Blog – Page 18 – Aviation, Inflight and Aero Connectivity Consultants

OPINION: How Web3 is Revolutionizing the Aviation Industry Through Decentralization

Brendan McKittrick of Aerobloc discusses how Web3 is revolutionizing the aviation industry through decentralization. (Photo: Aerobloc)

Web3—a catalyst towards redefining and transforming various sectors or a revolution that can permeate daily aspects of our lives? Or is it neither?

To help answer this question, focusing on one sector that connects human lives on a daily basis—aviation—might provide a clearer picture. As the world takes flight into the future, the principles of decentralization are propelling the aviation sector to new heights of efficiency, collaboration, and innovation, all of which are essential to breaking constraints of legacy procedures.

Trusted Collaboration: The Backbone of Web3 in Aviation

In the past, airlines, airports, and supporting industries often operated in silos, wary of sharing sensitive data with competitors. However, web3’s decentralized architecture is changing this paradigm. Through smart contracts and even more advanced tools like AI-driven Distributed Autonomous Organizations (DAOs), competitors are finding new ways to collaborate in a trustless environment.

Web3 allows stakeholders to engage in agreements and transactions without intermediaries or centralized authorities. This shift in trust dynamics has the potential to streamline complex operations, from ticketing and baggage handling to maintenance and safety protocols. With web3, trust is no longer a question of reliance on a third party but a fundamental feature of the system itself.

Self-Organizing Systems: Breaking Free from Legacy Constraints

A prime example of this revolutionary shift can be found in Aerobloc, where legacy constraints are a thing of the past. In the aviation industry, many systems have core technologies dating back to the 1960s, 1970s, and 1980s. This archaic infrastructure hampers innovation and efficiency. Web3’s self-organizing systems, on the other hand, offer a clean slate for progress.

This pairing of emerging technology and streamlined procedures will create product offerings that can be as rich and diverse as the industry players choose, unburdened by the constraints of legacy systems. This newfound flexibility empowers stakeholders to reimagine the entire aviation experience, from booking a ticket to boarding a plane, creating a stress-free environment for everyone involved.

Micro-Ownership and Tokenization: Democratizing Aviation

Web3 technology introduces a concept known as tokenization. This feature allows assets to be broken down into digital tokens, paving the way for micro-ownership and democratization within the aviation sector. Passengers and investors can now own fractional shares of aircraft, airport assets, or even donate their loyalty tokens towards the carbon neutrality of their seats. This transformative shift opens doors to a more inclusive aviation industry while simultaneously reducing unit costs and transaction overhead through web3 Distributed Ledger Technology (DLT) models.

Envision a future where passengers aren’t just customers but also partial owners of the airlines they choose to fly with. This newfound sense of ownership is poised to drive a deeper commitment to safety, service quality, and environmental responsibility. It also sets the stage for innovative financing models that break free from the traditional constraints of aviation investment. To put it simply, this is a transformation long overdue.

As web3 gains traction, digital wallets are becoming the standard, facilitating seamless value exchange across all digital channels. This translates into a frictionless experience for both passengers and businesses operating within the aviation sector. Whether it’s the ease of purchasing tickets, paying for in-flight services, or settling intricate contracts between airlines and airports, digital wallets are simplifying these processes. Furthermore, these digital wallets enable secure and efficient cross-border transactions, eliminating the need for costly currency conversions and complex financial intermediaries. This newfound simplicity in financial transactions promises cost savings and operational efficiency for all aviation stakeholders.

Building Trust and a Thriving Marketplace in Web3 Aviation

Within this open and collaborative community, airlines, airports, and their supporting industries are finding unprecedented opportunities to collaborate and prosper. Even in an industry historically characterized by competition, web3’s decentralized ecosystem is facilitating a newfound sense of common ground.

Automation, precision, and assurance are becoming the standard in this trusted marketplace. As a result, operational costs are shrinking, and trust is being instilled across thousands of business processes. The once burdensome and costly legacy systems are undergoing a transformation, evolving into next-generation, efficient blockchain models that benefit all stakeholders. All in all, web3 technology is reshaping the aviation industry by introducing trusted collaboration, self-organizing systems, micro-ownership, and seamless value exchange. By embracing the principles of decentralization and converging AI, blockchain, and web3 solutions, web3 adopters such as Aerobloc are set to positively impact a quintessential travel method and by extension, will positively benefit our efficiency for all transport-related services.

So, is web3 the catalyst that will redefine and transform various sectors or is it simply developing technology that may permeate aspects of our daily lives?

Well, I say yes to both.

This article is contributed by Brendan McKittrick, the co-founder and chairman of Aerobloc.

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Emissions Monitoring Firm Estuaire Contracts Spire for Flight Report Data

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.

Remote ID: Insights from Dedrone

The CMO of Dedrone, a counterdrone/airspace security company, discusses the role of Remote ID in the industry. (Photos: Dedrone)

The FAA’s Remote ID requirements, which mandate drones to broadcast identification information, were expected to go into effect on September 16. The agency has now extended the enforcement date to March 16, 2024. “In making this decision, the FAA recognizes the unanticipated issues that some operators are experiencing finding some remote identification broadcast modules,” the FAA explained.

Take a closer look at the role of Remote ID in our Q&A with Mary-Lou Smulders, CMO at Dedrone—a counterdrone/airspace security company.

Avionics International: From your perspective, what are some of the benefits of Remote ID in terms of safety and security in the drone industry?

Mary-Lou Smulders: Remote ID is basically a drone license plate—broadcasting identification and location information when a drone is in flight. In terms of knowing where drones are in a given airspace, this is a strong step in the right direction. Like a license plate, although the average citizen does not have access to the personal information of the drone’s pilot, authorized governmental authorities can use the Remote ID broadcast to determine the drone pilot’s identity.

Could you elaborate on the critical issues with relying solely on Remote ID as a safety protocol?

Just like bank robbers removing the license plate on their getaway car, the first thing any bad actor will do is disable Remote ID—meaning that any critical infrastructure that relies solely on picking up Remote ID will be completely blind to a drone that isn’t broadcasting in their airspace.

It’s also extremely easy to spoof Remote ID broadcasts; a quick search on the internet search engine of your choice will bring up pages of videos on how to do it. This means that a bad actor that’s even remotely tech-savvy will then be able to hide a real drone in a swarm of fake broadcasts or otherwise disguise the location of their drone by putting its broadcast elsewhere.

In addition, recreational drones below 250 grams do not have to comply with Remote ID rules as of this writing. While that’s just a little more than half a pound, commercially available drones like the DJI Mini 3 Pro come under this weight limit—and can still record video in up to 4K resolution for reconnaissance purposes or recording events.

Finally, these regulations rely heavily on compliance by drone pilots. Even if they have no plans to do anything bad with their drones, if they haven’t registered with the FAA, then they likely don’t know about the Remote ID requirements, and their drones may not have a broadcast beacon installed if they have a drone manufactured before December of last year.

Ultimately, layers of protection are needed to keep an airspace secure and enable good drones to operate while unauthorized drones can be identified quickly.

What is the impact of Remote ID on the commercial drone industry, specifically in terms of operations and business applications?

It is a huge step forward in terms of unlocking the real potential of drones commercially. By requiring all non-recreational drones (even those below the 250g weight limit) to broadcast Remote ID, it will ultimately be easier to keep the skies free of aerial collisions and more efficiently pilot drones as first responders or for deliveries in active airspaces. The regulations are slowly but surely catching up with the technology, and we’re getting closer to being able to capture the productivity that productive drone usage offers.

Dedrone claims to have virtually eliminated false positives in drone detection. How have you achieved this level of accuracy and reliability?

At the heart of all of our solutions is DedroneTracker.AI, our command and control (C2) airspace security platform, which utilizes a sophisticated AI engine to perform behavior modeling analytics as well as true sensor fusion on the inputs it receives. Using our drone library of nearly 300 different drone types and being specifically built to be hardware-agnostic, DedroneTracker.AI incorporates a variety of inputs for drone detection and compares it with its vast database of drone data—for both regularly manufactured and DIY drones—to determine whether or not something is a drone, where it is, and if it poses a threat. Every time a drone incursion occurs, DedroneTracker.AI gets smarter.

Are there any current efforts at Dedrone that you could share details about?

Most recently, we launched DedroneTactical, our solution for counter small uncrewed aerial system (UAS) response in rapidly evolving expeditionary situations. We are also continuing to expand our already industry-leading customer installed base of over 500 active sites—we are up to usage in 30 countries and five of the G-7 nation governments; 190 critical infrastructure sites; 40 airports; 60+ stadiums; 15+ US federal entities and 20+ non-US governments.

We also offer Remote ID detection through DedroneTracker.AI to continue to keep the airspaces safe.

How does Dedrone envision contributing to the broader discussions on drone safety and regulations in the industry?

We firmly believe that all stakeholders in the industry need to have a voice in order to design regulations that are built for the technology of today and tomorrow. As part of that, we are participating in FAA testing for counter-drone technology at airports, and we are also a member of the FAA’s Uncrewed Aerial System (UAS) Detection and Mitigation Systems Aviation Rulemaking Committee (ARC). We are offering our insights on what is needed to make our skies safe for good drones while preventing negative drone incidents around the country.

Are there any trends or technologies in the drone industry that you think are particularly promising?

Flying Beyond Visual Line of Sight (BVLOS) and, within that, Drone as a First Responder (DFR) is one of the most impactful drone applications that we see coming down the pipeline in the industry. Currently, a drone must be in someone’s line of sight to be flown—so law enforcement, for example, has to station people on rooftops to continue monitoring a drone in flight. Waivers to fly BVLOS are extremely difficult to obtain, but we believe that technology can solve this problem and it will steadily become easier to obtain the required waivers for BVLOS flights.

With that capability, drones can play a huge role as first responders. For example, right now, if there’s an accident on the highway, police, the fire department, and an ambulance are automatically dispatched. Soon, a drone [will be able to] get there first, and relay whether or not all of these emergency services are needed. In more volatile situations, a drone can also provide a bird’s-eye view of the incident and offer law enforcement or emergency responders a better understanding of the situation before they arrive, making it safer for everyone.

NetJets Extends Fleet Agreement with Textron Aviation

Textron Aviation and NetJets signed a fleet agreement, giving NetJets the option to purchase up to 1,500 additional Cessna Citation business jets. (Photos: Textron Aviation)

An agreement announced today gives NetJets the option to purchase 1,500 Cessna Citation business jets from Textron Aviation over a 15-year period. Textron has provided more than 800 aircraft to NetJets over the years. This includes the Citation SII, V, Excel/XLS, Sovereign, and X, as well as more than 300 Citation Latitudes and Longitudes.

With the extension of NetJets’ existing agreement, the operator will be able to add Textron’s newest jet, the Cessna Citation Ascend aircraft, to its fleet. NetJets is the fleet launch customer for this midsize business jet, which will likely enter into service in 2025. The Citation Ascend will include Garmin G5000 avionics—featuring autothrottle technology—and a Honeywell RE100 [XL] Auxiliary Power Unit that is approved for unattended operations.

The cockpit of a Cessna Citation Ascend

Textron Aviation is NetJets’ largest provider of aircraft, according to Ron Draper, president and CEO. “Expanding and adding the Citation Ascend to the NetJets fleet will provide its global customers with even more versatility and flexibility to accomplish their missions, building upon the exceptional performance and popularity of the Latitude and Longitude,” he remarked in the company’s announcement.

NetJets has also shown interest in adding electric vertical take-off and landing (eVTOL) aircraft to its fleet. The operator signed a purchase agreement with Lilium in 2022 for up to 150 eVTOLs.

Airbus Shares Connectivity Updates at APEX Expo

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)

Zipline Gets FAA Approval for BVLOS Drone Deliveries

The FAA authorized Zipline to deliver commercial packages around Salt Lake City, Utah, and Bentonville, Arkansas. These operations will involve drones that fly beyond a visual line of sight. (Photo: Zipline)

The Federal Aviation Administration has granted authorization to Zipline International, Inc., to initiate commercial package deliveries using drones that operate beyond the operator’s visual line of sight (BVLOS) around Salt Lake City and Bentonville, Arkansas. This decision represents a significant stride in the FAA’s mission of integrating drones into the National Airspace System.

Traditionally, even the most advanced drone deliveries required visual observers placed en route to monitor the sky. However, this recent FAA authorization allows Zipline to sidestep this mandate.

Zipline announced last June that it received its Part 135 Air Carrier Certificate from the FAA, enabling the company to perform the longest range on-demand deliveries with commercial drones in the U.S. Zipline had recently unveiled its new detect-and-avoid system that uses acoustic-based technology onboard an autonomous aircraft.

According to Zipline, their onboard perception safety system, designed to ensure real-time airspace monitoring, has eliminated the need for ground observers. After having been rigorously tested over tens of thousands of real-world miles and interactions with aircraft globally, the system has demonstrated its capability to ensure the highest safety standards.

Zipline’s experience includes over 50 million commercial autonomous miles flown globally. Their drones have made significant impacts in countries like Ghana and Rwanda, delivering crucial supplies such as vaccines, food, and educational materials, particularly to hard-to-reach regions.

Beyond the immediate significance for Zipline, this authorization showcases the FAA’s commitment to evolving the landscape of drone operations in the U.S. The agency’s long-term vision aims for harmonious integration, aligning with directives from the FAA Modernization and Reform Act of 2012 and the FAA Extension, Safety, and Security Act of 2016. These Acts underscore the development of an Uncrewed Aircraft System Traffic Management (UTM) plan, a collaborative initiative with NASA.

In March 2022, the UAS Beyond Visual Line of Sight (BVLOS) Operations Aviation Rulemaking Committee (ARC) unveiled its final report, highlighting a detailed roadmap to support expanded UAS operations. Recognizing the many advantages of BVLOS—from safety to economic benefits—the FAA is proactively examining multiple petitions suggesting various safe operational methods.

Detect and Avoid (DAA) systems are pivotal for BVLOS operations. While numerous industry standards have been laid out for DAA systems, not all may be suited for operations at or below 400 feet above ground level (AGL). Hence, the FAA is meticulously reviewing these standards, ensuring that DAA systems meet specific requirements.

Another dimension of this evolving landscape is the increasing involvement of third-party service providers. These third-party entities, not directly controlled by the UAS manufacturer or operator, could play pivotal roles in DAA solutions, such as detecting crewed aircraft or managing command and control (C2) links for multiple operators. The FAA is exploring innovative ways to assess and recognize these components distinctly.

The FAA’s endorsement of Zipline’s BVLOS operations opens the door for an era where crucial deliveries, from medicines to food, are not only faster but also more sustainable and accessible.

Garmin Secures FAA Certification for GFC 500 Autopilot in Additional Aircraft Models

The FAA has awarded an STC to Garmin for its GFC 500 digital autopilot system in the Cessna 177/177A Cardinal and the Beechcraft T34A/T34B Series. (Photo: Garmin)

Garmin recently received Supplemental Type Certification (STC) for its GFC 500 digital autopilot system. This certification now extends its application to several other aircraft, including the Cessna 177/177A Cardinal, Beechcraft T34A/T34B Series, and the Piper Seneca PA-34-200T and PA34-220T II-V models. This marks the second time the GFC 500 has been certified for use in twin-engine aircraft.

Just last month, the FAA awarded an STC to Garmin’s GFC 600 digital autopilot in Beechcraft King Air F90 aircraft.

The GFC 500 is designed for light-piston aircraft. It offers advantages such as heightened self-monitoring features and significantly reduced maintenance needs compared with older generations of autopilot systems.

The GFC 500 autopilot integrates with Garmin’s GI 2751 or G5 electronic flight instruments. Pilots can pair it with either a standby GI 275 or G5 electronic flight instrument interfaced to a G500 TXi flight display or a G3X Touch flight display.

Its mode controller comes equipped with large, dedicated controls that facilitate effortless adjustments to aircraft pitch, airspeed, and vertical speed. The Level Mode (LVL) feature enables pilots to swiftly revert the aircraft to straight-and-level flight via a dedicated button.

Another highlighted feature is the Garmin Smart Glide. In the event of engine power loss, this function aids pilots by automating certain tasks, effectively reducing pilot workload and enhancing safety.

“The full-featured GFC 500 autopilot provides a long list of existing general aviation aircraft with a simple, lightweight, cost-effective autopilot upgrade path,” according to Garmin.

“In addition to traditional autopilot capabilities, such as altitude hold, vertical speed and heading modes, the GFC 500 also includes altitude preselect, VNAV, underspeed and overspeed protection and more. Pilots can also select, couple and fly various instrument approaches, including GPS, ILS, VOR, LOC and back course approaches when paired with a compatible Garmin GPS navigator.”

Piloting the Future: AI, eVTOLs, and Sustainability

Ryan Stone of SmartSky delves into how emerging technologies, from AI-assisted flying to eVTOLs and advanced weather data, can address the aviation industry’s challenges, from pilot shortages to sustainability and flight efficiency. (Photo: Jessica Reed)

DENVER, Colorado – The recent Connected Aviation Intelligence Summit provided a unique stage for discussing the future of aviation. Ryan Stone, president and co-founder of SmartSky Networks, addressed two pressing issues facing the industry: a predicted shortage of 80,000 pilots by 2032 and aviation’s carbon footprint.

Addressing the Pilot Crisis

Stone pointed out the rise of training programs, collaborations between major carriers and regional airlines, and adjustments in pilot salaries. “Airlines are creating their own flight schools,” he noted.

However, he introduced an exciting perspective by highlighting a recent event where AI piloted a drone that outperformed the human drone racing champion. This milestone indicates that with some regulatory adjustments, there might be a shift towards reduced reliance on human pilots. Single pilot operations, backed by AI and technological advancements, could play a significant role in bridging the pilot gap.

“We already see a lot of autonomy out there,” he said. “Technology can solve these kinds of problems.”

Sustainability in Aviation

Stone’s discussion on aviation sustainability began by highlighting that, as of 2016, aviation was responsible for 2.8% of global greenhouse gas emissions, translating to an effective contribution of 3.5% due to high-altitude emissions. The industry is already feeling the heat, both from climate activists and Mother Nature. Stone showed a photograph of an airplane defaced by climate protesters, emphasizing the urgency of the issue.

“Our industry does care; we’re developing ways to deal with the crisis,” Stone remarked. To tackle this, the aviation industry is investing in eVTOLs (electric vertical take-off and landing aircraft) powered by batteries or hydrogen fuel cells. Another solution, sustainable aviation fuel (SAF), offers a lifecycle carbon reduction of 80%.

“If you’re like me, the first time you heard about SAF, you thought, ‘What is this new magic fuel that doesn’t emit carbon?’ That’s not what SAF is at all,” Stone explained. “SAF is a fuel that’s made from biomass, or plants. Plants absorb carbon dioxide. If you take that biofuel, and then you burn it in a jet engine, the carbon dioxide that comes out then gets absorbed by the plants, and back to the fuel—it’s a cycle. So it’s effectively carbon neutral; you’re not actually reducing carbon.”

Stone observed that shifting to electric solutions doesn’t automatically equate to sustainability. The source of that electricity needs scrutiny. By 2050, around 44% of the U.S.’s power will come from fossil fuels, which would still indirectly contribute to aviation’s carbon footprint. Stone emphasized the importance of baseload nuclear power, which offers a continuous and carbon-neutral power supply.

Efficiency in Flight Paths: Saving Fuel and Carbon Emissions

Stone shifted the conversation to fuel efficiency, noting the $215 billion spent globally on fuel each year. He used the example of the regular holding patterns at London Heathrow, highlighting the potential for vast savings if more efficient routing saved just 10% of fuel. This would mean a 0.3% decrease in carbon emissions and $21.5 billion in savings annually.

The solution, Stone suggests, already exists in the form of five-dimensional trajectory-based operations. This technology can save between 5% to 15% on fuel by optimizing flight paths. However, implementing this requires real-time data sources and a shift in the human-machine interface.

At SmartSky, they’ve developed Skytelligence, an API-based data exchange system. It utilizes information including ADS-B, recently cleared routes, aircraft operating constraints, and more. Stone introduced three companies with whom they are collaborating and leveraging the Skytelligence solution. The first one, Flash, offers lightning predictions with more than 90% accuracy. AvMet provides a predictive Weather Impact Outlook. “They have broken down the forecasting over the next day, so you can see exactly where the winds and storms would be coming from, and do better predictions,” said Stone.

He also mentioned Meandair, a company that focuses on crowdsourced weather predictions. These partnerships aim to provide more accurate weather data to help optimize flight paths.

(Photos: Ryan Stone/SmartSky)

SmartSky Networks announced last fall that its air-to-ground (ATG) connectivity service offering is available for the Cessna Citation X series aircraft. Check out our interview with both Ryan Stone and David Helfgott, CEO, here.

The Future of Flight Management Systems

The culmination of Stone’s address was the introduction of the cloud-based Flight Management System (FMS), developed in collaboration with Mosaic ATM and GE Aviation. This system reduces the time required to change a flight’s trajectory by 70%, resulting in significant fuel savings. Coupled with Universal Avionics’ announcement of a connected FMS, Stone envisions a future where flight planning adapts in real time to impending changes.

Stone highlighted not just technological advancement but its intelligent application in solving aviation’s most significant challenges and sustainability objectives. From the threat of pilot shortages to the looming climate crisis, innovative technologies—when combined—can chart a more efficient path forward for the industry.

Airline Execs See IFC Business Models as Part of Larger Brand Strategy

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.”

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 >>

LEO Operators Pitch the Orbit’s Value for IFC at Connected Aviation Event

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 >>