier is proud to offer the best and latest options, from satellite systems to air-to-ground services. Foundational to the OEM’s approach is the ability to offer customers a choice – for both in-service and new aircraft – because one option does not fit all.
“We’re focused on bringing value to our clients and providing that best-in-class, customer-centric experience. We want to be their first choice for maintenance, modifications and spare parts – and we will deliver on our commitments.”
Elza Brunelle-Yeung, Bombardier’s Senior Director, Aftermarket Products & Digital
She went on to explain how Bombardier’s “connected aircraft” vision takes things a step further, linking the entire aircraft, from nose to tail, with next-generation technology analogous to the Internet of Things (IoT) – a network of linked devices that collects and processes information from systems and sensors and becomes available at the customers’ fingertips.
“Here, Bombardier is bringing the whole aircraft into a mode where it becomes a smart aircraft,” said Brunelle-Yeung. “We are capturing and sensing things happening on the aircraft and transferring that data to our health management system, Smart Link Plus.”
Bombardier’s Smart Link Plus is an industry-leading innovation that offers a complete “back to birth” digital traceability of an aircraft’s history. Recognized by independent aircraft valuation provider VREF as a key factor contributing to aircraft value, Smart Link Plus acquires all sorts of data from an aircraft and translates it into recommendations that ultimately improve operational efficiency.
Brunelle-Yeung reported significant progress with Smart Link Plus – first introduced on the Bombardier Global 7500 aircraft.
“The system is now baseline in new production aircraft across our fleet,” she said. “All Challenger and Global aircraft delivered by Bombardier will now have that technology in 2025.”
In addition, Bombardier has been busy achieving certifications that pave the way for Smart Link Plus installation on its existing in-service fleet.
“Right now, it has been certified on Global 5000, 5500, 6000 and 6500 models, as well as the Challenger 300 series, 604, 605 and 650,” said Brunelle-Yeung.
Tangible benefits of Smart Link Plus include real-time aircraft performance monitoring, remote troubleshooting, and live OEM data and support.
“Traditionally, to troubleshoot an aircraft maintenance issue, you’d need to dispatch a human to wherever the aircraft may be,” explained Brunelle-Yeung. “But with Smart Link Plus, connected aircraft data is securely sent to Bombardier, and we showcase it to our clients through our myMaintenance app. It saves tremendous time; customers can review the data immediately and take steps to resolve the issue.”
In addition to facilitating quick diagnoses of existing maintenance issues, Brunelle-Yeung said the thousands of data points generated by an aircraft can help predict when trouble could arise.
“We are now working on developing a predictive maintenance capability using artificial intelligence (AI),” she said. “We are using fleet data to try to predict when a part or component could fail in the future. This will be hugely transformational for the way business aircraft maintenance is done.”
Predictive capabilities are still in development, with Bombardier working to ensure its new offerings answer customer needs and deliver added value.
The connected aircraft concept is further supported by Bombardier’s growing digital ecosystem, accessed through the myBombardier Customer Portal.
“As the OEM, we’re really focused on improving and providing the best and most seamless customer experience,” said Brunelle-Yeung. “That means bringing information to customers in a very accessible way, which contributes to streamlining their customer experience, making it easy to get the answers they need.”
The myBombardier portal was launched last year, she added, and customer feedback has been positive.
“This is the entry point, or the hub, for our digital services. Anyone who needs to access Bombardier-related info can
find it all in one central place. This includes the Bombardier e-commerce application for online parts ordering, technical publications, myMaintenance, and other OEM apps. Customers can access these in the myBombardier app store where they can find both Bombardier and third-party offerings from members of our ecosystem.”
Brunelle-Yeung added that as the OEM, Bombardier aims to harness the latest technologies to simplify the customer experience for owners, operators, pilots, maintenance directors, and operations specialists.
“We are bringing together information and replacing manual references and entries with digital alternatives. From a digital ecosystem perspective, as the OEM we have the ability to connect different entities together, saving clients time.”
To sum it up, Brunelle-Yeung outlined the benefits of a truly connected aircraft: “The connected aircraft really helps Bombardier customers improve their operations. It has demonstrated real results in reducing AOGs; customers can quickly get to the root cause and replace the right part at the right time. If recurring things are happening, it could indicate a larger issue, and customers can be proactive in that sense.”
A DIGITAL FUTURE
Brunelle-Yeung said Bombardier will continue to expand the capabilities of its myBombardier customer portal. As a one-stop hub facilitating the flow of information between the customer, their aircraft and the OEM, myBombardier is a constant work in progress, with improvements driven by user feedback.
“We’ll continue to introduce new connectivity technologies and deliver even more intuitive connected aircraft insights through the use of AI, including predictive maintenance and other capabilities,” she added.
Looking ahead, Brunelle-Yeung offered three predictions for the business aircraft connectivity space.
“First, network sustainability will be an important aspect to monitor. There are many networks launching new satellites. The projected lifespan of some satellites may be measured in years, so long-term sustainability will require significant investments to maintain.
“Second, customer support will also be a big focus area,” she continued. “There are many aircraft connectivity offe-
rings out there, and some will thrive; however, support in aviation is not the same as in other industries.
“Finally, geopolitical dynamics will likely play a part. When you’re talking about satellites or ground antennas, each country has the authority to approve or deny coverage in their zone.”
One thing is certain: When Bombardier’s new Global 8000 aircraft launches later this year, it will be the proud flagship for a new era in business aviation. With unparalleled comfort, speed and range, the platform will be the springboard for the continued evolution of the connected aircraft.
“We have an innovative spirit in our company, so we are very keen to use the latest and greatest technologies, including the responsible use of AI,” concluded Brunelle-Yeung.
In October 2024, Gulfstream received the FAA supplemental type certification to install Starlink’s LEO-based connectivity system onboard the G650 and G650ER
Can you provide more details about the Starlink STC and its availability plan for the rest of Gulfstream’s models?
This FAA approval gives G650 and G650ER customers the added convenience of working directly with Gulfstream to upgrade connectivity for their aircraft. Gulfstream has also received FAA certification to install Starlink on new G600 and G700 aircraft and is currently pursuing similar supplemental type certificates for the G800, G500, G400, G550, G450, GIV and GV-SP.
Can you provide a summary of the connectivity solution upgrades currently available across the Gulfstream service network?
Low Earth Orbit (LEO)
` Starlink
Geostationary (GEO)
` Legacy Viasat Ka
` Viasat/Inmarsat Ka
` Gogo PSKu Intelsat FlexExec
How is Gulfstream tracking all the latest connectivity technologies and ensuring their integration?
Gulfstream has relationships with all leading connectivity suppliers, and we constantly review roadmaps and evaluate the technology that may be available for customers. We strategically align our connectivity 10-year roadmaps with the technologies that may apply to business aviation.
Gulfstream offers a robust selection of connectivity solutions to meet the mission of all flight department needs with a specific focus on user experience, service offerings and innovative hardware.
Updates by Jeff Gayon, Gulfstream’s director of Customer Support sales
and retrofit solution for Dassault’s Falcon business jets
Dassault Falcon Jet is taking the connectivity needs of out customers very seriously, and as such has developed a series of unique connectivity solutions under the FalconConnect umbrella.
FalconConnect is more than just connectivity services through Dassault; it fully encompasses the services aspects as well as the hardware and its integration in the Falcon Aircraft.
Dassault has thoroughly tested all the connectivity equipment and their configurations, set-up and integration to offer the most robust and seamless experience to our customers. FalconConnect includes Iridium-based solutions for the cockpit and cabin as well as Viasat JetConneX solutions for the cabin.
Understanding that we are at a time of dramatic change in the connectivity industry, Dassault Falcon Jet is also offe-
ring numerous retrofit solutions outside of FalconConnect in order to cater to the varying needs and preferences customers may have. Those retrofit solutions are far-ranging across all the LEO and GEO solutions offered today on the market, Starlink and Gogo Galileo being the focus of our STC developments this year.
Dassault Aviation FalconConnect™ connectivity offering is the all-in-one suite of services and applications that enables operators to deliver highly efficient, reliable connectivity. Powered by Honeywell, FalconConnect is extremely flexible and can be used to access networks including 3G/4G on ground, Wi-Fi, Inmarsat L-Band, Datalink, Iridium Classic and Next, Viasat Ku and Ka-Bands or Jet ConneX Ka-Band and is expandable to accommodate future developments.
Updates by Olivier Langeard, Director, Aftermarket Programs & Business Development, Dassault
In February 2025, Honeywell announced an agreement with Dassault Aviation to install the JetWave™ X high-speed in-flight connectivity system as a line-fit
CLINICAL CONNECTIVITY
HOW MEDAIRE USES TECHNOLOGY TO SUPPORT HEALTH ON WING
By Jane Stanbury
In-Flight Bandwidth Isn’t Just About Streaming, It Could Save a Life
As cabin connectivity becomes commonplace in business aviation, it is unlocking more than merely email access at 40,000 feet. With improved bandwidth, aircraft are evolving into connected care environments—and experts suggest that this could revolutionize medical response in the sky.
Connectivity is no longer a luxury but an expectation; Executives rely on seamless internet access to conduct meetings, monitor operations, and stay connected with their teams. However, aviation medical experts highlight a more critical reason to prioritize robust Wi-Fi: it could be a lifeline in medical emergencies. “Cabin connectivity is rapidly becoming a medical safety tool,” said Dr Paulo Alves, Vice President of Aviation Health at MedAire, a global provider of in-flight medical and security services. “It’s
not just about keeping passengers productive—it’s about enabling timely, informed care when a medical event occurs onboard.”
For decades, MedAire has been at the forefront of remote medical response for aviation, offering 24/7 assistance through MedLink, its global response center staffed with emergency physicians. The team supports thousands of flights annually, from gastrointestinal issues to fainting or injuries from falls or burns. What’s changing, says Alves, is how bandwidth enables them to do it even better.
“When you have high-speed internet on board, you don’t just get a phone call, you get a data stream,” he explained. “That means real-time access to digital diagnostic tools and VoIP calls and a future where the possibility of wearable devices can be used to assess inflight medical situations.”
“Cabin connectivity is rapidly becoming a medical safety tool; It’s not just about keeping passengers productive—it’s about enabling timely, informed care when a medical event occurs onboard.”
Dr Paulo Alves, Vice President of Aviation Health at MedAire
Not Just a Call, But a Connection
Traditionally, crews facing a medical event in-flight have had limited options: use a first aid kit, contact a doctor via SATCOM or VHF, and make judgment calls about diversions. While these methods are still effective, Alves said connectivity enhances the response with clearer communication and more context.
One of the most significant developments in recent years is the introduction of the MedAire In-flight App, which serves as a direct portal to MedLink when connected to onboard Wi-Fi. Through the app, the flight crew can initiate a Voice over Internet Protocol (VoIP) call and speak to a physician in real time, with full access to medical records collected during the flight.
“Think about how much better you can help someone when you can see their ECG in real-time or get accurate
vitals instantly,” said Alves. “That’s the difference connectivity makes. It’s not theoretical; it’s already happening on connected aircraft. We receive over 10,000 call minutes per month directly through our App.”
The Digital Assessment Kit Brings the Clinic to the Cabin
Another capability made possible by bandwidth is the Digital Assessment Kit (DAK), a suite of Bluetooth-enabled diagnostic devices that link to an iPad running MedAire’s software. It includes a 12-lead ECG, pulse oximeter, blood pressure monitor, glucometer, and contactless thermometer.
With Wi-Fi, that data can be transmitted instantly to MedLink, where physicians can make informed assessments based on live clinical data. Alves says this leads to more efficient diagnoses.
“Pilots are understandably cautious. If there’s uncertainty, they tend to lean towards diverting,” he said. “However, with access to robust clinical data from these devices, we can often state confidently: ‘This person is stable, and you can safely continue to your destination.’ That’s valuable not just medically but also operationally. Conversely, denial is the leading cause of delays in obtaining appropriate medical care. Accurate medical data will clarify many life-threatening situations that aren’t always evident inflight.”
A Future of Preventive Health Monitoring?
“The next evolution in cabin connectivity is enabling proactive crew health monitoring,” says Alves. “With connected wearables, aircraft could soon support passive tracking of key metrics like heart rate variability, sleep quality, and fatigue. These data points—shared in realtime with MedAire’s medical teams—would provide early insights into crew wellbeing, helping operators make more informed decisions about fitness for duty during and between flights. “He notes that wearable tech could enhance duty-of-care protocols and reduce risks associated with long-haul or high-frequency flying.
Connectivity as a Safety Layer
Aviation insiders agree that bandwidth’s role in medical support is evolving fast. While connectivity has long been justified for business continuity and passenger ex-
perience, its role in emergency response is shifting into essential safety infrastructure.
And with bandwidth becoming more available—from LEO satellite networks to upgraded Ka- and Ku-band services—the barriers to entry are falling.
“While in-flight medical support cannot fully replicate the comprehensive care available on the ground, the advancements in connectivity are bringing us closer to providing robust support in the air,” Alves said. “There are new benchmarks we can start aiming for.”
As aircraft become more connected, experts say the focus on integrating medical capabilities will only grow. For those responsible for health and safety in the sky, bandwidth may be one of the most important tools onboard.
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VIASAT BUSINESS AVIATION CONNECTIVITY OFFERING UPDATE
By Abdelmajid Jlioui
It’s been a couple of years since Viasat acquired Inmarsat. How did this strengthen your leadership in the business aviation connectivity market?
There’s a famous saying that ‘a leader is one who knows the way, goes the way and shows the way’. I think that’s a great description of our Inmarsat acquisition in 2023, because although there have been several mergers and acquisitions across the connectivity market since then, I’m proud Viasat was one of the first to lead the way. And it’s been a great success story, not only for us as a market leader, but for the business aviation industry too.
Following the acquisition, our decades-long understanding of the market became even deeper as we benefit from our combined experience and vastly enhanced data insights from our larger combined customer base. In fact, one of our first activities after the acquisition was conducting an in-depth process to better understand market demands. This involved an extensive analysis of how business aviation customers use our connectivity today and more importantly, the trends that will shape future demand, supported by the latest market research and one-to-one discussions with various partners and customers. Those insights are used to shape our latest service transformations.
Kai Tang, Head of Business Aviation at Viasat, chats with Abdelmajid Jlioui
We are being smarter and, thanks to the benefits of our new scale following the acquisition, we can offer a better cost per bit without compromising on the experience. We want our services to truly offer the best of both worlds, delivering on the powerful combination of Viasat’s capacity and performance with Inmarsat’s coverage and reliability. By harmonizing our collective expertise, experience, technology and partner ecosystem, our customers have directly benefited from even better choice, value and capabilities to meet their existing and long-term connectivity needs.
In addition to mergers and acquisitions amongst connectivity providers, there have been new entrants in the market too. Does this type of evolving landscape impact Viasat in any way?
The dynamics of the business aviation in-flight connectivity market are constantly changing. Viasat has been a key player for over 30 years now and as you can imagine, we’ve seen many changes over that time, with technology advancing and competitors coming and going. But competition has always been a good thing for the market, and we have always welcomed it.
However, we pride ourselves on knowing the market better than others and truly understanding what our customers want from their connectivity provider. And we strive to consistently deliver on that, working side-byside with the business aviation industry’s leading OEMs, MROs and resellers. That’s why, while others have come and gone, Viasat has always stood the test of time.
Viasat is the only connectivity provider to offer both Ka-band and L-band solutions to business aviation customers. Can you walk us through your services?
Our advanced, high-speed solutions over Ka-band are suitable for a broad range of business jets, from super-midsized to large cabin. These provide fast and consistent connectivity that allows passengers to enjoy video conferencing, multi-device video streaming, corporate VPN access and more, during all phases of flight.
Business aviation customers also have access to our resilient L-band services, which can either be used as primary connectivity for smaller or older aircraft, or as a complementary system to Ka-band services. This ensures passengers can stay connected with colleagues, friends and family wherever and whenever they fly, with the abi-
lity to communicate over email, text, instant messaging and video calls, browse the internet and social media, and enjoy single device streaming.
Viasat has a successful track record of consistently innovating and pushing the boundaries of in-flight connectivity to stay ahead of evolving customer needs. In the future too, we will continue to evolve our services and develop transformative new satellites and terminals with partners. And we’re in a unique position because we are building up from existing, proven solutions. This approach cannot be replicated by others and provides a welcome alternative to some providers who are over-promising and under-delivering.
Can you provide an example of how Viasat has harmonized its business aviation service offering since the acquisition of Inmarsat?
A recent example was the introduction of ground-breaking enhancements to our satellite network and service model that led to major performance improvements on selected plans for our Jet ConneX in-flight connectivity service, with the introduction of features such as uncapped speeds, expanded capacity and increased network prioritization. The market response was overwhelmingly positive, with hundreds of customers activating those plans within the first three months of launch and uptake is continuing to quickly grow.
This marked an important step in harmonizing Viasat’s business aviation service offering and network management strategy, following our acquisition of Inmarsat. It could only have been achieved following the coming together of two leaders in business aviation in-flight connectivity, combining our unique expertise, experience, technology and data. We utilized the aspects that were most beneficial to customers and that has been warmly received in the market.
And this is just the start. The next evolution will be introducing a substantial amount of extra capacity in the near future for our Jet ConneX customers. In addition, we have used the principles from our recent network enhancements to develop an advanced new in-flight broadband service, JetXP. This is our most powerful service to date and it’s the first to utilize our full Ka-band network, including the highly advanced ViaSat-3 and GX satellites. It has been specifically developed to provide an optimized holistic connectivity experience, not just headline speeds.
There’s already a lot of excitement in the market about this and Honeywell’s JetWave X, which is the first terminal for JetXP, will be available later this year.
For many years, your L-band offering was the only true global cockpit and cabin connectivity solution equipping thousands of jets. How do you plan to support this fleet and what upgrade options are available for these customers?
SwiftBroadband (SBB) has been the world’s leading L-band service for business aviation since 2009, offering reliable in-flight voice and data connectivity with global coverage that is always available to meet the core needs of users. It is a proven, dependable way to stay connected, ensuring the basic needs of business aviation passengers and crew are being met, from in-seat mobile phone and text services to emails and web browsing.
And we’re delivering on our promise to enhance the service’s performance with our new SwiftJet offering, which enters commercial service this year, delivering seamless global connectivity across flight routes and maximum speeds up to six times faster than our existing SBB solution.
It’s also worth highlighting that our global L-band network’s capabilities are being further enhanced by additional sa-
tellites, which will support SwiftJet through the 2030s, reinforcing the service’s long-term value.
Does Viasat still favour Geostationary Earth Orbit (GEO) over Low Earth Orbit (LEO) satellites for business aviation in-flight connectivity solutions?
For markets such as business aviation, which have a global footprint and require enterprise-grade connectivity developed specifically for their needs, GEO remains the backbone for reliable, efficient and cost-effective solutions.
But we believe that success in the connectivity market hinges on not being tethered to a single type of orbit or spectrum band, but on our agility to provide the most efficient and seamless solutions tailored to specific needs.
As part of our fully funded roadmap and flexible network architecture, we aim to intelligently orchestrate transformative GEO and Non-Geostationary Orbit (NGSO) networks to stay ahead in service innovation and differentiation across multiple markets. Viasat Maritime’s NexusWave service, for example, is partly based on an agreement with OneWeb and specific to the needs of the maritime market. We’ve also mentioned exploring other potential partnerships, such as the Telesat Lightspeed, for specific use cases in the commercial and business
aviation markets. This reinforces our mission to continue investing in technology that solves the biggest challenges for our customers: capacity and coverage.
Of course, the clever marketing of several LEO-only network operators has turned a few heads in the market. Business jet operators need to be diligent in choosing the right connectivity that brings the most value to their specific needs, including factors such as reliability, consistency, coverage, speed, white glove customer service and support, and world-class market access, which is where Viasat truly excels. Ultimately, customers need to be reassured that we remain their best long-term option.
According to a recent Elite Wings survey, reliability is the top expectation for business jet passengers (65%) and is far ahead of speed (17%) or latency (17%). How do you ensure that your offering meets these high expectations?
The results are very much aligned with our own annual survey of business aviation professionals across the world, which also found that reliability was the most important characteristic of in-flight connectivity, selected by more than twice as many respondents when compared to speed. Coverage, consistency and value for money were also ranked higher than speed.
These insights are a wake-up call for our industry. Until now, connectivity providers have used speed and allowances to determine which service plan a business aviation customer should be placed on. However, it’s clear that this approach no longer resonates with today’s market. Customers are savvy enough to understand that speed alone will never meet their requirements. Instead, they are looking at the overall experience and that’s exactly what Viasat strives to deliver. We’re enabling passengers to make the most of their time onboard, whether that’s for business, entertainment, or simply staying in touch with family, friends and colleagues.
EUTELSAT ONEWEB
A LEO-BASED SOLUTION FOR ALL SIZES OF BUSINESS AIRCRAFT
By Viswanath Tata
Jason Sperry, Head of Business Aviation at Eutelsat OneWeb, answers EWM questions about the latest updates on Eutelsat OneWeb’s LEO connectivity offering.
Can you provide an update on Eutelsat OneWeb’s satellite network deployment and current coverage?
Eutelsat OneWeb has made significant advancements in its satellite network deployment. The OneWeb constellation now comprises 588 active satellites supported by 39 ground stations globally, including spare satellites for resilience. This infrastructure is inching closer to delivering full global coverage. Regions like North America, South America, Europe, and Australia are already operational. The remaining ground stations are expected to be fully operational by late 2025, ensuring even the most remote regions are connected. The network is designed to offer seamless service continuity, a pivotal focus as Eutelsat OneWeb plans to transition to next-generation constellations.
In December last year, Eutelsat awarded Airbus Defence and Space, the contract to build the first batches of the OneWeb LEO constellation extension, totalling 100 satellites, with delivery targeted from the end of 2026. Can you share more about OneWeb’s next-generation satellite constellation plans?
Planning for the next-generation constellation is well underway at Eutelsat. The new constellation aims to enhance service continuity for existing customers while introducing state-of-the-art features. Moreover, the upcoming constellation will ensure compatibility with current terminals, allowing customers to seamlessly transition without service disruptions. While specific details remain under wraps, Eutelsat expects to share updates within the next year.
LEO-based connectivity may be subject to congestion in high-usage areas; how does the OneWeb network address reliability and congestion concerns for aviation customers?
The network strategy stands apart due to its aviation-focused approach. Recognizing the distinct needs of business and commercial aviation, Eutelsat OneWeb has implemented a premium weighting system in its network design. This ensures continuous and reliable connectivity for aviation terminals, even in areas prone to congestion. Unlike other satellite operators, OneWeb avoids residential services, reducing the likelihood of network strain near hubs and major urban centers. Our technology and network infrastructure are purpose-built for mobility, making them ideally suited for aviation customers.
By prioritizing aviation terminals with a premium weighting system, OneWeb ensures reliable connectivity even during peak usage. This strategic approach allows aviation customers to operate without disruptions caused by network congestion, making OneWeb’s solution a dependable choice.
Should we understand that the OneWeb constellation is optimized for mobile applications ?
Yes, mobility is at the heart of the OneWeb network design. From chipset selection to terminal configuration, every aspect of the network is tailored to support mobile applications. This focus on mobility makes OneWeb connectivity solutions ideal for aviation customers who demand reliable and high-speed service across diverse global routes.
What new technologies and partnerships has Eutelsat OneWeb introduced for aviation customers?**
Eutelsat OneWeb continues to innovate with cutting-edge
solutions tailored for aviation users. Through partnerships with industry leaders like Gogo, Hughes,Intelsat and Panasonic, Eutelsat OneWeb offers multi-orbit solutions, integrating both Low Earth Orbit (LEO) and Geostationary Orbit (GEO) capabilities. Gogo’s HDX and FDX terminals serve as flagship products for business aviation, with promising uptake in government aviation as well. These terminals are designed to meet the stringent reliability and connectivity requirements of diverse aviation segments.
We know that business aviation customers prioritize reliability, and Eutelsat OneWeb is committed to meeting these expectations. Our approach involves proactive monitoring and robust support capabilities, ensuring uninterrupted service. Additionally, Eutelsat OneWeb’s hardware and software solutions are designed with mobility in mind, guaranteeing optimal performance for aviation users. This dedication to reliability extends to the implementation of advanced terminal performance metrics, which allow for quick issue resolution and continuous connectivity service delivery.
Gogo AVANCE hardware and Gogo Galileo FDX antenna connects to OneWeb
The Gogo AVANCE and Gogo Galileo FDX terminal connects to OneWeb for high speed low latency global connectivity
Eutelsat OneWeb announced several key partnerships with business aviation OEMs in the last few years. Why is that so important to your aviation customers?
Eutelsat OneWeb’s partnerships with Original Equipment Manufacturers (OEMs) like Textron Aviation and Airbus Corporate Jets (ACJ) underscore its commitment to streamlined integration. Textron’s Cessna Citation Latitude, Longitude, and Ascend business jets, ACJ Connect Link will utilise the OneWeb network to facilitate highspeed connectivity on ACJs current and future fleet of VIP aircraft. These collaborations enable smaller aircraft operators to achieve connectivity speeds of up to 60 Mbps globally, a transformative upgrade from legacy systems. These developments highlight the critical role OEMs play in delivering reliable, high-speed connectivity to end users.
By integrating Gogo Galileo HDX for factory installation on the Cessna Citation Longitude, Latitude, and Ascend, Textron Aviation ensures customers benefit from a global connectivity solution that delivers exceptional performance. The system is built on Gogo’s proven AVANCE platform and features a fuselage-mounted HDX antenna, designed specifically for business jets. This configuration makes Gogo Galileo more affordable and easier to install and operate than other satellite systems currently available.
What opportunities does Eutelsat OneWeb see beyond passenger aviation?
Eutelsat OneWeb envisions a broad spectrum of applications for its connectivity solutions. Beyond traditional passenger services, sectors like medical transport, firefighting, and government aviation represent exciting growth opportunities. For instance, medical aircraft could leverage OneWeb’s technology to transmit real-time data to hospitals during flights, improving patient outcomes. Similarly, firefighting and disaster response aircraft could benefit from enhanced connectivity for coordination and data exchange during missions. With lightweight and high-capacity terminals, OneWeb aims to redefine connectivity standards in these specialized sectors.
What differentiates Eutelsat OneWeb’s approach to connectivity solutions from other providers?
Eutelsat OneWeb’s ability to offer flexible, customized solutions tailored to the unique needs of aviation customers sets it apart. By providing options like multi-orbit solutions and premium network weighting, Eutelsat OneWeb ensures a superior user experience. Our commitment to innovation and collaboration with industry leaders further solidifies their position as a reliable connectivity provider.
In October 2024, Textron Aviation announced the selection of Gogo Galileo HDX, for factory installation on the Cessna Citation Longitude, Latitude, and Ascend.
Photo Courtesy of Textron Aviation
EXPLORING THE NEW WORLD OF BUSINESS AVIATION CONNECTIVITY WITH GOGO
With the Gogo acquisition of Satcom Direct a new world of business aviation connectivity began. In conversation with CEO Gogo, Chris Moore, Jane Stanbury explores what that looks like.
Gogo’s acquisition of Satcom Direct was finalized late last year. It seems like a perfect fit, but can you share more details about what drove the acquisition? The synergies between the two organizations were clear, and we’d both spoken previously about an acquisition. SD was focused on delivering satellite communication solutions to business aviation and military and government customers, which comprised predominantly the international large-cabin long-range segment optimizing the benefits of Ka-band/Ku-band GEO networks. By contrast, Gogo Business Aviation was super successful in the predominantly North American Air-To-Ground market, a segment SD never chose to pursue because of their dominance and the investment required. Now that we are a combined company, we can blend our portfolio of products and services to deliver a purpose-built, multi-orbit, multi-band connectivity service and all the supporting services that go with that, from a single resource. The company has a growing global footprint and an evolving portfolio that supports reliable, consistent connectivity across the planet, even at the poles.
What has really changed though to make that happen, customers could go to Gogo or SD before and source connectivity that worked for their specific needs?
Prior to this year, if you were looking for connectivity solutions in North America, then ATG provided a great option for the region. Owners of long-range, large-cabin aircraft could easily access high-speed broadband through GEO networks for international connectivity. This was enabled by large tail mount antennas that only super mid-size jets and above could support due to their weight. This was exclusive for many aircraft and was one of the contributing factors for us to develop the Plane Simple antenna series, which offers lighter, more compact tail-mount and fuselage-mount satcom terminals. Simultaneously, LEO networks moved from conceptual ideas to reality as our LEO partner, Eutelsat OneWeb, began deploying its network. This is where the Gogo and SD worlds dovetailed as we were both developing compact, flat-panel, fuselage-mounted electronically steered antennas, ESA, to support the low-latency, high-speed broadband connectivity enabled by the OneWeb constellation. Combining the two companies has fast-forwarded our technical and
commercial potential by years. As a unified business, we are now the world’s only multi-orbit, multi-band connectivity provider, purpose-built to deliver advanced, secure, and reliable inflight connectivity solutions for business and military aviation customers, from a single source.
What advantages does having a multi-orbit, multi-band offering bring to the business aviation sector?
We have learned a lot from our government clients and note that our business aviation customers are embracing some of the same connectivity strategies. The focus is firmly on redundancy and recognition that there is no perfect network, so government customers will often adhere to the PACE approach to connectivity. This stands for Primary, Alternative, Contingency and Emergency connectivity. In simple terms they’re embracing a long-time aerospace strategy of implementing multiple redundancy across systems. The result is the optimization of a multi-orbit approach that uses various permutations of LEO, GEO and ATG to ensure consistent connectivity wherever it is needed. This is supported by human customer service teams, AI, and machine learning to maximize data transmission, mitigate coverage interruptions, and ensure the
right data gets to the right people in real-time. Business aviation operators want to be connected all the time. They expect it and don’t want to fly if the connectivity is down. Our extensive product and service portfolio means that we can support multiple aircraft types with different connectivity needs, and provide added value such as training, cybersecurity support, award winning customer service, a single accounting contact, and much more. You recently confirmed PMA approval from the FAA for the Gogo Galileo HDX antenna, what does that mean for the industry?
We received Parts Manufacturer Approval (PMA) from the Federal Aviation Administration for the Gogo Galileo HDX antenna in March. This was a key moment as the PMA meant our extensive network of dealers and MROs could begin finalizing STCs for different aircraft types in North America and Europe, and eventually all global bodies. The first STC confirmed was for the Airbus ACJ 319 aircraft, and was swiftly followed by an STC for the ever-popular Phenom 300. This perfectly highlights the flexibility and versatility of the HDX solution. The antenna is backed by Eutelsat OneWeb’s enterprise-grade LEO network, designed to deliver low variability and consistent performance across all routes globally. For operators of Airbus
ACJ 319 types, the HDX terminal enables low-latency connectivity, which is ideal for latency-sensitive services such as video conferencing. Executive airliner models will most likely carry a Ka-band or Ku-band solution too that connects with GEO satellites for video streaming or data downloading to support Internet of Things, IOT, and associated applications. For the Phenom 300 and all aircraft in this category, we are making high-speed broadband available to the cabin for the first time, it’s a groundbreaking moment for business aviation connectivity. We’ve moved to full-scale production, for the Gogo Galileo HDX antenna and our Gogo Galileo FDX antenna and is meeting its development schedule.
You have long and strong relationships with the satellite networks, why is this an advantage for customers?
Yes, we work with Viasat, Intelsat and Eutelsat OneWeb and have been evolving business aviation connectivity with them for decades. These are enterprise-grade solutions, which means we can keep our customers connected when they need it most. Business jet passengers want to avoid sharing capacity with home users, commercial airline passengers and even cruise ship guests using
free, unlimited Wi-Fi, so we work with partners that understand the importance of this. Our relationships with the satcom airtime providers also enable insight into their networks so we can anticipate any potential coverage interruptions and immediately resolve issues. Our motto at our state-of-the-art NOC is we know before you know. Our expert team is constantly monitoring data behavior to look for anomalies and with the support of AI and machine reading, can mitigate issues before they happen. In addition, we can inform our satcom partners if we’ve noted something unusual, and they can investigate from their end. This joined-up approach strengthens the business aviation landscape globally and ensures we can continue meeting and exceeding connectivity expectations. This is another reason why we are such strong advocates for multi-orbit capability as business jet passengers are paying for premium services and shouldn’t face the prospect of coverage interruptions.
You mention that you future-proof your systems, what does that mean for Gogo customers?
Typically, equipping an aircraft with connectivity systems is a significant investment for an owner as it invariably means stripping out old equipment, installing new equipment, and then repeating the exercise in a relatively short time frame as the connectivity sector rapidly advances. As we purpose-built our technology, we future-proofed the design so that while satellite tech continues to evolve, most of the system updates, which are required to optimize the solutions, will happen in our modem units. This minimizes the downtime and expensive upgrades to the interior cabin as well as delivering predictability in terms of maintenance, operations, and budgeting, and protects the owner’s investment. So, as much as possible, we’re attempting to predict the future of the satcom landscape and navigating a way through by creating customized long-term solutions connectivity solutions for customers.
DUNCAN AVIATION CONNECTIVITY INSTALLATIONS AND UPGRADES
By Viswanath Tata
Can you provide us an update on the demand for connectivity systems installation and current offerings on the market?
There’s definitely a lot of demand! We’re in a scenario where the demand is definitively higher than what the industry can handle. We’ve always seen strong demand for the Gogo Air-To-Ground (ATG) systems, and the new ATG versions are also very popular. We’re getting a lot of requests for Gogo’s new LEO offering, which is getting ready to come into the market. Gogo received the FAA Parts Manufacturer Approval (PMA) for the HDX electronically steered antenna (ESA) in March, triggering the start of the development of many STCs to support the installation. Starlink demand is also through the roof, with lead times on parts currently at four months, indicating high demand.
The Starlink STC installation offering started with the Gulfstream G650 and has progressed to the Bombardier Global aircraft family. We’ve had multiple other STCs for different business jet models, including the Bombardier Challenger 604/605 and Challenger 300 families, Embraer Legacy 600, and Citation X. Many other models, are pending certification.
Starlink’s support initially was a concern, but they now have an aviation support number manned 24 hours a day. So far, the performance has been great, and there haven’t been significant issues requiring support.
Starlink focuses on larger business jets for aircraft-certified parts that can be installed. The Bombardier Challenger 300 is the smallest airplane currently referenced, but we have seen STC certification for the Citation 560XL, which
is probably the smallest business jet certified right now. There are also STCs available for turboprops, such as the Beechcraft King Air B200/300 family.
Due to financial constraints and mission duration, in-flight connectivity adoption rates for smaller aircraft are generally lower. However, we are seeing a few requests for connectivity installation in smaller aircraft like King Airs and Citation XL/XLS.
Who is responsible for developing the STCs for Starlink installations?
Nextant Aerospace, Flexjet’s engineering arm, has done most of the heavy lifting for Starlink STCs. But other players, like Gulfstream and Dassault Falcon Jet, are working on their own STCs, using different parts and configurations.
For instance, Gulfstream has released its Starlink STCs, which are available only inside the Gulfstream network. They use some different parts than Nextant Aerospace, although it’s essentially the same equipment with some changes for the Gulfstream configuration.
Can you provide us an update on the Gogo offering?
The AVANCE L5 with 5G antennas is available, but we are still waiting for the X3 and LX5 5G boxes that are still pending final approval. We expect certification to be received by the summer. The 5G chip that makes them both a 5G box is in the final stages of development. Gogo has incentives and rebate programs to help defer some costs and keep the market thriving.
We anticipate installing many Gogo Galileo systems alongside Gogo ATG and Starlink systems in the coming months. Prior to PMA, we have seen requests for system provisions, but they are only beneficial if there is existing STC data. Without existing STC data, the cost of provisioning may not be justified.
Gogo announced it would be phasing out its legacy ATG system by the end of the year. What options are available for these aircraft at risk of losing their inflight internet connectivity?
Gogo has released the C1 program, which allows for a minimal installation with minor wiring changes and a drop-in box change. This option gives a couple of years of additional service time and appeals to a good portion of that segment.
Gogo C1 is a form-fit replacement for legacy ATG systems (ATG 1000, 2000, 4000, or 5000), preparing these aircraft to transition to the Gogo LTE network. The Gogo C1 design ensures operators can maintain internet connectivity with minimal downtime and changes to their existing installation.
We have also seen a few aircraft operators with ATG systems move to Starlink or ask about Gogo Galileo quotes. It depends on the flight department’s mission and needs. Some prefer the fastest and best connectivity, while others are expanding their flying routes outside the Continental US and are more likely to ask about LEO solutions. Some flight departments find air-to-ground solutions sufficient for their needs, especially if they don’t require video streaming.
Are customers installing new systems on top of existing ones or removing old systems?
Some customers are installing LEO solutions while keeping their old systems as standby connectivity solutions. The legacy Inmarsat plans are being rescaled to be more competitive with Starlink and Gogo Galileo options. Legacy system removals are evaluated based on integration with other systems; as Starlink is designed to be standalone and not integrated with cabin management systems, we can often perform its installation without the need for removing existing connectivity systems
Do you still see demand for Ku band systems?
Yes, absolutely! There is still a strong demand for Ku-band systems. We are currently installing a Gogo Plane Simple Ku band system that will operate on the FlexExec network of Intelsat satellites. Intelsat’s recent Ku-band FlexExec network enhancements have paid off with very good performance. Recent trials confirmed reliable speeds of up to 50 Mbps using the Gogo Plane Simple Ku-band antenna
system.
What are the lead times for various connectivity systems?
Lead times vary. Starlink parts have a lead time of 16 weeks, while other systems like Gogo ATG and Galileo have shorter lead times. Honeywell’s JetWave X is coming soon, and we expect demand to increase in the coming months.
Can installations be done at satellite shops?
Yes, installations can be done at satellite shops. We have 28 satellite shops available for connectivity systems installations. In fact, more satellite shops are doing Starlink and Gogo installations now than last year.
What impact did SmartSky’s bankruptcy have on your operations?
The impact was minimal. We had already moved on from SmartSky installations before the bankruptcy, and we’ve quoted a couple of removals since then.
What are some of the main challenges facing the business aviation MRO industry?
A key issue is the industry-wide shortage of qualified aircraft technicians and pilots. In addition to developing relationships with schools and training programs, Duncan Aviation is implementing many initiatives, including our own A&P apprenticeship program, collaborating with schools to educate young people about aviation careers, and focusing on attracting and retaining talent. We are also looking for people with IT backgrounds to transition into aviation.
CONNECTIVITY SOLUTIONS - INSIGHTS FROM AN AIRCRAFT MANAGEMENT PERSPECTIVE
By Abdelmajid Jlioui
Can you provide an overview of Clay Lacy’s aircraft management services?
From a high level, we manage about 140 aircraft, primarily based in the US, with a few international operations. Our services include maintenance oversight, financial planning and analysis, scheduling, dispatch, regulatory and legal governance, and charter services. Essentially, we provide a comprehensive flight department for each of our clients, handling everything from maintenance to regulatory matters, ensuring that aircraft owners can focus on their primary businesses while we manage their aviation needs.
Connectivity has become crucial in business aviation. In the past, options were limited to providers like Gogo and Inmarsat. Now, with the introduction of new players like Starlink, the landscape has expanded significantly. How do you evaluate and
A conversation with Henry Thomas, vice president aircraft management at Clay Lacy Aviation
recommend connectivity solutions to your clients?
We start by understanding the aircraft’s mission. Factors such as whether the aircraft is used domestically or internationally and the type of connectivity required, either business, entertainment, or both, play a significant role. We then guide our clients to the most cost-effective solution that meets their needs. The arrival of new players and technologies in the connectivity space has made it competitive, and we consider providers like Gogo, Viasat, Honeywell and Starlink, as each offering has unique benefits.
We evaluate the owner’s needs and recommend solutions based on their usage patterns and the type of connectivity required. Our goal is to provide a seamless experience and ensure that the connectivity solution aligns with the owner’s expectations and the aircraft’s mission.
Also, as asset managers, we help clients plan for connectivity upgrades by considering both cash and time investments. We evaluate the cost of installation and the availability of service centers. We often align upgrades with scheduled maintenance events to minimize downtime. Our approach ensures that clients get the best value for their investment while maintaining the highest standards of service.
How does connectivity impact charter operations?
Connectivity is a significant factor in charter operations and is becoming increasingly a key selling point. Aircraft with high-bandwidth and robust onboard connectivity systems are more sought after. The introduction of Starlink, also available for residential internet access, has increased customer awareness and demand for specific connectivity solutions. Charter clients now often request specific systems, and aircraft with robust connectivity options tend to perform better in the market.
How do you ensure that aircraft keep meeting owners’ expectations and requirements?
We conduct biannual and annual reviews of flight departments to ensure that aircraft meet the owners’ expectations. These reviews include discussions on potential upgrades and required capital investments. We also plan maintenance a year in advance, considering service bulletins, airworthiness directives, and upgrades to ensure that the aircraft remains in optimal condition.
Connectivity availability may be critical for some corporate passengers. How do they typically approach connectivity issues?
Owners and passengers often consult their pilots first when they face connectivity issues. If the pilot can’t resolve it, the issue then comes to us. We manage all maintenance and connectivity issues, either through the connectivity service providers, MROs, or our Part 145 repair station and avionics team. Our goal is to ensure that aircraft are safely and efficiently operated, providing a seamless experience for our clients. Connectivity is critical, and we strive to maintain a high level of service to meet our clients’ needs.
Do you also assist clients with aircraft acquisitions and configurations?
Yes, we do. We assist clients with aircraft acquisitions by providing budget planning and aircraft type selection based on their mission. Our extensive experience and knowledge allow us to guide clients through the acquisition process, ensuring they have the right experts, make informed decisions, and build a sustainable flight department that meets their needs.
We also help many first-time buyers enter the aircraft ownership world, whether they seek a factory-new jet or a top-quality pre-owned plane from a reputable aircraft brokerage firm and legal team.
"Customer loyalty is built on trust and the quality of service we provide. We integrate with our clients’ family offices, offering unbiased advice and comprehensive management services. Our goal is to be a trusted advisor, providing the highest level of service and ensuring that our clients’ aviation needs are met efficiently and effectively."
CONNECTING BIZLINERS
AMAC EXPERTS SHARE THEIR THOUGHTS WITH JANE STANBURY ON WHAT IT TAKES TO CONNECT EXECUTIVE AIRLINERS.
E you Connectivity for executive aircrafts
Connectivity on board VIP aircraft is a key topic in private aviation. When it comes to connectivity, customers always want the latest technology. Clients expect a seamless connection from the moment they depart until they land, ideally with the fastest speeds available, just as they would experience at home or anywhere else.
Choosing the right MRO partner is crucial, as installing new SATCOM systems requires not only compliance with regulatory requirements but also extensive expertise across various aviation disciplines to deliver a tailored solution and ensure seamless integration.
With the transition from Ka-band and Ku-band SATCOM systems to new, smaller, lighter, and more powerful solutions like Starlink or OneWeb, the demand for modern connectivity continues to grow. Selecting a trusted MRO partner throughout the entire process is essential.
Planning connectivity solutions
At AMAC Aerospace, the process begins with mapping out client requirements, analyzing the aircraft’s current setup, and assessing operational needs to design a fully
customized solution. SATCOM installations are never performed on the fly; they are always integrated into a heavy base maintenance check or combined with other modifications the customer wishes to implement.
In many cases, major SATCOM installations are carried out alongside cabin refurbishments ranging from minor updates, such as carpet replacement, to full-scale projects involving complete cabin re-veneering and varnishing, seat refurbishment, and other potential upgrades.
For VIP and government aircraft, important considerations include global flight routes, regional satellite coverage, and regulatory or political restrictions on satellite services. Guaranteed bandwidth and service reliability are also critical factors, as these are regulated differently worldwide. Additionally, the size of the aircraft plays a vital role in determining the optimal connectivity solution.
SATCOM Evolution
In the past, Ka-band and Ku-band SATCOM systems required very large, mechanically controlled antennas, measuring up to two meters in length and with a substantial weight. Larger aircraft, such as the Airbus A320 or Boeing B737 series, off er greater flexibility for antenna installation due to the available space on the upper fuselage where relatively large antennas can be installed. On smaller VIP aircraft, such as the Bombardier Global Express Series or Gulfstream aircraft smaller antennas are installed.
The complexity of the installation process also varies. Larger antennas require more extensive modifications, including structural reinforcements and extensive sheet metal work. For example, installing a traditional Ka-band antenna can require drilling over 1,000 holes and over 1000 hours of sheet metal work. SATCOM next-generation solutions, such as Starlink or
OneWeb, however, use flat antennas that reduce complexity and allow for faster and easier installation. These antennas are significantly smaller and lighter and have no moving parts, making them less subject to mechanical failure and aerodynamically more efficient due to a lower profile than traditional Ka-band systems.
Starlink top mounted fuselage antenna installation
Nevertheless, installing connectivity systems remains a complex task. The sheer size of the aircraft requires extensive work, making the physical installation of connectivity systems particularly challenging. It involves more labor, working at greater heights with scaffolding installed around the aircraft and extensive cabin access work to cater for the long wire runs throughout the cabin.
These are some of the factors that AMAC Aerospace deals with on a daily basis, allowing it to assess and manage the complexity involved. Ultimately, the installation of SATCOM systems in large business aircraft presents significant logistical and technical challenges, requiring expertise across multiple disciplines to ensure successful integration.
Installation
The successful installation of SATCOM systems requires specialists from various disciplines. Skilled sheet metal workers and structural engineers are needed to perforate holes in the fuselage, attach brackets, and install the necessary retaining structures. Electricians handle the cabling and system integration, while engineers play a central role in the whole process.
Since each VIP aircraft is unique, experienced cabin technicians must remove ceilings and partitions to provide ac-
cess. Maintenance mechanics ensure the final clearance of the aircraft. Depending on the cabin layout, carpenters and upholsterers may also be required. Electrical engineers integrate the system into existing LAN networks, while a documentation team updates all technical records. In some cases, a stress analysis is also required to calculate and substantiate the structural reports.
Depending on the complexity of the project, almost any expertise may be required. The key success factor of AMAC Aerospace is that all the resources and disciplines are within one organization. This significantly accelerates project implementation, reduces downtime, and ensures high-quality execution.
Operation & System Management
When a SATCOM system is installed, the process involves installing the external antenna, which enables communication with satellites. The connectivity is then distributed throughout the cabin via a network, ensuring seamless coverage for passengers.
VIP customers often request a dedicated network accessible only to them. This allows them to manage bandwidth allocation-whether by increasing bandwidth, guaranteeing a specific bandwidth for the principal and their immediate environment, or using different SSID’s for network segmentation.
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elite-wings.com/ewas2025
CONNECTIVITY QUICK GUIDE 2025 BUSINESS AVIATION
ATG Network Offering
Low Earth Orbit (LEO) Satcom Network Offering
Orbit (GEO) Satcom Network Offering
2025
BUSINESS AVIATION CONNECTIVITY GUIDE
GOGO BIZ 4G
SERVICE OFFERING
Gogo Business Aviation was launched in 1991 as Aircel, offering analog-based voice communication on private aircraft flying over the continental USA. In 2006, Gogo won a 3 Mhz Federal Communication Commission (FCC) frequency license auction to operate an air-to-ground (ATG) network over the US. Using this frequency license Gogo was able to offer internet connectivity to all major US airlines and develop the most competitive connectivity offering for business aviation.
The Gogo Biz Network offers a 3G Wi-Fi and voice calling service using the light AVANCE L3 system compatible with the majority of turboprop and light jets. The Gogo Biz 4G Network uses the AVANCE L5 system, a backward-compatible improvement to the previous legacy ATG systems (ATG 8000, 5000, 4000, 2000 and 1000) allowing an increase in the downlink speed from 3.1 Mbps to 9.8 Mbps. The improvement is achieved through advanced wireless communications protocols maximizing the network throughput capability.
HARDWARE
Gogo offers two system configurations to access its ATG Network. The compact AVANCE L3 is designed for turboprop and light jets. The system is based on a single 3MCU LRU and two fuselage-mounted omnidirectional antennas.
The AVANCE L5 is designed to connect to the Gogo Biz 4G ATG network. The system is based on a single 5MCU LRU and two dual directional fuselage-mounted antennas. The AVANCE L5 also offers a terrestrial modem allowing for complimentary internet on the ground in 200+ countries and Gogo Vision, a wireless in-flight entertainment system.
NETWORK CATEGORY: Air-To-Ground (ATG)
Service Launch 2016
Coverage Continental USA + Canada
Speed 10 Mbps
Plan Cost
$1,9K - $4,6K
Hardware Weight 22 lbs
NETWORK
Gogo has more than 250 cellular towers covering the continental U.S, portions of Canada, and Alaska. The stations are connected to two data centers for redundancy.
COVERAGE MAP
SERVICE PROVIDERS
GOGO 5G
SERVICE OFFERING
Since the sale of its commercial aviation connectivity division to Intelsat in 2020, Gogo has focused on building the world’s first 5G network exclusively dedicated to business aviation usage, which it completed in 2022.
The Gogo 5G solution will adopt the same 5G technology that is currently being deployed by other ground operators. The ability to augment 5G with their existing licensed spectrum network, gives Gogo a distinct competitive advantage. The network will rely on the unlicensed spectrum at 2.4GHz and its licensed spectrum at 850MHz.
The Gogo 5G network will benefit from a large number of technologies developed by a network of carefully selected strategic partners. Core 5G ATG network components will be provided by connectivity solutions leader Cisco. Airspan will provide its carrier-grade Radio Access Network (RAN), Air5G OpenRange. This advanced beamforming and tracking technology is a key enabler to connect highspeed jets to the ground network without performance degradation.
HARDWARE
Gogo 5G airborne hardware will be provided through the AVANCE L5 + X3 LRUs or the AVANCE LX5 single LRU. The AVANCE L5 is an in-service LRU designed to be easily upgradable to 5G with the X3 LRU, or by swapping the AVANCE L5 out with an AVANCE LX5 and swapping of the L5 antennas to the Gogo MB13 antennas. AVANCE L5 can be installed today with 5G provisions, including the MB13 antennas, for a simple LRU swap to the AVANCE LX5 once the LX5 is available.
NETWORK CATEGORY: Air-To-Ground (ATG)
Service Launch 2025 (Expected)
Coverage Continental USA + Canada
Speed ~25 Mbps Average | 75-80 Mbps(peak)
Plan Cost TBD
Hardware Weight ~27.5 lbs*
NETWORK
Gogo has more than 150 5G cellular towers covering the continental U.S and has begun expanding into Canada. The stations are connected to two data centers for redundancy. Gogo operates a Network Operations Center at its corporate headquarters in Colorado where it monitors the network and the quality of inflight connections.
COVERAGE MAP
SERVICE PROVIDERS
Gogo
IRIDIUM CERTUS
SERVICE OFFERING
Since launch in 2002, Iridium’s unique constellation of Low Earth Orbit satellites has delivered high-quality voice and data services. The complete constellation upgrade in early 2019 enabled the launch of Iridium Certus, an award-winning advanced multi-service platform with speed capabilities ranging from 22 to 1408 Kbps.
Offering the highest L-Band data throughput, Iridium Certus provides the flexibility to scale device speed, size, and power requirements, both up and down, based on the needs of end-users.
HARDWARE
Iridium is the only global network that can deliver reliable broadband connectivity to small form factor, low-profile antennas. With a height of less than 6cm, Iridium antennas produce almost no drag and can be installed just about anywhere on the aircraft. Iridium small form factor hardware is ideal for helicopters, turboprops, and light jets. The system can also offer a very attractive backup system for larger airplanes looking for high availability and fully global coverage including polar routes.
Skytrac SDL-350™ Iridium Certus SDU with HGA Phased Array Antenna
SERVICE PROVIDERS
Honeywell Forge Gogo
ARINCDirectSM Skytrac
SITA
NETWORK CATEGORY: SATELLITE
| LEO | Ku-band
Service Launch 2019
Coverage Global
Speed
Up to 704 Kbps
Plan Cost TBD
Hardware Weight 10 – 14 lbs
NETWORK
The Iridium constellation is based on 66 satellites orbiting in 11 planes. The service’s high availability is achieved by the addition of 15 on-orbit spare satellites.
At only 780 kilometers from the Earth, Iridium’s LEO network means pole-to-pole coverage, shorter transmission paths, stronger signals, lower latency, and shorter registration time than with GEO satellites.
COVERAGE MAP
EUTELSAT ONEWEB
SERVICE OFFERING
Eutelsat OneWeb has deployed a satellite communications network of 634 satellites in 12 synchronized polar orbits operating in Low Earth Orbit (LEO) at an altitude of 1,200km. Each satellite operating in the Ku-band will offer 8 Gbps of bandwidth for a global usable network capacity of over 1.1Tbps.The LEO network promises a low latency of less than 100ms and a truly global coverage including polar routes.With globally consistent performance comparable to terrestrial services, delivering hundreds of Mbps per aircraft and latency of less than 100ms – over every continent, every ocean and even in the polar regions, EutelsatOneWebaimstotransformtheairborneconnectivity experience now and for the future by enabling business jet operators to offer their passengers and principals an inflight connectivity experience that is limited only by their imagination – not bandwidth. Gogo Galileo services are powered by the Eutelsat OneWeb network.
HARDWARE
OneWeb is partnering with leading avionics suppliers to create next-generation user terminals and antennas unique to business aviation and unique to OneWeb. These fuselage-mounted electronically steered antennas (ESA) promise to be considerably lighter than traditional mechanically steered antenna technologies, with a significantly reduced profile, reducing drag and fuel burn.The Gogo Galileo OneWeb ESA antenna is manufactured by Hughes Network Systems.
NETWORK CATEGORY:
SATELLITE | LEO | Ku-band
NETWORK
OneWeb has completed its full constellation of 634 satellites, including the 588 active satellites needed to deliver truly global coverage, plus 46 in-orbit spares for resilience and redundacy. Aviation services are now operational. Eutelsat OneWeb is a subsidiary of the Eutelsat Group, the global leader in satellite communications delivering connectivity and broadcast services worldwide. The Group was formed through the combination of Eutelsat and OneWeb in 2023, becoming the first fully integrated GEO-LEO satellite operator with a fleet of 37 Geostationary satellites and a low Earth orbit earth constellation of more than 600 satellites.
COVERAGE MAP
Gogo Galileo Terminal with HDX ESA antenna
SPACEX STARLINK
SERVICE OFFERING
Developed and operated by private spaceflight company SpaceX, Starlink aims to provide low-cost internet to remote locations.
Starlink is a consumer grade satellite network highly promoted for residential service in remote and rural locations and on the road RV installation.
SpaceX branded its satellite-supported inflight connectivity service as Starlink Aviation.
On February 2024, SpaceX dramatically lowered the monthly pricing structure for its Starlink Aviation inflight connectivity service packages for business aviation, offering a 20 GB package at $2,000 and an unlimited data plan package at $10,000. This compares to the $25,000 monthly package previously offered to operators.
HARDWARE
The Starlink installation package includes an Aero Terminal Antenna, a power supply unit and two WI-FI access points.
The Aero Terminal Antenna is an electronically-steered phased array antenna operating in the Ku frequency band. The RX channels operate from 10.7 to 12.7 GHz and the TX channels operate from 14 to 14.5 GHz.
Stralink provides a 5-year hardware warranty.
NETWORK CATEGORY:
SATELLITE | LEO | Ku-band
Service Launch 2023
Coverage Global
Speed
Plan Cost
Up to 220 Mbps
$2K / 20GB Plan| $10K
Unlimited Plan
Hardware Weight < 60 lbs
NETWORK
In 2018, the FCC granted SpaceX permission to fly up to 12,000 Starlink satellites and as of August 2023, SpaceX’s Starlink constellation had 4500+ active LEO satellites. In 2023, SpaceX also announced the start of its Gen2 network with more capable V2 satellites. Starlink’s LEO constellation operates at an altitude of 342 miles above earth which highly improves the satellite transmission latency. Starlink advertises a latency of less than 99 MS.
Starlink is testing optical space lasers (Optical Intersatellite Links or ISLs) usage on its satellites, which could allow the spacecraft to transmit data without local ground stations, providing truly global coverage.
COVERAGE MAP
VIASAT (EX-INMARSAT) SWIFTBROADBAND (SBB)
SERVICE OFFERING
SwiftBroadband (SBB) is one of Viasat’s flagship business aviation services, offering reliable in-flight voice and data connectivity with global coverage to meet the core needs of users. It is a proven, dependable way to stay connected, regardless of which aircraft type is being operated or which route is being flown across the world. This helps to ensure the needs of business aviation passengers and crew are being met, from in-seat mobile phone and text services to emails and web browsing. With consistency and performance by design, SBB has been the world’s leading L-band service for business aviation since 2009. It is activated on thousands of business jets and offers speeds up to 432Kbps, using smaller antennas that are suitable as primary connectivity for smaller or older aircraft, or a complementary system to Ka-band connectivity. SBB customers can also upgrade to SwiftJet, Viasat’s advanced new L-band business aviation connectivity service that offers maximum speeds of 2.6Mbps, up to six times faster than SBB.
HARDWARE
SBB satcom hardware is available from four avionics manufacturers: Thales, Cobham, Honeywell, and Collins Aerospace. The service data speed is dependent on the category of the installed antenna: High Gain Antenna (HGA): 432Kbps per Channel; Intermediate Gain Antenna (IGA): 332Kbps per Channel; Low Gain Antenna (LGA): 200Kbps per Channel.
NETWORK CATEGORY: SATELLITE | GEO | L-band
Service Launch 2009
Coverage Global
Speed Up to 432 Kbps
Plan Cost Pay-As-You-Go or Subscription
Hardware Weight 44.5 Lbs
NETWORK
Viasat owns and operates the world’s most reliable and resilient L-band satellite network, which powers the SwiftBroadband service using smaller, low-cost terminals.Including Viasat’s award-winning I-4 fleet, each satellite can generate up to 19 wide beams and more than 200 narrow spot beams, delivering seamless, always-on connectivity to every corner of the world. Viasat continues to develop and innovate its secure L-band network to meet the needs of customers, including those from the business aviation industry. The company’s next-generation L-band satellites will support a new wave of capabilities, as well as global safety and mission critical services, for decades to come.
COVERAGE MAP
Cobham Aviator S series is a family of compact SBB terminals that can connect to LGA, IGA and HGA
VIASAT (EX-INMARSAT) SWIFTJET
SERVICE OFFERING
Viasat’s ground-breaking new SwiftJet in-flight connectivity service delivers seamless global coverage across flight routes and maximum speeds up to six times faster than its SwiftBroadband L-band business aviation solution. This allows passengers to stay connected with colleagues, friends and family wherever and whenever they fly, with the ability to communicate over email, text, instant messaging and video calls, browse the internet and social media, and even enjoy single device streaming.
SwiftJet uses enhanced hardware from Viasat’s partner Honeywell that can be installed on a broad range of aircraft. SwiftBroadband customers that migrate to SwiftJet will benefit from a simple, convenient upgrade to Honeywell’s existing terminals, without needing to replace any externally mounted aircraft equipment. New customers, meanwhile, will experience the same ease of installation as with any Viasat L-band terminal.
Viasat has three distribution partners for SwiftJet - Collins Aerospace, Honeywell Aerospace and Gogo | Satcom Direct.
HARDWARE
Existing customers of Inmarsat’s SBB service will benefit from a natural upgrade path for their Honeywell hardware without needing to replace any externally mounted aircraft equipment, while new customers will experience the same ease of installation as with any Viasat L-band terminal. All available SwiftJet terminals are class 6 with High Gain Antenna (HGA).
NETWORK
CATEGORY: SATELLITE | GEO | L-band Service
NETWORK
Viasat owns and operates the world’s most reliable and resilient L-band satellite network, which powers the SwiftJet service using smaller, low-cost terminals. Including Viasat’s award-winning I-4 fleet, each satellite can generate up to 19 wide beams and more than 200 narrow spot beams, delivering seamless, always-on connectivity to every corner of the world. Viasat continues to develop and innovate its secure L-band network to meet the needs of customers, including those from the business aviation industry. The company’s next-generation L-band satellites will support a new wave of capabilities, as well as global safety and mission critical services, for decades to come.
COVERAGE MAP
SES LUXSTREAM
SERVICE OFFERING
Powered by Luxembourg-based SES, the world’s leading GEO satellites operator with over 70 satellites, LuxStream promises to deliver an exceptional private jet connectivity experience. The new high-end service capitalizes on SES’s next-generation Ku-based satellite technology – both highthroughput satellites (HTS) and wide beam – and ground infrastructure to bring business aviation customers the fastest broadband speeds available within the United States.
Developed In collaboration with Collins Aerospace, LuxStream secured Vista Global as a launch customer for the service that will be installed on 35 of the company’s Bombardier Global business jets.
The exceptional partnership between Collins Aerospace and SES allows for a turn-key solution offering, combining both hardware and service with flexible pricing models to meet the sophisticated operator’s mission.
HARDWARE
Collins Aerospace delivers LuxStream through the KuSAT-2000 tail mount satellite terminal developed with Astronics.
Luxstream delivers uninterrupted global connectivity via SES high-throughput satellites (HTS) overlaid with widebeam coverage
` SES operates three latest generations GEO HTS satellites:
` SES-12: Launched in 2018 providing coverage for Middle-East and Asia Pacific regions
` SES-14: Launched in 2018 providing coverage for the Americas region
` SES-15: Launched in 2017 providing coverage for North America and the Caribbean
COVERAGE MAP
INTELSAT FLEXEXEC
SERVICE OFFERING
At the 2018 NBAA convention in Orlando, Intelsat, the world’s largest satellite fleet operator, launched its own end-to-end managed service FlexExec dedicated to business aviation.
FlexExec provides dedicated bandwidth not shared by commercial aviation or consumer broadband users.
Intelsat FlexExec is a global, secure, multi-layered broadband satellite connectivity service that delivers consistent, high-performance coverage. The service is designed to offer a reliable and consistent connectivity experience to business aircraft passengers.
Offered exclusively through Gogo, FlexExec offers an industry-first service plan flexibility tailored to meet sophisticated flight department needs.
HARDWARE
FlexExec is available with the compact Gogo Plane Simple tail mount antenna system.
The advanced terminal Plane Simple® features only twoLine Replaceable Units (LRUs), simplifying installation and configuration.
NETWORK CATEGORY:
NETWORK
Intelsat FlexExec is specifically engineered to cover high traffic routes with High Throughput Satellite (HTS) Ku-band coverage, with layers of wide beam capacity for added resiliency and redundancy. FlexExec allows for maximum flexibility, efficient use of bandwidth, and managed services which are critical when routes and passenger requirements shift unexpectedly. The open architecture design of FlexExec allows Gogo to analyze network demand and usage to ensure that capacity is available, with the ability to add additional capacity, as necessary.
COVERAGE MAP
SERVICE OFFERING
Viasat’s next-generation JetXP business aviation in-flight broadband service became commercially available in October 2024. It has already been activated by hundreds of customers worldwide, who are reporting an even higher quality of experience and snappier internet, with speeds that exceed 100Mbps over Europe and other regions, without compromising on Viasat’s trademark consistency, reliability and seamless global connectivity, complemented by the white-glove customer service and 24/7 support of its distribution partners - Collins Aerospace, Gogo (Satcom Direct) and Honeywell.
Purpose-built for business aviation, JetXP has set the benchmark for high-performing connectivity, with premium benefits such as uncapped speeds and network prioritization. In addition, it has brought the company’s legacy Jet ConneX and Viasat Ka services together under one unified brand.
Service plan flexibility satisfies all levels of demand, including those that need the highest bandwidth to simultaneously connect more devices and enjoy unchallenged access to the most data-hungry applications, including high-definition video conferencing, content streaming and bulk file transfers, for an enhanced onboard experience across flight routes.
HARDWARE
JetXP service plans are available today using the Honeywell JetWave, Gogo Plane Simple Ka-band and and Viasat Global Aero Terminal 5510 (GAT-5510) terminals.
In addition, Honeywell JetWave X will enter service later in 2025 and will deliver a smaller, lighter and more advanced version of the existing JetWave terminal. Suitable for a broad range of aircraft, from super-midsized to large cabin business jets, it offers an easy installation path for operators.
SERVICE PROVIDERS
NETWORK CATEGORY:
SATELLITE | GEO | Ka-band
Service Launch 2024
Coverage
Speed
Plan Cost
Global
uncapped speed with SLA*
Subscription Pricing
Hardware Weight 40 - 51 lbs
NETWORK
Viasat’s Ka-band business aviation offering is powered by its global Ka-band network, including the GX satellites from its recently acquired Inmarsat business. The network’s already impressive capabilities will be further enhanced in the coming years as part of Viasat’s technology roadmap, with the addition of ultra-high throughput satellites such as GX7, 8 & 9, plus two more ViaSat-3s. This will ensure the Ka-band offering will continue to meet the needs of business aviation passengers for decades to come, protecting the operator’s investment for as long as they own their aircraft.
