The Connected Cockpit

Cockpit Connectivity is moving information more efficiently between aircraft, pilots and airline operations so, transforming into insights that support better decisions in the air and more efficient operations on the ground.

“Airlines are of course always determined to improve passenger experience,” remarks Viasat’s Sean Reilly, Senior Director, Business Development, Aircraft Operations & Safety.

The recent news that Gulf Air has equipped 75% of its A320neo fleet and SAS its entire A320neo fleet with high-speed Wi-Fi from Starlink aptly demonstrate this commitment.

“At the same time, however,” says Reilly, “they [airlines] are also looking beyond the cabin and increasingly seeing the flight deck (or the ‘cockpit’) as a major focus for digital transformation.”

As Reilly observes, many airlines still use a technology called VHF ACARS to move simple data to and from the aircraft. Advanced flight deck connectivity, however, opens up a separate operational layer for secure data exchange between flight crews, airline operations centres, maintenance teams and Air Navigation Service Providers (ANSPs).

“For airlines, that changes what connectivity can contribute to the airlines operations,” he opines.

Unlocking opportunities
Philippe Lievien, Marketing Manager, Aerospace Communications at Thales agrees that airlines are increasingly looking beyond the cabin and recognising the value of connectivity in the cockpit. He says the two domains follow different economic paradigms: cabin connectivity primarily supports passenger satisfaction and ancillary revenue, while cockpit connectivity directly contributes to the airline’s operational performance and ultimately its profit and loss. “The key point is that the same connectivity infrastructure can serve both purposes, allowing airlines to generate value from a single asset across the cabin and operational domains.”

With an IP satellite-based solution, says Reilly, moving larger amounts of enhanced data can bring operational efficiencies to the airline. It can help turn aircraft issues into earlier warnings, better in-flight decisions and closer coordination with the ground, supporting safety, punctuality and efficiency improvements.

Adam Evanschwartz, VP of Strategy & Business Development at Collins Aerospace also believes that as newer-generation aircraft make significantly more operational data available, airlines are increasingly looking at inflight connectivity solutions that can improve situational awareness, operational efficiency and aircraft performance.

“That capability is becoming increasingly important as global airspace grows more crowded, complex and less predictable,” he notes. “Modernising aviation will require not only better connectivity, but the ability to turn growing volumes of aircraft and operational data into timely insights that pilots and operators can act on.”

“With geopolitical tensions resulting in longer flight routes and increased operational costs, airlines are placing greater emphasis on technologies that can improve operational efficiency and resilience,” adds Lievien.

Lievien asserts that the connected aircraft is becoming a mobile node within the airline’s broader network. This is enabling new operational models, from 5G cellular gate connectivity and SATCOM links dedicated to airline operations, to remote software and database distribution. Instead of requiring an engineer to physically access an aircraft, software and operational data can increasingly be distributed remotely. Likewise, recorded aircraft data can be transferred automatically to the ground rather than waiting for a dedicated download during a maintenance or ground visit.

As Evanschwartz observes, “Airlines not only want access to more data; they need it presented quickly, efficiently and in a way that allows crews to assess and act on the information without increasing workloads. Providing pilots with real-time weather, flight condition and aircraft performance insights can improve situational awareness and enable more efficient operations. Ground teams also benefit by using data coming off the aircraft to inform maintenance planning, fleet operations and aircraft turnarounds.”

A goodbye to legacy?
Connectivity is creating opportunities to move away from legacy communication models, which have historically relied on VHF, HF and narrowband SATCOM. Advances in secure broadband, satellite and IP connectivity for the cockpit are creating additional capacity to move larger volumes of operational data while preserving traditional networks for the safety-critical and operational communications they were designed to support.

Shifting operational messaging from traditional character-based links towards IP-based communications can fundamentally change both the economics of data transmission and the way pilots interact with operational information. Technologies such as ACARS over IP, as well as emerging hybrid communication networks that combine public 5G and satellite broadband with legacy aviation safety links, will therefore be important enablers of this transition, believes Lievien.

It’s a viewpoint shared by Evanschwartz. He says that advances in secure broadband, satellite and IP connectivity for the cockpit are creating additional capacity to move larger volumes of operational data while preserving traditional networks for the safety-critical and operational communications they were designed to support.

As an example, Collins’ ACARS over IP (AoIP) solution allows airlines to move appropriate aircraft and engine data to broadband channels, preserving traditional VHF, HF and SATCOM channels for safety and operationally critical communications. On the ground, Collins’ OpsCore flight tracking solution brings together flight information, predictive capabilities and alerts to give airline operations teams greater situational awareness and help them anticipate events that could affect a flight.

Enriching the workload
Excitement around connectivity isn’t new. The cabin has been “connected” for the past two decades as Lievien points out. However, the cockpit and flight operations, by contract, have remained largely disconnected he believes. “Cockpit connectivity is now closing that gap, transforming the aircraft from an asset that the airline primarily interacts with at the gate only into a connected system that can operate as part of the airline’s network continuously, from gate to gate.”

This shift towards an increasingly connected and digitally enabled aircraft brings two major families of benefits, as Lievien identifies.

“First, decisions can move from AFTER the flight to DURING the flight. Airlines can now run trajectory and fuel optimisation against live weather information and real-time air traffic control (ATC) constraints, re-planning en-route while airborne, transmitting updated load sheets or performance data during the flight. Each individual intervention may appear relatively small, but when applied consistently across a fleet and over a full year of operations, the cumulative impact on fuel consumption, delays and operational efficiency can be significant.

“Second, ground processes no longer need to be physically tied to the aircraft. Software and database updates, configuration management, log retrieval and health monitoring can increasingly be performed remotely rather than from the flight deck itself. This has the potential to fundamentally change how airlines organise and manage aircraft operations and maintenance however it is also where regulatory work is still in progress.”

Cockpit connectivity differs greatly from cabin connectivity. While cabin connectivity is primarily designed around the passenger experience, cockpit connectivity supports operational and, in some cases, safety-related functions. It therefore places a particularly high priority on security, availability and reliability, ensuring that the most important operational information is transmitted appropriately.

Aircraft architectures are designed to segregate and protect those different domains based on the function and criticality of the information being carried.

As an example, Viasat’s advanced SwiftBroadband-Safety (SB-S) service uses the company’s highly reliable L-band satellite communications network. It’s installed on more than 1,000 aircraft, and Viasat’s wider safety portfolio supports more than 12,000 aircraft equipped with certified safety terminals worldwide.

“That gives us scale, experience and a strong platform to help airlines adopt richer, IP-enabled operational services,” says Reilly.

“Building on this foundation, initiatives like the Iris programme, developed alongside the European Space Agency (ESA) and European Satellite Services Provider (ESSP), use this SB-S connectivity to help create the digital systems needed for more accurate flight planning, better data sharing and more connected air traffic management,” he says.

Reilly says that in Europe, Iris is enabling the industry progress towards Trajectory Based Operations (TBO), which allows air traffic control to see where an aircraft is heading and plan 120+ waypoints further ahead rather than reacting to events as they appear. “The focus now is on turning proven connectivity into a broader operating model that supports TBO and gives airlines, controllers and air navigation partners a clearer pathway to adoption,” he remarks.

A strong case
Considering what is happening in the skies, the need for cockpit connectivity is clear. Lievien contends there are four main pillars behind this motivation, but the two fundamental drivers are economic and regulatory.

At an economic level, fuel is the largest controllable operating cost. Live trajectory and fuel optimisation based on real-time weather and operational constraints are only possible if the relevant data reaches the aircraft during flight, he says.

He identifies aircraft availability as critical. “Faster and automated access to and management of aircraft data, such as QAR/DAR flight data, and automated data loading process including navigation databases can reduce ground time and engineering workload,” he says.

Recognising that legacy operational messaging can be costly, Lievien says that moving traditional messaging onto IP-based connectivity can significantly reduce the cost per message.

As for regulatory and environmental drivers, emissions reporting and fuel-efficiency schemes require reliable evidence. Regulations and programmes such as ETS and CORSIA depend on collecting accurate data at scale, whilst flight data monitoring and safety programmes benefit from faster, more complete and more frequent access to aircraft data.

As Lievien observes, air traffic management (ATM) modernisation programmes (e.g., SESAR, NEXTGEN) increasingly assume digitally connected aircraft as the foundation for future ATM concepts such as TBO.

On an operational level, the connected Electronic Flight Bag (EFB) have rapidly become operationally critical, supporting a growing range of use cases, including real-time weather updates, updated aircraft performance data, live load sheets and two-way operational messaging. “Connectivity means that these capabilities are no longer limited to the aircraft on the ground at the gate but can increasingly be used in flight. A recent example is EASA Safety Information Bulletin 2022-02R4, “GNSS Outage and Alterations leading to CNS Degradation,” which recommends the integration of EFB technology capable of displaying areas affected by GNSS radio-frequency interference,” he says.

Structurally, the volume of data generated on board has increased dramatically, far beyond what traditional manual retrieval process can efficiently handle. As Lievien remarks, analytics and AI (Artificial Intelligence) are only valuable when the data is available in time to support decisions. “Connectivity enables aircraft data to be transferred while it can still be acted upon, rather than after the aircraft has returned to the ground.

To address these requirements, Thales AEC has developed SATCOM Systems such as Thales Aviator S, providing reliable and secure connectivity for cockpit operations and enabling the continuous flow of operational data between the aircraft and the ground.

The industry is currently working on certified onboard platforms that connect the aircraft to the airline’s network, give the airline access to its own aircraft data, and enables airlines to run their own applications on board, without interfering with the systems that actually fly the aircraft.

For its part, Collins approaches cockpit connectivity as an end-to-end ecosystem rather than as a single communications product.

Its portfolio spans onboard avionics and connectivity hardware, air-to-ground communications networks, ground infrastructure and applications that help airlines turn aircraft and flight data into useful operational information.

GlobalConnect services provide a platform for bringing multiple communications links together, while AoIP gives airlines another path for transmitting appropriate aircraft and engine data over broadband connectivity. Solutions such as OpsCore flight tracking then help operators use flight and operational data on the ground to improve situational awareness and decision-making.

“The direction of travel is toward greater interoperability between those pieces,” says Evanschwartz. “The value isn’t simply in generating or transmitting more data. It is in helping customers access that data, move it securely and reliably, and ultimately transform it into actionable insights for pilots and operators.

“That is an important part of aviation modernisation. As the airspace becomes more complex, the industry will increasingly need systems that connect information across the aviation ecosystem and make that information useful to the people making decisions.”

Built on confidence
Ultimately, greater connectivity only delivers value if pilots, airlines and regulators can trust the information moving through the system.

Connectivity and cybersecurity have to advance together stresses Evanschwartz. “As aircraft become more connected, the architecture has to protect the separation between systems and information with different levels of criticality while still enabling the data flows that create operational value.

“That means security has to be considered throughout the architecture rather than added after the fact. Depending on the application, that can include network segmentation, controlled interfaces, secure communications and multiple layers of protection between aircraft and ground systems.”

Reilly is in agreement that cybersecurity cannot be treated as an add-on once an aircraft is connected. “It should be designed into the architecture from the beginning, especially when the data being carried supports flight operations and safety-critical decision-making,” he states. “That is why Viasat has always built protected connectivity around separation, prioritisation and assurance, so operational traffic is kept distinct from passenger networks and supported by the safeguards required for regulated aviation environments. This distinct difference sets our services apart from traditional passenger networks that are ‘open’ to the internet. Security is not just a VPN anymore and the network must be protected.”

“A useful way to think about it is the onion-ring principle,” says Lievien. We do not rely on a single security mechanism or a single line of defence. Instead, multiple complementary mechanisms are implemented at the hardware, software, system and process levels. The objective is that if one layer is compromised or fails, the other layers continue to provide protection.”

The time is now
Looking ahead, there is broad agreement that the future of cockpit connectivity is already here and taking shape.

“Airlines increasingly have access to broadband satellite and IP-based communications alongside traditional aviation datalinks, creating the foundation for a more connected cockpit,” Evanschwartz says. “The next step is making those connections work together more intelligently.”

Reilly sees aviation currently moving through a significant digital shift, and flight deck connectivity sits right at the center of that change. “Airlines must maintain the highest safety standards while improving efficiency and sustainability. The future of flight deck connectivity is therefore the future of a more connected, integrated aviation system, where aircraft are no longer treated as isolated assets once they leave the gate.

“Data is already essential to safe and efficient operations, and as aircraft generate and exchange more information across every phase of flight, complementary communications technologies are playing an increasingly important role. Resilient communications powered by IP-based connectivity can support the exchange of larger volumes of data, enabling shared flight plans, weather-aware routing, digital air traffic tools and better coordination between aircraft and the ground. Connectivity will help the industry move from fragmented information to a more predictable, collaborative and sustainable way of operating, while safely integrating aircraft like air taxis and delivery drones.

“Many of these capabilities can be enabled using equipment aircraft have today allowing operators to start benefiting from richer data exchange while regulatory frameworks continue to evolve and adoption expands across the industry,” he remarks.

For Lievien, the aircraft is progressively becoming a permanent, secure node on the airline’s network, exchanging data continuously with operations, maintenance and air traffic management.

“We are not waiting for that future, it is already arriving in stages, and the pace of adoption, however, will be determined by certification and regulation rather than by technology. If we look at the evolution ahead, I would distinguish between the medium and long term.

In the medium term, he sees an increase in the number of ground-managed aircraft, with software and data distribution, configuration and health management performed remotely, with the aircraft treated as a managed asset by the airline’s IT organisation.

Predictive maintenance will be based on near-continuous data rather than occasional or sampled downloads, and airlines and their chosen partners developing directly against their own aircraft data through open interfaces, “which could shift the pace of innovation from traditional supplier release cycles to airline-driven development cycles.”

“And importantly, regulatory maturation will be a key gate. The technical capability is progressing rapidly; certification and regulatory acceptance will determine how quickly these capabilities can be deployed at scale,” he says.

Turing to the long term, Lievien envisages full digital continuity between the aircraft, the operator and ATM, and Trajectory-Based Operations —where the aircraft can negotiate or continuously optimise its trajectory against live operational constraints, supported by the flight information exchange standards the industry is developing today such as FF-ICE Release 2 -Flight and Flow Information for a Collaborative Environment.

Finally, he foresees greater onboard processing and pre-processing including AI, with the aircraft processing data locally and transmitting recommendations, insights or decisions rather than simply sending large volumes of raw data.

A flow not a deluge
As Evanschwartz is at pains to point out, the future isn’t a cockpit flooded with more data. “It’s a cockpit where connectivity, data and increasingly intelligent applications work together behind the scenes to surface the right information at the right time.

“That is an important part of modernising aviation: using technology to simplify complexity, reduce pilot workload and enable better-informed decisions across the aviation ecosystem.

“For Collins, the goal is ultimately to empower pilots and operators with better insights while allowing the technology and connectivity behind those insights to become increasingly seamless.”

“So, the future is not simply about having more bandwidth in the cockpit,” highlights Lievien. “It is about creating a secure, certified digital architecture in which the aircraft can continuously exchange information with the airline and the wider aviation ecosystem – while maintaining the safety principles that govern aviation today.”

By Alex Preston