Mix and Match
Advances in antenna technology and hardware is helping make the provision of inflight connectivity more ubiquitous. And it doesn’t matter if its multi-orbit or LEO-only.
Over the years, the provision of inflight connectivity (IFC) has become less of a halo product – a competitive differentiator for airlines – to more of a hygiene offering, a growing expectation of passengers.
In fact, according to Viasat’s Passenger Experience Survey 2024 published in December last year, 22% of respondents said they won’t consider flying long-haul without Wi-Fi, while 1 in 3 said that having no Wi-Fi is one of the most frustrating things about flying today.
Such concerns are being addressed, with Valour Consultancy asserting that for the first time, the majority of the world’s in-service fleet is equipped with some form of IFC.
As an illustration, Nick Maynard, Sales Director at Neo Space Group (NSG) reveals that “just one year into operations, NSG, a Public Investment Fund Company, headquartered in Riyadh [Saudi Arabia] has already secured inflight connectivity selections from a number of airlines in Europe, Asia and the Middle East, and we currently have over 300 aircraft awaiting installation and activation.”
Enrique Villasenor, Vice President at SES, expounds: “Satellite connectivity services are fundamentally reshaping civil aviation by transitioning inflight connectivity from a passenger luxury to an expected core offering, essential for both customer experience and airline operations. Airlines are now able to provide fast, reliable broadband that mirrors on-ground standards, supporting everything from streaming to video calls. More significantly, real-time connectivity underpins operational efficiencies such as predictive maintenance, live weather-based routing for fuel savings, and enhanced crew services. This connectivity allows for new revenue streams through digital advertising and e-commerce and is increasingly integrated with loyalty programs to deliver personalised passenger experiences.”
He believes that in the next 5-10 years, satellite connectivity services are expected to become even more intrinsic to both airline operations and the passenger journey. “Connective footprints will continue to expand, offering even higher speeds, lower latency, and more personalised experiences leveraging AI and advanced data analytics. Hybrid and next-generation satellite architectures will ensure ubiquitous, uninterrupted coverage, including over the poles and other previously hard-to-reach areas,” he asserts.
Multi-orbit movers
SES was among the first to bring multi-orbit solutions to market and now offers Ku and Ka band options serving 3,000 aircraft and 30 airlines. In July, the company completed its acquisition of Intelsat, creating a strengthened global satellite operator with an expanded fleet of 120 satellites across two orbits, including approximately 90 geostationary (GEO), nearly 30 medium earth orbit (MEO) satellites, strategic access to low earth orbit (LEO) satellites, and an extensive ground network.
According to Villasenor, the evolution of hybrid satellite architectures — combining GEO, MEO and LEO satellite — means that in the near future, you will see multi-orbit satellite providers offering specific bandwidth in GEO, MEO, and LEO orbits toward particular applications, such as video conferencing, streaming, real-time updates, and personalised entertainment, necessitating robust systems that can handle high bandwidth and peak demand. For airline customers, from low-cost carriers to full-service airlines, the flexibility of being able to adjust service levels and coverage enables tailored solutions for varying route structures and business models, such as sponsored Wi-Fi, tiered access, and loyalty integrations, so that connectivity investments translate into both direct and ancillary value.
Indeed, in 2024 SES launched the SES Open Orbits Inflight Connectivity (IFC) Network, a fully interoperable Ka-band platform that combines the multi-orbit and multi-waveform capacity offered by the GEO and MEO satellite networks of SES and regional satellite network operators NEO Space Group (NSG), AeroSat Link (ASL) a subsidiary of China Satcom and Hughes Communications India (HCI).
SES Open Orbits claims to provide internet speeds up to 300Mbps and is available on all production airframes, via Airbus’ HBCplus Programme and on Boeing aircraft through Safran Passenger Innovations AeroConnect terminals, including line-fit and retrofit solutions tailored to the airline’s requirements.
Already, Uzbekistan Airways has signed up for the service for its upcoming A321neo aircraft from 2026, and Thai Airways for its A321NX and Boeing 777 aircraft, with deliveries beginning in H2 2025, and its future 787 aircraft, which will be line-fitted with delivery scheduled in 2026. NSG is responsible for delivering the services.
Panasonic Avionics is also among those pursing a multi-orbit and multi-partnership strategy.
In April this year, the company successfully demonstrated the optimisation of its multi-orbit satellite network following switching between an enterprise-grade LEO network from Eutelsat’s OneWeb and a layered GEO network in its flight test program.
The program, which took in Arctic and Equatorial testing, was used to validate the consistent low latency performance of LEO connectivity. Forward link speeds up to 193Mbps and return link speeds of 36Mbps were reported, as social media channels and media rich websites were accessed, video streaming performed as well as enterprise collaboration tools that featured video conferencing.
Following an already deep collaboration, in 2023 Eutelsat merged with Oneweb creating the world’s only GEO-LEO operator, with a fleet of 34 GEO satellites and a LEO constellation of more than 600 satellites. The LEO constellation continues under the OneWeb name.
Air Canada is the first commercial airline to deploy the multi-orbit GEO/LEO service, through Intelsat, with additional carriers also beginning installations and commercial flights with multi-orbit solutions on board.
Eutelsat operates the KONNECT VHTS satellite, which entered into service in October 2023 to address the European fixed broadband and inflight connectivity verticals.
With GEO capacity of 500Gbps, KONNECT VHTS features what is stated to be the most powerful on-board digital processor ever put in orbit, offering capacity allocation flexibility, optimal spectrum use, and progressive ground network deployment.
Türksat, which delivers multiple satellite connectivity solutions over its own fleet, as well as third party satellites, recently became an anchor customer of the satellite, following the signing of a new multi-million-dollar, multi-year agreement.
Türksat will leverage multiple beams over Europe to provide services to airlines, in a move Ahmet Hamdi Atalay, General Manager of Türksat said will “enable us to provide more reliable and uninterrupted IFC services for our Aero clients that have so many destinations over Europe. I believe that this cooperation will pave the way for new opportunities that will empower Türksat as one of the leading service providers in IFC market.”
Viasat has also formed key partnerships such as its agreement with Telesat to integrate Telesat Lightspeed LEO Ka-band capacity into its multi-orbit network. Commenting upon the agreement, Mark Dankberg, Viasat Chairman and CEO, observed that a very broad range of mobility customers in every vertical market, whether global or regional, are interested in multi-orbit solutions that are cost effective, offer assurances of high performance, and are resilient to intentional or unintentional service disruptions. “By leveraging our own satellite fleet and its unique advantages, existing national operator partnerships, plus coverage and capacity from leading third-party satellites and constellations, our services are designed to provide customers with the essential capacity density, market access, speed, bandwidth and responsiveness they need. Importantly, we have continued to innovate advanced multi-orbit resource management techniques to reduce costs and expand geographic coverage to better serve the unique needs of each mobility and defense customer.”
Others though have eschewed the multi-orbit approach, nailing their colours to the mast as a LEO-only constellation.
Championing LEO
One notable disruptor is the media-shy Starlink for Aviation, which relies on a mesh network of interconnected broadband LEO satellites that have been engineered specifically to provide low-latency, high-bandwidth internet access, with download speeds from 40-to-220 Mbps. Latency is less than 99ms. Each satellite features a laser terminal, or laser crosslink, which allows the satellite to transmit data to and from another Starlink satellite sustaining a 100Gbps connection per link. This is particularly crucial where no SpaceX ground station is near.
According to the SpaceX, Starlink satellites are designed and built for high reliability and redundancy in both supply chain and satellite design to successfully carry out their five-year design life. Thanks to a rigorous part and system-level screening and testing, SpaceX claims it can reliably build and launch satellites at very high rates.
While United, Air France and SAS have become recent customers of Starlink, JetBlue is betting on Project Kuiper, Amazon’s LEO satellite network. JetBlue, the first airline to sign up to the service, will implement Project Kuiper’s LEO technology on select aircraft beginning in 2027. In another boost, Amazon will integrate Project Kuiper’s connectivity solution into the aircraft catalogue of Airbus.
Emerging from stealth mode, Logos Space Services has secured a US$50 million Series A financing led by US Innovative Technology, to expediate the build out of a 4,178 LEO satellite constellation. The company, founded by Milo Medin plans to launch its first satellite in 2007, pending US Federal Communications Commission (FCC) approvals.
Antenna advances
Villasenor believes that the incorporation of hybrid GEO/MEO/LEO satellite architectures means airlines no longer have to compromise between coverage and latency, as the combination provides both global reach and instantaneous data transfer, regardless of location or bandwidth congestion.
“The emergence of electronically steered array antennas (ESAs) marks a major leap forward, eliminating the need for bulky and drag-inducing mechanical antennas, slashing fuel consumption, reducing maintenance downtime, and enabling installation on a wider range of aircraft types. Additionally, modular system design and improved manufacturing processes allow for both factory line-fit and swift retrofit installations, reducing aircraft ground time,” he says.
Jeff Sare, Chief Commercial Officer, agrees that new hardware advancements at ThinKom are driving down operating costs, improving performance, and giving airlines more flexibility in how they deliver passenger connectivity. He says that by increasing flexibility, such as through Variable Inclination Continuous Transvers Stub (VICTS) which provide maximum flexibility (between orbits and providers) to enable aircraft to seamlessly connect across multiple satellite constellations (GEO, MEO, LEO), switch between service providers or even simultaneously utilise multiple service providers to deliver the highest possible QoE [Quality of Experience] by leveraging the most cost-effective and reliable solution at any given moment, driving down cost per megabit, reducing drag and operational overhead, and enhancing reliability, new IFC hardware is transforming connectivity from a costly passenger perk into a scalable, economically sustainable service model for airlines.
Marco Dorjee, VP Operations LEO & IFE, AirFi shares the opinion. He says that new hardware is making inflight connectivity lighter, cheaper, and faster to deploy. “Smaller antennas and modular systems cut install and fuel costs, while new terminals unlock low-orbit networks that bring down bandwidth prices and improve performance. The result: connectivity shifts from a costly perk to a baseline utility that delivers both passenger revenue and operational value.”
Dorjee says that AirFi is approaching this on two fronts: smarter design to reduce upfront hardware costs, and lifecycle efficiencies through standardised, low- or maintenance-free components. “Our antenna is a low-profile, lightweight, non-intrusive unit with no moving parts, installed within the existing window pocket to minimise drag and maintenance. Leveraging the highly reliable Iridium network, it delivers fit-for-purpose connectivity, perfect for today’s requirements, from payment validation to IP messaging services.”
According to Sare, ESAs do offer advantages in certain applications. “For instance, a small ESA can provide strong performance with improved [space, weight, and efficiency power] SWaP and lower upfront cost for fleets operating in geographically limited regions where LEO capacity is abundant. In such cases, an ESA optimised for LEO-only service may be the right fit.
However, as he points out, the vast majority of commercial aircraft, and especially long-haul and widebody fleets, regularly cross regions with highly diverse technical and regulatory requirements, served by multiple capacity providers. “For these aircraft, a single-constellation or single-orbit ESA solution can quickly become restrictive, leading to inconsistent passenger experiences and higher operating costs.
“ThinKom believes the most effective long-term approach is enabling aircraft to seamlessly leverage all major satellite networks—GEO, MEO, and LEO—through adaptable, high-performance antenna technology. Just as a mobile phone connects to virtually any network worldwide, aircraft should be able to access the best available capacity regardless of orbit, provider, or geography. This ensures consistent quality of experience today and scalability as demand continues to grow.”
As part of its forward-looking terminal roadmap, Viasat is introducing a proprietary ESA terminal, Viasat Aera. This will unlock simultaneous, dual-beam connections across satellites in GEO, HEO, and LEO, enabling a best-in-class IFC experience to airlines and their passengers with a single antenna. The company says the new terminal is under development and is devised to dynamically adapt connectivity in a way that capitalises on the strengths of all available transmission assets, delivering a streamlined experience for each application in use across the global network.
Expected for commercial service in 2028, upgrading to the new Viasat Aera terminal is designed to be achieved in less than a day by re-using the ARINC 791 antenna attach points with no change to the in-cabin network.
According to Sare, ThinKom’s ThinAir open architecture means airlines can adopt new providers or satellite constellations with minimal aircraft downtime, often with just a modem upgrade. “Our network-agnostic approach means once an airline has a ThinAir antenna installed it can remain in service for a decade or more, even as new constellations come online. Keeping planes flying with the original antenna investment rather than frequently swapping hardware in the hangar is a huge cost-savings move in this industry.
“Ultimately, a ThinAir terminal installed today is also ready for tomorrow’s demands.”
He explains that by re-using the existing Outside Aircraft Equipment (OAE) such as the adapter plate and radome, airlines may avoid major structural modifications and significantly cut down installation time. In addition, ThinKom antennas use common interfaces for power, data, and network integration allows the new antenna to plug seamlessly into the existing in-cabin network architecture. This minimises downtime, reduces costs, and ensures that cabin systems continue to operate smoothly while the connectivity capability is enhanced.
It’s a similar scenario at AirFi. “With the support of our partners, we can complete the full installation, including antenna, cabling, and system components, overnight,” states Dorjee. “Thanks to our modular design and simplified mounting, downtime is minimised while installation time is kept to a minimum. The result is a seamlessly integrated in-cabin network, fully connected with our LEO transceiver and delivering a single, cabin-wide IFEC meshing system that supports EFI, Connect Crew, and all other AirFi solutions.”
Road ahead
Looking at the market itself, Villasenor says that the trend towards factory-installed, high-speed Wi-Fi systems is accelerating, and adoption is expected to become standard practice across the aviation industry, not only for long-haul and mainline fleets but increasingly for regional transport aircraft as well, revealing that the new SES multi-orbit satellite inflight connectivity service is now operational on two major North American airlines.
Aircraft manufacturers are making connectivity a line-fit option for many new aircraft models, including those from Airbus, Boeing, and Embraer. He points to the example of the SES ESA system, which is now a line-fit option for Embraer E2 aircraft. “The benefits of having systems installed during production include optimal integration with aircraft systems, reduced installation complexity, and improved time-to-market for new aircraft. Moreover, as regional and short-haul routes experience rising passenger expectations for connectivity, airlines are extending investment in factory-fit and retrofit Wi-Fi systems to these fleets. The process is further catalysed by advancements in lightweight, low-profile antennas and the scalability of multi-orbit network solutions, which make it technically and economically viable across all segments of commercial aviation. As a result, factory-installed high-speed Wi-Fi is poised to become ubiquitous within the coming years.”
Sare says that with airlines talking about speeds greater than 1 Gbs to the aircraft “we believe that a true multi-link, multi-band, multi-orbit solution delivered via a multi-aperture terminal, combining links from different orbits and constellations, best meets that need. The ThinAir Ka2517 Plus supports today’s and next-gen ESA antennas on low-latency LEO networks, joining our proven, high-performance, multi-orbit system to create a super-charged, future-proof offering that can meet those demands.”
Sare also expects to see new, more efficient waveforms come online in the future. “Fortunately, ThinAir antennas can handle that evolution with a simple modem upgrade, often delivered over the air. So, as the network delivers more data the ThinAir antenna will adapt seamlessly, growing into future use cases.”
He says that ThinKom is advancing its technology to address evolving market demands. Emerging high-frequency bands (Q, V, E, W) will unlock new capacity, enabled by smaller, lighter, and more cost-effective antennas. Wide instantaneous channel bandwidths are essential to realising this potential. “We are also developing dual-beam antennas with selectable multi-spectrum operation, designed for interference-free interoperability under increasingly strict regulations. Looking ahead, airframers will seek fully embedded antenna solutions between frames and stringers, built on highly efficient, capable, and reliable hardware.”
Dorjee believes that LEO has already proven its business case for IFC. “Combined with on-edge EFI in a single system, it delivers everything from entertainment to connected services while enabling secure monetisation. Connectivity stability is ensured through the Iridium constellation, embedded at the core of the IFC system. While some use cases may require expansion beyond our current offering, our experience shows that ROI is achieved most effectively when focusing on delivering the essential services first.”
Importantly, says Villasenor, connectivity is anticipated to play a growing role in airline safety, predictive maintenance, real-time environmental monitoring, and regulatory compliance, while enabling innovation in digital services, augmented reality applications, and inflight commerce. “The evolution will support a dynamic, connected ecosystem that continually adapts to changing passenger, operational, and regulatory demands,” he says.
By Alex Preston
