Connected aircraft
Airborne connectivity is an essential element for safety and efficiency.
By Shannon Forrest
Contributing Writer
You don’t know how much you rely on something until it’s not there. Today, connectivity is ubiquitous in aviation. We define it broadly as constant and uninterrupted access to the text, voice, and data streams of the World Wide Web.
This is true even at the level of student pilots. Prior to the Internet era, access to information was more cumbersome and limited.
Going on a cross-country flight as a student pilot meant laying out a sectional chart. If the route was long, you taped 2 or more charts together, then you marked a line with a pen or pencil to establish the true course.
Weather information was obtained by interacting with an actual human being at a flight service station (FSS). Most pilots called 1-800-WX-BRIEF to talk to a weather briefer.
A few were fortunate enough to have an FSS at their home airport and could get a briefing in person.
Once the forecast winds were known and accounted for, the true course could be converted into true heading. The next step was finding the isogonic lines on the chart that cut through your course. You then applied magnetic variation, adding or subtracting from the true heading.
Those who did this likely still remember the mnemonic, “East is least, West is best.”
Applying the variation from the isogonic line gave you the magnetic heading. The last step was converting magnetic heading to compass heading. This meant looking at the compass correction card in the aircraft to factor in deviation from the electronics.
After the final heading was determined, a pilot picked checkpoints on the ground. He/she then calculated the distance, time, and fuel consumption for each leg. These calculations were completed with the trusty E6-B manual device – the “whiz wheel.”
A pilot would spend over an hour in this planning phase before even setting foot in the aircraft. Then another phone call was made to the FSS to file a flight plan before departing.
Challenges of IFR and weather
Planning an instrument flight rules (IFR) trip was not much better. The reason FBOs had briefing rooms was because you needed a large flat surface to lay out the charts. You had to plan which Victor or Jet airways you’d need to use to complete the trip.
Obtaining enroute weather was limited to line-of-sight VHF communications. The automatic terminal information service (ATIS) was typically received less than 30 minutes from landing. Anything additional, including PIREPs and updated forecasts, had to be obtained from Flight Service or Flight Watch.
This often meant transmitting on one frequency and receiving a response while listening on a VOR frequency. Dealing with convective activity was especially troublesome. The only ground-based weather radar image you had was the one you saw before takeoff. Airborne weather radar was only effective at close range. By the time you saw a storm on it, strategic avoidance was often impossible.
Pilots who didn’t have weather radar and found themselves stuck in the clouds near thunderstorms had one trick. Other than hope, they watched for the automatic direction finder (ADF) needle to jump when it picked up static from nearby lightning. They would then avoid turning towards the head of the needle.
The burden of paper charts
Before the Internet and electronic publications became widespread, dealing with charts was a mess. IFR pilots had 2 paper choices – NOAA or Jeppesen.
NOAA charts were published in a bound book with a seam. Jeppesen charts came with punched holes so they could be added or removed from a binder individually.
Updating the NOAA on a 56-day cycle was simple. You threw the old book away and bought a new one. However, NOAA books could be thick and difficult to hold during an approach or place in a chart holder.
More than one pilot resorted to using large rubber bands or plastic chip bag clips to keep the book open to the proper chart.
The problem with Jeppesen charts was that updates came in the mail piecemeal. Pilots had to sort through the revisions and add or remove charts as dictated by a list.
Lots of those yellow envelopes stacked up before pilots got around to the update, which wasn’t technically legal. But pilots figured that, if they had no chance of going to a particular airport, it wasn’t worth the bother.
Regardless of the brand, carrying all that paper was a burden in terms of weight and logistics.
The connectivity revolution
Internet connectivity changed everything. Flight planning is now a matter of entering a departure point and destination and letting the computer do the rest. All the calculations formerly done by hand are now automated. Charts are updated at the click of a button.
Cockpits have gone paperless, which means less weight and better organization. More importantly, all these functions can be done with a single piece of software like ForeFlight or Garmin Pilot.
Connectivity means weight and balance, route planning, weather briefings, and filing flight plans can be done in real time from the aircraft on the ground or in flight. It’s easy to think connectivity is confined to passenger entertainment. However, there’s a plethora of benefits for pilots who have become reliant on them. Weather, especially NEXRAD imagery, is the most salient.
After flying with an uninterrupted stream of Internet-based weather, one wonders how we ever got by without it. The safety aspect is unmatched. The ability to obtain ADS-B data from third-party providers like FlightAware also improves safety and efficiency.
Modern tools for situational awareness
One way these tools improve situational awareness (SA) is in airspace outside of ATC radar coverage. This includes areas like the North Atlantic Organised Track System (NAT-OTS) or West Atlantic Route System (WATRS) airspace. Knowing who or what is in front of or behind you can help with contingency planning and weather awareness, such as turbulence. This information is easily obtained on a website.
That obviates the need to ask questions “in the blind” like in the past. Instead of asking, “Any aircraft on L455 between SKPPR and BEXUM?” pilots can see that aircraft on a portable electronic device. They can then reach out directly and ask, “American 123, are you on frequency? How’s the ride on L455 near SKPPR northbound?”
Further, by having a sense of who’s out there and where, a pilot has a better picture of what avoidance will look like during an emergency. This could be an off-course deviation or an unplanned descent due to engine failure. From an efficiency standpoint, this same information can show whether traffic is holding or backing up on the taxiway. This aids with departure time planning and engine starts.
Connectivity technologies
The 2 ways of getting connectivity to the aircraft are air-to-ground (ATG) and space-based satellites. Deciding which to use depends on mission profile, budget, and the size of the airframe. The largest player in the ATG market is Gogo.
The legacy Gogo network was based on 3G technology. About 14 years ago, a startup called SmartSky tried to compete by using beam-forming technology on a 4G platform. Its niche was offering lower latency.
It was promising. Both companies traded legal salvos over patent infringement. Unfortunately for SmartSky, they couldn’t obtain the needed financing and ceased operations in August 2024.
Gogo moved forward with plans to update its classic 3G system to long term evolution (LTE) and eventually transition to a 5G ATG network. The older 3G network is shutting down by May 2026. Aircraft with the older legacy hardware will need to upgrade to receive the service. The newer systems include AVANCE, L3, L5, and LX5.
Geostationary satellites
The true game changer in recent years is low earth orbit (LEO) satellite service. To understand its impact, it’s important to review the status quo before the LEO revolution.
A typical satellite used for high-speed broadband is in geosynchronous orbit.
This orbit is approximately 22,236 miles above the equator. The satellite appears stationary from the ground because its rotation matches the Earth’s.
The operating bandwidth from the satellite defines its performance. Ka-band is the standard for high-speed data delivery. It’s used for live streaming video and other high-data activities.
The disadvantage of Ka is that it’s subject to rain fade, or precipitation-induced signal loss. The higher frequency also means the signal weakens over long distances. This requires larger, higher-gain antennas.
A larger antenna, however, limits the size of the airframe it can be installed on. Because of this, Ka-band service is restricted to mid- and large-size business jets.
The largest provider is Viasat, which advertises speeds around 20 Mbps. For comparison, Netflix recommends a minimum of 20 Mbps for 4K streaming.
In May 2023, Viasat acquired Inmarsat, creating a larger global network.
L-band provides good atmospheric and precipitation penetration, so it’s typically used for terrestrial communication. Ku-band is also considered high-speed, albeit slower than Ka. It is also subject to rain fade.
Ku-band receiving equipment is smaller than Ka, making it more desirable for smaller airframes. The Plane Simple antenna is a small, tail-mounted Ku receiver. Intelsat’s FlexExec is a global high-speed Ku band service for business aviation.
Although advances may reduce costs in the long run, Ka and Ku installations are still prohibitively costly for all but large-budget operators.
The game changer
LEO satellite service is more accessible to a larger segment of the general aviation fleet. It ranges from large executive aircraft down to piston singles. LEO satellites provide high-speed data with the distinct advantage of being closer to the receiver. This equates to lower latency and less power required for transmissions. They’re also more cost-effective to deploy and operate.
Both Gogo and Starlink provide LEO-based services. Gogo’s signature product is called Galileo. It offers high-speed, low-latency service through Eutelsat’s OneWeb constellation. The provider maintains a lengthy list of STC-approved airframes, including the Bombardier Global on the heavier end and the King Air 200, HondaJet, and Pilatus PC-12 on the lighter end.
Starlink operates its own satellite network. It conducts STC installations through authorized dealers like StandardAero. To date, approvals include the Gulfstream V/G450/G550/G650 and Bombardier Global series.
Gogo advertises that LEO service can be installed as a straightforward addition to an AVANCE LRU. A specialized antenna is needed, with 2 options available. The HDX is mounted on the fuselage and designed for all aircraft, delivering downloads of 60 Mbps. The FDX, on the other hand, is optimized for super-midsize to large-cabin aircraft, and boasts 195-Mbps download speeds.
The manufacturer’s suggested retail prices for the antennas alone are $120,000 and $190,000, respectively. These prices don’t include installation.
Portable connectivity solutions
Antennae and installation prices are tough to absorb for smaller operators. As a result, there’s a tendency to forgo permanent installations in favor of portability.
A very basic entry-level portable device for light jets and turboprops is the AirtextLT.
This unit is the size of a cellphone and comes with a portable Iridium antenna, so it can be taken from one aircraft to the next one.
It allows users to send and receive text messages at any altitude. An upgraded version also permits e-mails. Even without Internet, the equipment is useful.
AirtextLT connects with the FBOlink app. This allows pilots to send text messages directly to a CSR at FBOs listed in the app. A separate Airtext module at the FBO illuminates a light when a message is received.
This relieves the CSR of the need to constantly check e-mail, where important arrival messages could get lost.
To test responsiveness, Pro Pilot editorial staff sent a message to an FBO in Fort Worth TX. A text message from a CSR was returned in less than a minute. More than 350 aircraft are currently flying with AirText.
A portability option that offers full Internet capability is the Starlink Mini. The unit can be purchased for less than $500. It is slightly larger than a 3-ring binder and can be powered through a high-capacity USB charger installed in the aircraft. Unlimited streaming is $80 a month. A multitude of portable battery options also exist that attach to the device itself.
Starlink Mini needs a clear view of the sky for reception. The most common solution is to place the unit on the dash. Pilots need to weigh the pros and cons of this method. They must consider securing it in turbulence and potential vision obstructions. Nonetheless, this is a practice occurring even in Citation jets.
If nothing else, the creativity pilots use to get Internet illustrates how important it is. It shows how reliant everyone has become. In a connected world, the worst deferral a pilot can hear is “Wi-Fi inoperative.”
Shannon Forrest is a current line pilot, CRM facilitator, and aviation safety consultant. He has more than 15,000 hrs TT and holds a degree in behavioral psychology.