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Development of an upgraded software capability for the F-35 fighter aircraft is maturing but more slowly than expected and while Lockheed Martin is still aiming to deliver the third Technology Refresh (TR-3) by June, it is more likely customer acceptance will slip into the third quarter of this year, Jim Taiclet, the company’s chairman, president and CEO, said on Tuesday.

“As we have said before, there continues to be risk in TR-3 deliveries due to delays in software maturity,” the F-35 Joint Program Office said on Jan. 23. “We are exploring a truncation plan with the [military] services and our partners to accept aircraft ahead of full validation of TR-3 capabilities. Any aircraft involved and delivered as part of the truncation plan will provide valuable capability to the warfighters while TR-3 completes final verification and validation.”

Last fall, Lockheed Martin said it expected the TR-3 software to be delivered with the F-35s beginning in the second quarter of 2023.

Lockheed Martin Aeronautics Corporation – Fort Worth – Mikaela MaschmeierrEvent:Arctic Lightning Air Show 2021 – Eielson AFB. Devin Hartman photo

“We are taking the time and attention to get this technology insertion right the first time because it will be absolutely worth it,” Taiclet said during the company’s fourth-quarter earnings call. “The step function technological advances of TR-3 will provide our customers with the onboard digital infrastructure of data storage, data processing, and pilot user interface to provide unmatched capabilities for many years to come. These include increased types of capability for air-to-air and air-to-ground munitions, advanced sensing, jamming, and cybersecurity capabilities and more accurate target recognition to achieve this level of reliable capability for the long run.”

In 2023, Lockheed Martin delivered 98 F-35s, all in the TR-2 configuration, and in 2024 is forecasting between 75 and 110 deliveries. Except for a “handful” of deliveries in the first half of the year, 90 percent of fifth-generation fighters are expected to be delivered during the second half with production of the aircraft slated to restart in the third quarter once the upgraded software is ready.

Taiclet said that the company’s TR-3 hardware suppliers will have to keep pace with F-35 production demand. Jay Malave, Lockheed Martin’s chief financial officer, said that further delays with TR-3 would force the company to revisit F-35 “production cadence.”

Lockheed Martin is currently building F-35s at a rate of 156 per year and Taiclet said the demand signal remains strong. But, he cautioned, meeting Defense Department demands for an expanding set of capabilities is challenging.

The TR-3 core processing and software will create the infrastructure for an ongoing modernization of the aircraft called Block 4, which is expanding.  Block 4 will allow the aircraft to carry more missiles, provide more electronic warfare capabilities, and greater target recognition.

“So, it is essential that this production line keep up,” Taiclet said. “Basically, the recapitalization of the allied fighter aircraft force is the F-35. And so, I think the key to that is full transparency and realizing the reality of the situation.”

That situation is that the more technology loaded onto the F-35, the aircraft customers must “be honest about the schedule, what industry can do, what can the test and evaluation community handle in the various militaries to accept that technology, and what’s the supply chain capacity?” he said.

Lockheed Martin is “brutally honest” with the services and the program office about what the supply chain’s capabilities are in meeting production demands, Taiclet said. And while that is “starting to get traction, I hope it gets more traction because we cannot afford to be over optimistic in the ability to deliver these technologies as rapidly as one might like,” he added.

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The U.S. Space Force Space Development Agency’s (SDA) Tranche 2 Transport Layer-Gamma satellites are to include Ultra High Frequency (UHF) S-band connections, an advanced tactical data link, and enhanced, anti-jam waveforms. But Tranche 2 does not appear to be the end of the SDA innovation trail. The agency is seeking industry ideas on new data links and waveforms for Tranche 3.

A Nov. 6 SDA request for information (RFI) “seeks to inform SDA’s roadmap of future datalinks and/or waveforms and to guide the integration of these capabilities into future Tranches.”

“This RFI seeks to align datalink and waveform capabilities for baselining and/or demonstration in Tranche 3 with launches planned to begin in FY 2028,” the business notice said.

Industry ideas on optical communications waveforms for PWSA Tranche 3 and above “would include risk reduction efforts to support low data rate links, and long-range links, specifically space-to-space geometries of low earth orbit (LEO) to medium earth orbit (MEO) (L2M) and low earth orbit (LEO) to geosynchronous earth orbit (GEO) (L2G) ranges,” SDA said. “Responses to this RFI will specifically inform SDA’s Transport Layer Tranche 3 planning beginning in fiscal year 2024 (FY 2024) for subsequent acquisition efforts to slated to begin in FY 2025.”

SDA satellites are to have optical communications terminals (OCTs) to link with other satellites and ground terminals.

“While SDA has completed its internal review of potential additions to the Tranche 3 OCT standard, it is likely other military services, commands or other government agencies have completed architecture studies that have included industry or industry has internally studied or invested in this area,” the Nov. 6 RFI said. “Hence, SDA would like to leverage what has already been accomplished in cooperation with industry before making a final determination of optical standards that affect the Tranche 3 architecture. As currently envisioned, the Tranche 3 Transport Layer may have different space vehicle variants. Tranche 3 is expected to operate via multiple planes at approximately 1000km in 80–90-degree inclination orbits.”

On Oct. 30, SDA said that it had awarded Northrop Grumman a $732 million firm-fixed-price Other Transaction Authorities (OTA) contract to build 38 satellites for the Tranche 2 Transport Layer (T2TL)-Alpha constellation (Defense Daily, Oct. 30).

The 100 Tranche 2 Transport Layer-Alpha satellites are to transmit beyond line-of-sight Link 16 data to military forces from space, while the Tranche 2 Transport Layer-Beta satellites are to transmit over UHF S-band for tactical satellite communications, and the future Tranche 2 Transport Layer-Gamma satellites are to use an advanced tactical data link.

On Oct. 10, SDA awarded the first Alpha contract of $617 million to Denver’s York Space Systems for 62 satellites in eight orbital planes (Defense Daily, Oct. 23).

The satellites are part of SDA’s low Earth orbit-focused PWSA. The Transport Layer is to be the linchpin of DoD’s future Joint All Domain Command and Control infrastructure, which is to feature minimal lag time communications, sensor-to-shooter connectivity, and tactical satellite communication directly to platforms engaged in military operations.

In August, SDA awarded Lockheed Martin‘s Space division in Littleton, Colo., $818 million and Northrop Grumman’s Space Systems segment in Redondo Beach, Calif., $733 million–a total of more than $1.5 billion –for 72 Tranche 2 Transport Layer – Beta satellites–36 by each company (Defense Daily, Aug. 21). Lockheed Martin is to build those satellites at the company’s recently opened small satellite plant in Littleton.

While SDA had planned on 44 Gamma birds, SDA Director Derek Tournear told Silicon Valley Space Week’s Milsat Symposium on Oct. 19 that the requirement is now 24 Gamma satellites, as SDA is in discussions with a third, possible Tranche 2 Transport Layer-Beta vendor to put the advanced tactical data link on 24 additional Beta satellites.

SDA said that it expects to issue the Gamma solicitation by the end of this year. Tranche 2 is to have about 270 Transport and Tracking Layer satellites. The SDA Transport Layer satellites are to provide rapid sensor to shooter data, while the Tracking Layer satellites are to provide a significant leap in the detection and tracking of hypersonic and ballistic missiles.

This story initially appeared in affiliate publication Defense Daily.

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Boeing’s ForeFlight subsidiary is now offering oceanic plotting and fleet tracking navigation technologies for business jets. 

Oceanic plotting is an add-on to ForeFlight’s existing Active Navlog system, released in May, and will be integrated with ForeFlight Dispatch. 

Combining the two will enable paperless oceanic plotting directly in ForeFlight Mobile, allowing operators to eliminate the use of paper charts for oceanic plotting and record-keeping, the company says. As with the base Active Navlog product, performance estimates are automatically re-calculated during the flight as pilots record time and fuel actuals at each waypoint.

With Oceanic Plotting pilots can record position reports and gross navigational error checks. Every check is automatically recorded in the master flight log with an associated screenshot for effortless record-keeping, while completed navigation logs are automatically uploaded to ForeFlight Dispatch and attached to the flight plan.

“Logging position reports and GNE checks has been a manual, time-consuming task for our customers,” said Kevin Sutterfield, ForeFlight and Jeppesen global sales leader. “Throughout the development of this feature, we actively incorporated feedback from numerous ForeFlight customers. ForeFlight’s Oceanic Plotting feature simplifies the process of oceanic crossings for pilots while also automating the regulatory compliance required for those operations.”

Active Navlog is available as a per-user subscription add-on product, with or without a subscription to ForeFlight Dispatch, while Dispatch will be required in addition to Active Navlog to enable the Oceanic Plotting capability once it’s available.

Fleet Tracking enables operators to monitor their fleet’s on-time operations and early detection of potential schedule disruptions, the company says. It can integrate with ForeFlight Dispatch, giving operators the ability to see the live status of all tracked flights. Operators will also have access to an interactive map displaying the positions and statuses of all tracked aircraft.

That interactive fleet tracking page shows ground-based Automatic Dependent Surveillance-Broadcast, or ADS-B, data from AirNav Systems and incorporates ForeFlight’s map-based weather layers. If any flight encounters a delay or inclement weather, planners can make changes to the flight plan in ForeFlight Dispatch.

“Providing dispatchers with real-time and accurate aircraft tracking significantly boosts safety and efficiency,” said Sutterfield. “I believe that digital solution suites are changing the business aviation industry because they allow operators to anticipate schedule disruptions and mitigate issues in real-time.”

Two distinct tiers of fleet tracking will be available. The first includes global tracking through ground-based ADS-B. The second, higher tier adds support for global tracking by datalink position reports as well as the ability to track FAA-blocked tail numbers. Both tiers will be available as per-aircraft add-on subscriptions and will require a subscription to ForeFlight Dispatch.

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Exploring the Next Stage of Connectivity in Airlines, Predictive Maintenance, and Enhanced Operations at the Connected Aviation Intelligence Summit (Photo: Jessica Reed)

DENVER, Colorado — At the recent Connected Aviation Intelligence Summit, several industry experts joined in a panel discussion titled, “The Connected Future: Exploring the Next Stage of Connectivity in Airlines, Predictive Maintenance, and Enhanced Operations.” Kim Blakely, Senior Manager of Flight Operations, CNS Program and Cockpit Technology at United Airlines, highlighted the airline’s proactive steps to identify connectivity issues onboard their flights. To achieve this, United Airlines’ mobility engineering and CDR teams are collaborating with pilots to log information directly from their Electronic Flight Bags (EFBs). In parallel, they are working closely with Apple to analyze these results and develop potential solutions. 

Additionally, Blakely mentioned the introduction of a dedicated SSID for crew members, aimed at enhancing functionality and bolstering security. While immediate actions involve configuration changes and partnerships with Wi-Fi vendors, longer-term plans encompass considering avionic enhancements for upcoming 787 deliveries from the outset.

Addressing the topic of retrofitting older aircraft with new technologies, Bret Peyton, Managing Director Standards, Fleet and Operational Control at Alaska Airlines, commented, “I think one of the one of the biggest challenges is the mixed fleet capability.” While their incoming 737 Max aircraft are fully equipped and connected, their legacy next-generation fleet lags behind, prompting complex cost-benefit analyses on the decision to equip planes with aircraft interface devices. Peyton hinted at the potential to bypass certain devices by leveraging onboard Wi-Fi for connectivity. 

Alaska Airlines, seeking to harness the benefits of connected aircraft, has chosen Air Space Intelligence for in-route optimization. Although they are currently testing a flight deck tool, they’ve successfully implemented a dispatch tool over the past three and a half years, which they plan to connect to the aircraft through Wi-Fi, reinforcing their commitment to technological advancements.

Nate Hicks, Vice President of Product Management at GE Digital, remarked during the panel discussion, “We have a few projects that are specifically dedicated towards decoding flight data and then enabling outcomes for operators on top of that decoded flight data.” 

GE assists operators in integrating data from various sources such as operational data warehouses, QAR devices, and engine controls. Through a meticulous process of collating, decoding, cleansing, and presenting this data, GE empowers operators to refine their safety management and fuel efficiency programs. 

Hicks spotlighted the rising preference for wireless QARs, noting their rapid and straightforward data transmission capabilities. GE’s platform also provides operators with a transparent view of their data transmission—whether manual or wireless—enabling safety analysts to efficiently monitor the most recent datasets across their entire fleet. This approach showcases GE’s commitment to employing data and contemporary technology in supporting aviation operators.

Bobby Anderson, Vice President/General Manager for Commercial Aviation at Shift5, emphasized the complexities of sourcing accurate data from aircraft, especially given the variables of aircraft age and sensor locations. Shift5’s strategy zeroes in on guiding both airlines and military customers to precisely pinpoint and extract essential data without overwhelming the system. Capturing every frame of data across those protocol buses is vital, offering invaluable insights for both cybersecurity and preventative maintenance. 

Anderson also highlighted their initiatives in promoting automation around compliance activities. While the industry has made strides in regulatory guidance, especially concerning aircraft network security programs approved by the FAA, Shift5 assists in streamlining this process. Their aim is to enable airlines to efficiently interpret and act upon critical insights rather than get bogged down in raw data.

Kim Blakely of United Airlines commented, “Over-saturation of information [in the cockpit] sometimes is worse than the lack of it.” To tackle this, United has implemented rigorous protocols for onboard apps. Pilots aren’t permitted to download apps arbitrarily; there’s a defined process involving a steering committee’s review. This ensures input from key departments such as line operations, regulatory compliance, cybersecurity, and standards teams. 

United also employs tools like Air Space Intelligence for in-flight optimization. As more such tools emerge, the challenge lies in determining the right fit while ensuring integration across various departments, like dispatch and pilots. “They all have to be speaking the same language and have the same information,” Blakely said.

Mark Canada from Dialexa, an IBM company, emphasized the vast potential that AI and ML bring to aviation. To fully leverage these technologies, he stressed the importance of effectively organizing the extensive data drawn from flights and various systems. By laying down this foundational framework, organizations can more seamlessly integrate and experiment with advanced tools like large language models, such as GPT. This structured approach, in Canada’s view, is pivotal for aviation entities to proactively harness AI’s capabilities. “Creating some of those foundational capabilities is what’s required to really allow you to play offense,” he said.

Bret Peyton from Alaska Airlines highlighted the intricate balance between leveraging vast data for operational efficiency and navigating contractual limitations, especially with pilot unions. While airlines are inundated with valuable data and innovative ideas for improvement, they often encounter obstacles rooted in longstanding agreements. 

For Alaska Airlines, “We’re frankly operating on a contract that was probably drawn up somewhere in the 1990s, and so it’s restrictive,” Peyton remarked. This is despite the airline’s reputation as a technology leader and pioneer in flight deck innovations. The journey towards harnessing AI and other advanced tools is sometimes hampered by these contractual stipulations, requiring delicate maneuvering. He emphasized that this dynamic represents a common challenge many operators face as they chart their future course. “AI is great—we can do a lot with it, but we have to sometimes tiptoe, unfortunately, around our contractual obligations,” he said.

Kim Blakely of United Airlines emphasized the delicate balance between ensuring pilot protection and the airline’s need for valuable in-flight data. Pilots seek a system where their feedback can be recorded anonymously to avoid potential repercussions, reflecting the broader challenges faced in negotiations with pilot unions. Blakely mentioned that United has recently reached a preliminary agreement. “I’m really hoping that it does open a lot of opportunities for us with the technologies to get more information,” she said. “Honestly, we’re not trying to punish anybody. We just need to get the information; we need to know what’s going on in the cockpit.” Collaborative efforts with pilot unions are crucial to unlocking technology’s potential and improving aviation practices.

Nate Hicks of GE Digital highlighted the challenge of keeping pace with rapid technological advancements within the regulatory confines. While GE Digital collaborates with airline customers who manage regulatory relationships, it’s imperative for GE to gauge the direction of entities like the FAA to anticipate potential hurdles in technology implementation. 

A significant area of concern, Hicks noted, is the inefficiency in airspace management. The technology to address these inefficiencies exists today, but active engagement between regulators, airspace managers, and airlines is vital to optimizing current systems and practices.

Bobby Anderson of Shift5 stressed the intrinsic link between safety and security in aviation, emphasizing that a secure aircraft inherently means a safe one. Navigating the regulatory landscape requires a harmonious balance, often necessitating dialogue with pilot unions to create mutual understanding. 

Anderson underscored the importance of vast data quantities for effective AI/ML implementation. While AI/ML plays a role in current algorithms, its potential extends much further. To truly harness AI, access to extensive, up-to-date data is crucial, with airlines and OEMs offering invaluable, specialized insights built over decades. Collaboration within the ecosystem, encompassing pilots, operations, and more, is essential to realize the full benefits of AI in aviation.

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Spire Global was contracted by Estuaire to supply global aviation insights, including aircraft positional data. (Photos: Jessica Reed)

Space-based data, analytics, and space services company Spire Global will supply aircraft positional data, as well as data from its Flight Report aggregation platform to Estuaire, an environmental data firm servicing the airline industry, under a new contract announced by the companies on Thursday. Spire’s Flight Report platform will give Estuaire access to hundreds of millions of daily satellite and terrestrial ADS-B positions combined with flight and aircraft data for post-flight analytics and reporting needs.

Recent studies show that aviation is responsible for 3.5% of climate change. Estuaire monitors and analyzes aviation CO2, non-CO2, and aircraft lifecycle emissions. The company said that by integrating Spire data into its products, it will now be able to provide precise and up-to-date analysis of flight routes, enabling the company and its customers to analyze aviation emissions.

“In order to measure the full climate impact of aviation, knowing real flight lengths, altitudes, and speeds is key,” Estuaire co-founder and CEO Maxime Meijers said in a statement. “Collaborating with Spire has allowed us deeper insights into each aircraft’s flight data to better establish a foundation for our climate metrics based on actual aircraft utilization.”

Financial details of the contract were not disclosed.

In July, Spire signed a deal with RDC Aviation to supply its satellite and terrestrial ADS-B positions to provide flight, aircraft, and airline metadata for RDC’s airport data product. Spire’s satellites use ADS-B signals to capture global aircraft movements from space, providing coverage during most flights where there is no ground-based tracking available, such as over oceans, deserts, or mountains. “Our partnership with RDC Aviation is a testament to the transformative potential of real-time and actionable data, and we look forward to driving innovation in the aviation industry together,” remarked Philip Plantholt, general manager of Aviation.

This week, Spire Global announced that it was awarded a $2.8 million contract by the National Oceanic and Atmospheric Administration (NOAA) for satellite weather data over a 12-month period.

This article was originally published by sister publication Via Satellite. It has been edited.

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Airbus picks Safran Passenger Innovations as its Ku-band multi-orbit satcom antenna supplier and confirms two Ku-band MSPs for its HBCplus connectivity solution.

LONG BEACH, Calif. — Airbus has chosen Safran Passenger Innovations as its Ku-band multi-orbit satcom antenna supplier. The company also confirmed Intelsat and Panasonic Avionics Corporation as launch Managed Service Providers (MSPs) for Airbus’s HBCplus connectivity solution. 

“We introduced the HBCplus a year ago,” said Ingo Wuggetzer, Vice President Cabin Marketing at Airbus, during a press briefing at the APEX/IFSA Expo this week. “We already announced two airline customers, and there’s more to come,” he said, adding that they are not ready to share further details just yet. 

At the Aircraft Interiors Expo in June, Airbus revealed the first launch selections for its Airspace Link HBCplus on the A350 from Emirates and Ethiopian Airlines.

Get SAT will provide the Electronically Steerable Antenna (ESA), with Ku-band satcom hardware integration from Safran Passenger Innovations. The ESA is compatible with both GEO and LEO. The antenna will enable simultaneous multi-beam operation for HBCplus Ku-band services, planned to enter into service in 2026.

“We want to provide choice for our customers,” Wuggetzer said. “The next step that we go is for Ku band.”

“I’m very proud to announce today Intelsat and Panasonic as the new MSP providers for Airbus HBCplus solution for Ku band,” he added.

Airbus announced at last year’s APEX Expo that the new GeniusLINK in-flight system would be offered for third-party fleets. The GeniusLINK solution is similar to Airspace Link, a new on-board open ecosystem for commercial aviation.

“As the aircraft OEM, Airbus is looking forward to delivering state-of-the-art built-in aircraft connectivity technology together with Safran Passenger Innovations, integrating Get-SAT’s electronically-steerable antenna to harness multiple satellite constellations,” remarked Maximilian Ruecker, VP Cabin Procurement Seats, IFE and Electronics, in the press release. “In parallel, our expanding catalogue of selected Managed Service Provider partners—now joined by Intelsat and Panasonic Avionics Corporation—will deliver a fantastic customer experience for airlines’ Airbus Family aircraft through lightning fast internet in-flight.”

(Photo: Airbus)

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Panelists discuss IFC business models at the Connected Aviation Intelligence Summit. Pictured above, from left: Mark Holmes (Via Satellite); André Patrick, Air Canada; Brittany McSweeny, Southwest Airlines; and Angela Vargo, Breeze Airways. (Photo: Access Intelligence)

DENVER, COLORADO — Providing passengers in-flight connectivity (IFC), with live TV and on-demand entertainment streaming services from take-off to landing, is gaining serious momentum in the airline industry.

Satellite operators like OneWeb, Intelsat, Viasat, and Telesat are among the satellite providers competing to offer IFC services to airlines. According to a Frost and Sullivan report released in July, researchers expect that the global in-flight connectivity service market will reach $968.8 million by 2032. Increasing passenger demand for seamless connectivity, advancements in satellite communication technologies, and air traffic growth will drive this expansion, according to the report.

How that connectivity works and how airlines pay for the investment in satellite technology was part of a discussion at the Connected Aviation Intelligence Summit, in Denver, Colorado, on Thursday.

Andre Patrick, manager of In-flight, Wi-Fi and Analytics for Air Canada, said that free Wi-Fi is still a moving target for airlines, and the hospitality industry is driving customer expectations. “When you go to a hotel, you connect for free,” he said. “You don’t have to think about it. I think that mentality is coming to the airlines.”

Air Canada announced this week that it is expanding its connectivity deal with Intelsat, adding 100 aircraft. Air Canada has been working with Intelsat and its predecessor, Gogo, for 14 years connecting for various aircraft of the flagship Canadian air carrier.

Patrick shared an anecdote of a passenger conducting day-trading on a flight that showed the significance of staying connected. “The response I got from the flight crew was that it was a super important deal and he had internet available so he didn’t miss out on that trade,” Patrick said. “We’re talking about an $80,000 trade that was happening. Connectivity is even more important than just sending an email.”

Brittany McSweeny, senior CX Connectivity consultant for Southwest Airlines, said the airline sees customers connect to Teams calls. “They’re listening in and they’re participating via chat,” she said. “Being able to provide a consistent, reliable experience where customers are able to work from the sky is really important to us.”

Last year, Southwest Airlines added Viasat as an in-flight connectivity provider.  The airline also recently expanded the audience that receives free internet. “It had just been for our preferred members, which are our top tier loyalty members,” McSweeny said. “Now anybody who purchases certain business class will receive internet as well.”

Angela Vargo, head of Brand Marketing for Breeze Airways, talked about how connectivity is part of the young airline’s strategy to build its brand. Breeze Airways was created by JetBlue founder, now CEO of Breeze, David Neeleman, in May 2021. The company works with Viasat for their IFC solution.

“When you are starting an airline from scratch, you think about everything, all kind of in the same bucket,” she said. “I’m building a brand loyalty program and a Wi-Fi experience all at the same time. So as a result, all of these things are going to be very highly integrated. There is no wall. Because a lot of what airlines have had to do is kind of shoehorn existing technologies into their IFC model.”

Vargo said that Breeze is going to launch a “more enhanced experience” as part of their brand loyalty program next year, but the airline doesn’t offer free Wi-Fi on its flights.

“I am not a believer that 100% of people need to have free Wi-Fi on a flight. I think that there are so many other methods to store content and do free messaging,” Vargo said.

As the market of satellite solutions evolves, Vargo said she’s interested in Low-Earth Orbit (LEO) satellite solutions like Amazon’s Project Kuiper constellation.

“Having started this journey with Wi-Fi back in the Dark Ages, this is the second really big evolution that we’ve experienced. I think it’s exciting to watch because there will be new entrants, and they will push the limits. That’s always going to help us innovate along with some of the partners,” she said. “I think it’s pretty interesting to watch how this will play out, especially with new entrants to the market like Amazon.”

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From left: Mark Holmes (Via Satellite); Dylan Browne, Amazon; Phillippe Schleret, Telesat; Jason Sperry, OneWeb; Ronald van der Breggen, Rivada. (Photo: David Hodes)

DENVER, COLORADO — Satellite operators building constellations in Low-Earth Orbit (LEO) are targeting in-flight connectivity as a critical market for their businesses. Executives made bold projections for how airlines will adopt LEO at the Connected Aviation Intelligence Summit, in Denver, Colorado, on Sept. 7.

Jason Sperry, head of Business Aviation for OneWeb, projects that the aviation and airline community will “absolutely” achieve a majority of traffic over LEO by 2030, estimating 50% or more.

Ronald van der Breggen, chief commercial officer at Rivada Space Networks, agreed on LEO’s significance, but put the traffic figure at more than 70%. “It’s all about the user,” he said. “It’s not about what the airlines want, or the capabilities of the satellite companies. It’s about the end user.”

Why will LEO be so disruptive to this market? Dylan Browne, global head of Mobility Business Development at Amazon, said that it has to do with latency, capacity, and consistency. “LEO is designed for that,” Browne said. “It’s a managed service out of the gate. Customers are going to vote with their feet. They want the service that has those attributes and characteristics.”

Amazon is working on Project Kuiper, an initiative to increase global broadband access through a constellation of 3,236 satellites in LEO. The first two prototype satellites are set to launch on a United Launch Alliance (ULA) mission this fall.

Phillippe Schleret, Telesat’s vice president of Aviation, represented Telesat on the panel, soon after the operator secured funding and announced a new manufacturer for its Lightspeed LEO constellation. Telesat is building the LEO constellation from the ground up for enterprise-grade services, Schleret said. “In-flight connectivity in our target markets influenced the design of the network,” he said.

They are looking to create very consistent, superior customer experience at lower cost, and a “future-proof solution” with full global service including around the poles and anywhere on the ocean.

“The beam-hopping technology (of LEO) allows us to bring very large amount of capacity, where it’s needed when it’s needed,” Schleret said. “I’m thinking in particular for the high concentration around airport hubs.”

The panelists discussed active deals underway in IFC business development. Browne said that there is a big contract with a terrestrial partner now in the works. “The deal flow is happening,” he said. “We need to engage now. I’m here at this summit specifically with our partners to gain their insights to start that journey. We’d like to announce a new deal next year. There is a lot of work to do and we need to do it together.”

Sperry said that, following on the two announcements by OneWeb—the most recent in August demonstrating LEO global connectivity to the International Committee of the Red Cross in Geneva, Switzerland—there will be other announcements in the next few months from airlines and their partners adopting technology that will support OneWeb in a multi-orbit capacity. “Whether that multi-orbit is with LEO and GEO, we want to work with the airline through our partners to ensure that they get what they need to deliver that consistent, reliable customer experience. So whatever that solution may be, we’re there to support it.”

Browne spoke to the importance of developing a cohesive service.

All the aspects of the IFC need to be “perfectly choreographed,” Browne said, to remove any points of failure and any bottlenecks “We’re not stuck in the today,” he said. “We’re building this for the future and customers’ future growth. We want our customers to have a delightful experience. That means we’ve got a huge amount of work to do to make sure we’ve mapped that out end to end.”

This article was originally published by Via Satellite, a sister publication to Avionics International. It has been edited. Click here to read the original version >>

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Air Canada Taps Intelsat to Equip 100 More Aircraft With IFC (Photo: Air Canada)

Air Canada is expanding its in-flight connectivity (IFC) deal with Intelsat, ordering Intelsat’s IFC solution for nearly 100 more aircraft, the companies announced Tuesday.

Intelsat and its IFC predecessor, Gogo, have worked with the flagship Canadian air carrier for 14 years. Intelsat currently operates in-flight internet on 240 aircraft on Air Canada, Rouge, and Air Canada Express. The new program includes IFC installations on three types of Air Canada aircraft including 40 Boeing 737 MAX aircraft, which will be equipped starting this year with Intelsat’s 2Ku IFC system.

The deal also includes 55 aircraft flown by Air Canada’s Jazz regional partner, Embraer 175 and Mitsubishi CRJ-900 aircraft. These planes currently have an air-to-ground system and will be upgraded with Intelsat’s new electronically steered array (ESA) antenna starting in 2024.

Air Canada offers free messaging for its Aeroplan members on all Wi-Fi-equipped flights through a partnership with Canadian telco Bell, announced earlier this year.

Intelsat’s 2Ku solution includes a low-profile, fuselage-mounted antenna that is less than three inches tall. The antenna interoperates on both Intelsat’s family of Geostationary (GEO) satellites and on OneWeb’s constellation of Low-Earth Orbit (LEO) satellites.

“We’re confident Intelsat provides proven technology, an extensible platform and network, and the right vision for the future of in-flight connectivity,” said Mark Nasr, Air Canada’s executive vice president of Marketing and Digital. “Through our Bell partnership, equipment installation schedule, and strong conviction around the importance of in-flight connectivity, we seek to offer our customers the best and most consistently available offering in the industry.”

This article was originally published by Via Satellite, a sister publication to Avionics International. It has been edited. Click here to read the original version >>

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