Since the dawn of in-flight connectivity, network congestion has been a serious concern in the aviation community. Historically, geosynchronous satellites and ATG networks have struggled to combat significant congestion, especially when in busy, concentrated areas like major airports. Each of these different systems of connectivity has been plagued with their own problems that have been extremely difficult to overcome.

Lately, however, the game has been completely changed by the introduction of LEO satellites such as Starlink and Galileo “OneWeb.” While this advancement has rapidly changed the state of IFC, there are still many people voicing their concerns that this, too, could fall victim to the old issues that afflicted connectivity before. With the presence of LEO technology, however, the old arguments around network congestion simply don’t apply anymore.

It is certainly understandable to be skeptical of new technology, especially after experiencing issues with past technologies that, at first, seemed promising. Gogo’s ATG network is a good example of this. While the network started strong, and seemed to offer a solution to network congestion, it quickly became overwhelmed. The plain fact of the matter is, there are certain innate differences to LEO satellites that will prevent this from occurring. One major difference between LEO and GEO satellites is the LEO satellites ability to move.

A big reason for GEO satellite based congestion stemmed from its fixed position relative to the Earth. Because its spot beam is resigned to a single location, flying over high traffic locations has frequently caused network congestion for business jets. Terrestrial-based networks have faced the same issues for similar reasons. It is not unlike using your cell phone at a crowded concert or sports event. With too many people trying to connect to one single tower, network congestion is inevitable. This is yet another problem that LEO technology has an answer for. Because LEO satellites are not fixed, it is much easier for them to avoid congestion. Even if they face network congestion, the sheer number of them allows them to offload congestion from one satellite to another. The static GEO satellites simply do not have this capability. Additionally, both the GEO satellites and the bespoke aviation ATG network are extremely difficult to upgrade due to cost. This is yet another problem that LEO technology has an answer for.

The benefit to LEO satellites is that they are inherently replaceable. With a lifespan of roughly 5 years, their business model requires them to replace the satellite once it is decommissioned, often multiple at a time. This allows LEO companies to always allow for as many satellites as they need. Additionally, it gives them the opportunity to fix potential issues by incorporating newer elements of technology. In this way, LEO satellites are able to constantly innovate and consistently stay ahead of network congestion, as problems will always be addressed promptly.

Another problem that traditional satellite systems have faced is the limited number of users they can support. ATG networks, for instance, were initially designed with a specific user pool in mind, mostly for aviation-specific use. This meant that when this small capacity was reached and eventually surpassed, the network became heavily saturated, with essentially no room to grow or modify. Again, this issue just simply does not apply to LEO technology. LEO satellites like Starlink were designed to have mass-market appeal. They were not specifically intended solely for aviation, which means they have the capacity to support tens if not hundreds of millions of users. The demand for aviation connectivity, in comparison, is not even a drop in the bucket to what they can support. This essentially nullifies network congestion for business aviation.

While skepticism for this new technology may be historically founded, comparing LEO technology to some of the problems faced by its predecessors is like comparing apples to oranges. LEO satellites are operating on an entirely new architecture, which allows for them to easily surpass many of the connectivity problems that aviation has faced for the past several decades. There is no denying that the future of satellite connectivity has arrived. With adaptations and improvements essentially built into the LEO business model, aviation connectivity will likely never be plagued by network congestion again.

Back in April of 2023, I expressed some potential issues about the future of Starlink’s business model for Business aviation. In the months that have followed, however, Starlink has gone out of their way to address many of these issues. Some of these updates were noted by Pro Star at the 2023 NBAA BACE, held in Las Vegas. Now, nearly a year later, Starlink’s future in Business Aviation looks very promising, and they are poised to change the face of In-Flight Connectivity (IFC) as we know it.

One of the primary concerns expressed in April was that I did not see a direct-to-consumer model, similar to Tesla, working in the field of Business aviation. This is something that Starlink seeming has come to agree with, as they have now moved away from this concept. In its place, Starlink has started a dealer network, of which Pro Star is one of the very first dealers. The dealer network will provide the hardware and the installation for Starlink equipment. So, while consumers may still purchase the equipment directly from Starlink and install it themselves, most customers will undoubtedly use the dealer network to get Starlink installed. This also takes care of my concerns about consumer expectations, as this model now enables the customer to deal with people that they’re comfortable with, which adds validity to the installation process.

Another concern I raised was about the FAA installation approval process. This, too, has been addressed. To ensure that FAA regulations are being compiled with, Starlink is working through a couple of certification partners. These partners will be conducting all of the FAA approvals (STC’s) for the various aircraft types.

Last year, I also expressed hesitation about the installation and operational costs. Back in April, the installation costs had not yet been defined by Starlink, while the monthly service fees ranged from $12,500-$25,000. Now, because they are working through a dealer network, Starlink will let the customer’s solicit proposals from the Dealer’s like virtually all other avionics manufacturers. This is a departure from my skepticism, which was primarily based in a direct-to-consumer model. Additionally, Starlink has lowered the unlimited pricing to $10,000 per month and created a “Pay As You Go” model that starts at $2,000 per month

Technical support after the initial installation was another worry I raised in April. While this issue has not been entirely clarified, Starlink has taken steps to simplify this process through the dealer network. Part of the dealer agreement is that accepted dealers will provide installation and warranty support for the aircraft, which helps to take care of post-installation support. In this respect, new dealers are compelled to have a larger role in the partnership, which will be important moving forward.

While my big concerns have been addressed over the past 10 months, the strengths that Starlink had in April still remain. In my entire career, I’ve never seen something that has generated as much interest as Starlink Aviation. Consumers are asking for this product by name, which separates its revolutionary quality from something like GPS. When GPS first came onto the scene, there were at least a dozen OEMs offering GPS solutions. While Starlink certainly has competition, Starlink is the only one being specifically asked for by the principals and passengers. In this way, it is comparable to the release of the first iPhone in 2007. While there were other cell phones around, there was nothing that had the capabilities or the name recognition of the iPhone.

This encouragement, combined with their commitment to address certain issues expressed within the field of aviation, we are profoundly excited to begin our relationship with Starlink. In fact, this dealership has resulted in a single week of sales for Pro Star that has exceeded anything else I have experienced in the past 25 years. This is, of course, extremely encouraging. Starlink has come a long way since April, and we can’t wait to see how they continue to grow and change as the years go on.

On business aircraft, there are three things that must be functional before you can begin your flight. The internet, the engines, and the pilots…and the last two are optional. Of course, this is a comedic exaggeration, really there are many more things that are necessities. The joke here being, however, that in-flight connectivity is truly becoming the most important element of business aviation. If it were possible for an aircraft owner to fly a plane without a pilot, they probably would do that rather than attempt to fly without the internet. It is particularly important for airplane owners today to be aware of where their connectivity is coming from, as the world of In-Flight Connectivity (IFC) is in a state of major flux.

The first evolving method of connectivity is air-to-ground, which is only available in North America. Major players in this marketspace, like Gogo and SmartSky, are facing changes that can affect the future connectivity for business aircraft. For SmartSky, their model has not yet fully matured. They are still in the process of getting their original business model off the ground and moving. Alternatively, Gogo is in the midst of a major architectural refresh. They are relying on legacy technology that is currently being updated. This is of interest for aircraft owners as the legacy GoGo technology will no longer be functional by 2026. Additionally, Gogo is in the process of launching their own LEO satellite package to compete with newcomer Starlink. These businesses are also evolving before our very eyes.

Starlink is in the forefront, as business titan Elon Musk attempts to break into the aviation field. With a man of his prowess, media attention seemingly follows wherever he goes. Unfortunately, since our first blog on the subject of Starlink Aviation was published, there have been no significant status changes in terms of the number of airplanes flying and the evolution of authorized installation facilities. This would suggest that there is still quite a way to go before Starlink becomes a fully viable option for IFC. While Starlink may be in the spotlight for LEOs, there is also an alternative in OneWeb, GoGo’s LEO partner. Unlike Starlink, OneWeb will be solely oriented towards aviation. While this increases the likelihood that OneWeb will avoid some of the pitfalls we discussed in the Starlink blog, it is still growing. As of now, in fact, the technology and the limitations on upgrading and installing it are still comparable to Starlink.

Finally, there are geosynchronous satellites. With this option, there are several providers, and nearly all of them are facing ongoing product evolution. Viasat, in particular, has garnered some negative attention in the media lately regarding their newly launched satellite. Viasat recently launched the first of Gen 3 Ka satellites into orbit. Upon reaching its final location and deploying the satellite, it experienced some technical issues. The results are currently unknown in terms of how these difficulties will affect their connectivity. Despite this, their reputation and stock price took a hit as a result. Though their current network remains unaffected, it is still not known how diminished the capability of this new satellite will be. Even so, the bandwidth of this satellite far outweighs any current satellites out there.  Looking at all these changes, it is clear that in-flight connectivity is in a significant state of fluctuation. Because of this, it is important for airplane owners to make carefully considered decisions when it comes to the kind of connectivity that is best for their aircraft. While it may be easy to gravitate towards a newer, sleeker option or to allow media coverage to sway your judgment, the reality is much more nuanced. This is why it is best to consult your independent MRO for this issue. MROs lack a bias towards any single system, which allows them to make an objective decision that is going to benefit the owner of the aircraft. They will be able to break down the smaller details and determine with you what the best course of action should be for your IFC. After all, it is one of the three things you need before you can fly your aircraft…and this one is not optional. 

Previously, we established that if aircraft owners are to renovate their current airplane to modern standards, parts obsolescence is key to their investment.  The most popular upgrade for business jets today- In-Flight Connectivity. Executives now expect to have the same (or as close to the same) access in the air as they have on the ground. Many Flight Departments consider their aircraft “Grounded” if the internet is inoperative. However, the market for aircraft connectivity is overloaded with potential options. There are a few core questions that owners should be asking themselves to help navigate this process.

The first big question: Is the mission domestic or international? The reason for this question is critical. Suppose your aircraft will fly internationally, and connectivity will be required outside the United States. In that case, the “Air to Ground” systems, like GoGo and SmartSky, will not work. Awareness and communication with your installation center will ensure that their aircraft is equipped with cost-effective options that serve the mission.

Next: What kind of budget have you set? Initially, the cost of installation would be the primary consideration in selecting the right system. The equipment price is often only the tip of the proverbial iceberg. To accurately assess the full extent of the expenses, it is best to budget the cost across the entire ownership period of the aircraft; 5 years is standard. Analyzing these costs sometimes results in selecting a system that might not work outside of the U.S. due to the percentage of international flying versus the cost of operation within the United States. Sometimes operators will choose two systems and idle the International system (SATCOM) when flying domestically. The practical solution is to choose a system that suits your needs for all missions, which is not always the most cost effective.

When considering the extent of your purchase, it is also crucial to consider the adage: “You get what you pay for.” It has a particular resonance when it comes to airborne connectivity. If you decide to spend a smaller amount of money compared to other connectivity solutions, without fail, you will receive a performance that is reflective of the costs. Often, when something seems too good to be true, unfortunately, it is. This bears relevance to the price and the installation facility you select.

Ideally, an installation facility should thoroughly analyze your plan and ask the right questions to deliver what you want. Often, they are authorized to install many different systems and should recommend options that suit your mission, budget, and aircraft. It is essential, however, to determine that the facility you are considering has your best interest in mind. To resolve this, an owner must pay attention to the initial questions being asked to them. The installation facility should be posing these questions:

Where is the aircraft flying?

• What is your budget?

• What is your plan usage?

• What is your expectation for speed?

• What kind of aircraft are you flying?

If a facility is not asking you all of these questions, something else is likely guiding their decision-making. Notice that these questions are not aligned with any specific equipment manufacturers. Once answered, the proper equipment solutions will be evident.  

Airborne connectivity is a highly desired aspect of today’s inflight experience. We are a connected society, and we expect to continue that experience when we are in the air. Finding a trustworthy installation facility that can best guide your connectivity solution is at the core of it. We’ve got you covered if you need guidance on the best solution to stay connected, talk to our experts today!