The evolution of airborne Internet

Staying connected aloft is an essential expectation for modern aviation.

By Shannon Forrest
ATP. CFII. Challenger 604, G-IV
Contributing Writer

Honeywell’s JetWave X is the successor to the original JetWave, designed to transition seamlessly between different satellite constellations. It uses existing radomes and wiring, making it a premium upgrade or factory‑installed option on a host of aircraft.

The online platform TikTok is well known for promoting and perpetrating outlandish stunts and challenges. About a year ago, a challenge that went viral was the act of taking a long flight without any source of entertainment or access to the Internet.

This meant no music, no television or movies, and no ability to interact online. Apparently, it somehow escaped the minds of the members of Generation Z that this is how things used to be. There was a time when the only cure for boredom on an airplane was a magazine, a book, or the company of a random stranger sitting next to you.

It is ironic that a stunt based on being free from the Internet ends by sharing such experiences on the Internet. According to those who participated, the act was one of mental toughness.

It seems obvious that the self‑imposed mental anguish of refraining from binge-watching episodes of Yellowstone for less than a standard workday is not exactly on par with the cognitive demands of Navy SEAL training. Nonetheless, there is a perception among much of the population that loss of connectivity equates to inexorable physical and mental torture.

Our unbreakable bond with Wi‑Fi

A survey by Netgear showed that 45% of respondents disclosed that they cannot live without Wi‑Fi. When asked what they would be willing to give up in exchange for Wi‑Fi, 36% responded they’d stop dining out, 29% would forgo sex, and 20% would voluntarily engage in sleep deprivation.

It seems no one can go without a portable electronic device (PED) these days, nor get through other tasks and responsibilities without at least an occasional cursory glance at their phone. Even a job that is literally based on continuous vigilance – like that of a security guard – is not immune from the temptation to engage in online content at the expense of what they are supposed to be doing.

According to Pew Research Center, 96% of US adults say they use the Internet. In the year 2000 that number was 50%. The top reasons for using connectivity include socializing and networking, e‑commerce (shopping), entertainment and streaming, and searching for answers to questions.

The University of Maine contends that the average time spent per day on social media is 2 hours and 24 minutes, and users engage with roughly 6 social media platforms each month. Online shopping equates to approximately $3.66 trillion per year, and more shopping is done on mobile phones than on computers.

Roughly 16% of adults have smartphones but no home broadband service, which makes them reliant on cellular signals and public and private Wi‑Fi networks. Wi‑Fi has become so ubiquitous by demand that it is an expectation to have it no matter the location. Even the base camp at Mount Everest has a Wi‑Fi hotspot to publish those selfies before making the trek to the summit.

Netgear goes on to say that 70% of consumers have connection issues with their home Wi‑Fi, with nearly 33% of participants contending that unreliable connections are a major stressor in their lives. In the US, only 10% of users would describe their Wi‑Fi experiences as great.

The bad news for those with unreliable Wi‑Fi is that things are getting more connected, not less. It might come as a shock to some that new washing machines and dishwashers are built with Wi‑Fi capability. In the airline space, this happened with the removal of seatback entertainment systems. Passengers who seek entertainment and connectivity are now expected to bring their own devices.

The challenges of airborne connectivity

Getting Wi‑Fi and connectivity to corporate aircraft has traditionally been a technological challenge. Terrestrial‑based systems create line‑of‑sight problems that can result in coverage gaps – especially in oceanic and remote locations.

Satellite connectivity that is based solely on a transmitter parked in geostationary orbit has 2 primary issues. To remain in a stationary orientation, the satellite must maintain a high orbit (roughly 22,236 miles above the surface), which increases latency – or the time it takes for the signal to travel to and from the aircraft. Increased latency means slower connectivity.

In addition, small to mid‑sized corporate aircraft have limited space for an antenna installation. Satellite antennas need to track the satellite repeatedly for continuity of signal. This is typically done by engineering the antenna so it can point at the satellite as the aircraft moves.

The goal for airborne Internet is to get it as close as possible to home Internet speeds, and doing that requires a combination of the aircraft systems and the network system in which the aircraft operates. The complexity of installing airborne connectivity – which typically includes the cost of an STC – makes it an expensive proposition. For that reason, flight departments have a lot of expectations commensurate with the cost of installation and monthly or yearly data transfer charges.

When it comes to airborne Internet, there are a lot of industry terms that can be confusing to the end user. The passenger connecting a PED to watch a sporting event streaming to the aircraft does not know the difference between L-, Ka-, or Ku-band. Nor do they care. They just want the product to work.

Behind the scenes, there is often at least one entity that “makes the magic happen.” The manufacturer and operator of the satellite might not also provide the service plan to the aircraft.

When satellite connectivity hit a boom a couple of decades ago, the emphasis was on a lot of providers and proprietary devices and plans that could not be combined with other services and equipment. Now the name of the game is “agnostic.” In other words, manufacturers and satellite operators want users to be able to combine equipment and services to suit their preferences.

There is currently a lot of industry consolidation. At first glance, this could mean a monopoly and increased prices. However, it can also mean increased capabilities. For example, in May 2023, Viasat acquired industry rival Inmarsat. Viasat has traditionally been a Ka‑band provider and has done so primarily from geostationary satellites. The combined company increases the satellite capability to 19, which can support connectivity across L- and S-band in addition to Ka.

Each band has strengths and weaknesses when it comes to bandwidth and interference, and the combination of bands is designed to protect continuity of service.

Honeywell

Today, original equipment manufacturers (OEMs) continue to support classic installations while at the same time embracing new technology and product line advances. For instance, the first‑generation Honeywell connectivity solution for business aircraft was known as JetWave. The original JetWave was designed to operate on the Inmarsat Global Xpress (GX) network and advertised speeds of up to 50 Mbps.

The next-generation successor to JetWave is JetWave X. Its “network agnostic” characteristics mean that it can transition seamlessly between the Inmarsat and Viasat satellite constellations, or any Ka‑band network for that matter. Honeywell claims that JetWave X has been tested to 200 Mbps, with committed rates above 100 Mbps. The suite of Forge applications supplements the “white glove” service provided directly by Honeywell.

To ease the complexity and cost of installation, Honeywell designed the X to use existing radomes and wiring already in place with users of the classic JetWave system. One of the necessary features of an airborne connectivity system is adaptability to future technology and developments.

The open‑architecture design allows easy integration with future advances in satellite communication systems. JetWave X is considered a premium installation and is offered as an upgrade or factory‑installed option on a host of business aircraft.

Gogo

Gogo became well known for air‑to‑ground (ATG) data and communications. Gogo is still in the ATG business, and the original system has evolved to support 5G transmissions, which equates to approximately 80 Mbps. An advantage of ATG over satellite services is the lower cost of installation and smaller antenna profile, which permits installation on a wider selection of aircraft.

Gogo also offers high‑orbit satellite options in both Ka- and Ku-band.

Gogo’s Galileo LEO uses the Eutelsat OneWeb constellation, with FDX and HDX antenna options offering up to 195 Mbps.

The Plane Simple Ka-band service is powered by Viasat’s JetConnex network.

The Plane Simple Ku-band is driven by Intelsat’s Flex network.

Which one to choose is a matter of needs and budget. Gogo’s connectivity options run the gamut from monthly subscriptions to cost per gigabyte.

In 2024, Gogo purchased Satcom Direct, which created a connectivity behemoth by combining ATG and satellite services. One of Satcom Direct’s proprietary devices is the SDR Smart Router – a digital hub that can combine signals from multiple sources and then process the output to the cabin and cockpit.

The router selects the strongest and most cost‑effective signal – whether it is ATG or satellite – and translates that into an internal Wi‑Fi hub. The crew can maintain a private network for weather and other related tasks while at the same time passengers have their own dedicated Wi‑Fi channel. The system can even be configured so that a VIP garners the majority of the bandwidth.

Low-earth orbit

The next evolution in satellite connectivity is low-earth-orbit (LEO) platforms. The main benefit of LEO satellites is low latency, because LEO satellites are closer to the user.

However, the lower altitude means the aircraft must be within the reduced coverage area of the satellite (as compared to higher‑orbit geostationary satellites). The solution to a lower coverage area per satellite is to inundate the sky with more satellites. This way, the user is always within range of the signal.

The most recognizable company when it comes to LEO satellites is Starlink. A Starlink installation that includes antenna, wiring, and components can average around $200,000, and plans for business aviation start at $4000/month. The provider claims download speeds of up to 250 Mbps.

The Starlink Mini, which is a combined router and antenna in a footprint the size of a small pizza box, became popular with general aviation users as it is not hard‑mounted in the aircraft and therefore does not require an STC or complex wiring.

The unit was really geared toward remote operations, like camping, hiking, and off‑roading, but pilots soon figured out they could set it on the dash of an aircraft and get amazingly fast Internet in everything from a Cessna 152 to a Beech King Air.

At first, Starlink service cost $80/month for anything travelling below 500 kts, but this changed a few months ago. Suddenly, users started getting e-mails stating that their unit had exceeded velocity parameters and they were in violation of the terms of use.

New World Aviation ABE (Allentown PA) is an authorized Starlink dealer and FAA Part 145 Certified Repair Station specializing in large-cabin corporate aircraft. The company provides full-service avionics integration and maintenance. Its Starlink installation services deliver high-speed, low-latency, satellite-based airborne Wi-Fi across global flight routes.

The maximum velocity of the unit was then restricted to 87 kts, which eliminated nearly every complex aircraft, turboprop, or twin‑engine airframe. Users were told if they flew more than 87 kts, they would be required to upgrade to an aviation‑specific plan. The most basic aviation plan for a non‑installed Mini was $250/month, with a speed restriction of 300 kts.

That is still a deal for Internet service without having the burden of the cost of installation, but it agitated pilots because they saw it as an act of corporate greed. It was the principle of it. The underlying variable is speed, and those flying high‑speed jets need the plan specific to business aviation, which means installing the antenna and hardware and getting an STC.

Gogo Galileo

Gogo’s LEO satellite service is called Galileo, and it uses the Eutelsat OneWeb constellation to provide the connectivity. All Gogo Avance systems and Satcom Direct routers can receive Galileo with a slight modification. Two antenna options are available.

The larger antenna is the FDX (40–45 lb) and retails for $190,000 (not including installation). It garners download speeds of 195 Mbps. The smaller HDX antenna costs $120,000. The tradeoff is bandwidth versus price. The HDX has roughly 1/3 of the download speed of the FDX.

More than 30 airframes have STC approval for the Galileo. Gogo connectivity for business aviation boasts 7000-plus customers, so it is a popular service – and one that is in demand.

Expensive but necessary

There is no doubt airborne Internet is an expensive proposition. It is a big decision to add it as an option on a new airframe or retrofit an older aircraft with it. Some would say it is an expensive luxury. But when Wi‑Fi connectivity is everywhere and everyone has it, that makes it less of a luxury and more of a necessity.

The next time you are streaming a movie at 41,000 ft, remember that what once required the mental toughness of a TikTok challenge is now simply a choice – one made possible by a complex web of satellites, routers, and providers working seamlessly behind the scenes.