The aviation industry continues to evolve its approach to in-flight connectivity as satellite technology advances and operator requirements become increasingly sophisticated. What began as a luxury amenity for business aircraft has become a standard expectation across commercial and private aviation, with passengers and crew demanding the same level of connectivity they experience on the ground. This shift has created technical and operational considerations for maintenance organizations, MRO facilities, and aircraft operators who must integrate these systems while managing costs, weight and aircraft availability.
The transition from Ku-band to Ka-band systems represents one aspect of this evolution, but the connectivity landscape has grown more complex with the introduction of low earth orbit (LEO) satellite constellations, hybrid multi-orbit architectures, and air-to-ground networks. Each approach offers distinct advantages in terms of latency, bandwidth, coverage and operational flexibility. For maintenance professionals, these developments raise practical questions about installation procedures, hardware compatibility and long-term system support.
Aircraft operators must balance performance requirements with operational realities. Installation modifications affect weight and drag, influencing fuel consumption and operating costs. Downtime for system installation or upgrades impacts aircraft availability and revenue generation. The rapid pace of technological advancement creates concerns about obsolescence and the need for frequent hardware replacements. Industry providers have responded by developing solutions that address these practical concerns while delivering improved connectivity performance. This article examines current technical approaches, focusing on system architecture, installation considerations, maintenance requirements, and strategies for future-proofing these investments.
Transforming In-Flight Connectivity
Although the in-flight connectivity market has generally shifted from Ku-band to Ka-band, current satellite networks use both Ku- and Ka-band frequencies in various orbital configurations, including geostationary (GEO) and Telesat low earth orbit (LEO) satellites, according to Karthik Bharathan, director of product management for aviation terminals at Viasat. “The choice between Ku- or Ka-band is determined by the satellite’s onboard technology,” he says. “From a maintenance perspective, aircraft line maintenance procedures remain the same regardless of whether the system operates in Ku-, Ka-, GEO, or LEO, and no additional specialized training is required. For example, Viasat’s main in-flight connectivity terminal works with satellites in both GEO and LEO orbit, and maintenance personnel will not require any new training.”
Viasat has unveiled an advancement in its multi-orbit strategy for business aviation, with plans to integrate LEO satellite capacity into its JetXP in-flight broadband service. “The combination of Viasat’s ultra-high-speed GEO capabilities, including the advanced ViaSat-3 satellites, with flexible and resilient LEO capacity, will further enhance JetXP’s reliable, consistent, high-performance connectivity, offering even greater redundancy and global coverage,” Viasat reports. “JetXP is designed to deliver the best available performance between GEO and LEO satellites, intelligently routing data in real time. This optimizes the connectivity experience to meet varying levels of customer demand, including the most latency- and jitter-sensitive applications, such as interactive gaming, high-definition video conferencing, and real-time cloud collaboration across multiple devices simultaneously.”
Multi-orbit capabilities will be available as a single offering on select JetXP plans, eliminating the need for multiple subscriptions, affirms Viasat. “Customers will require an additional flat-panel electronically steered antenna (ESA), designed to seamlessly integrate with JetXP’s existing tail antennas and featuring fewer line-replaceable units (LRU) for ease of installation,” Viasat states. “Performance across all JetXP service plans, including future multi-orbit options, will be measured using Viasat’s in-flight quality of experience (iQe) concept, which will be available next year and will use artificial intelligence and advanced analytics to continuously monitor a wide range of network parameters in real time. The results are translated into a single quality of experience (QoE) score that reflects the overall connectivity experience for executives, operators and flight crew.”
While JetXP serves the business aviation market, Viasat has also announced a parallel next-generation in-flight-connectivity (IFC) solution for commercial aviation, Viasat Amara. “The new IFC solution is powered by innovations in core satellite network design, hardware advancements, and a suite of digital products. Along with additional features, including intelligent network enhancements and application-level data linking to satellites in multiple orbits, Viasat Amara is designed for high scalability, enabling airlines to offer a future-proof onboard experience for passengers,” the company states. “Viasat Amara is designed to meet the specific needs of each airline and each individual user, in real time on an intelligent multi-orbit network. Our pioneering mission remains to help our airline customers maximize the enormous potential of connectivity for branding, loyalty, and growth.”
Viasat Amara’s roadmap includes innovations that open new opportunities, with compatibility for GEO, HEO, and LEO satellites, complementing a robust high-capacity ecosystem from Viasat and its partners, according to Viasat. “This includes the recently announced Ka-band LEO capacity from Telesat Lightspeed. Viasat Amara will offer high-capacity, high-quality service with truly global coverage, connectivity designed to adapt to the growing needs of commercial airlines and support rapid multi-network, multi-orbit evolution,” the company states.
Viasat has also unveiled a proprietary terminal with an ESA, Viasat Aera. “This will unlock simultaneous dual-beam connections between satellites in GEO, HEO and LEO, enabling airlines and their passengers to enjoy a best-in-class IFC experience with a single antenna,” the company states. “The new terminal is currently under development and is designed to dynamically adapt connectivity to leverage the strengths of all available transmission resources, offering an optimized experience for every application running on the global network.”
Gogo is catering to the private jet and military/government sectors seeking connectivity that emulates the experience on the ground, according to Chris Moore, CEO at Gogo. “We have strong relationships with all satellite constellations and are fully leveraging the potential of the Eutelsat OneWeb (LEO) satellite constellation to support our HDX ESA. SES powers our Plane Simple Ku-band terminal and the Viasat constellation connects to our Plane Simple Ka-band system,” he says. “Any commercial aircraft owner or operator can use GEO and/or LEO to stay constantly connected wherever they fly.”
Gogo also provides an air-to-ground network in North America via a network of cellular towers, explains Moore. “We will activate our new 5G technology in 2026, which will bring high-speed broadband to the cabin of aircraft that have never had access to it before,” he says. “Operators simply install MB-13 antennas on the underside of the aircraft and the AVANCE LX5 platform inside the aircraft to instantly access the internet, send emails, and even stream content. We combine GEO with LEO, LEO with air-to-ground (ATG), or any other combination that meets customers’ mission requirements. We provide a solution for every market segment, from turboprops to heavy jets,” he says. “Our technology comes with upgrade paths that are simple and require minimal downtime.”
and FDX terminals on Challenger 600 series. This fuselage supports the Gogo Galileo FDX antenna.
Gogo works closely with its expanding global MRO network, providing support through each phase of the sales, installation, and commissioning cycle, explains Moore. “Our hardware and software design results in predictable installation requirements and guaranteed support in the event of unexpected issues or customer problems. Our connectivity customers expect our 24/7/365 support internationally, and the same goes for our MRO partners. Whether they are installing an air-to-ground system for the hundredth time or developing a new Gogo Galileo supplemental type certificate (STC), we provide feedback on the experiences of other members of our network. We have a three-ring policy that helps our MROs handle installation requests on time,” he says. “As aircraft owners are much more interested in being able to make a consistent and reliable Teams call than in understanding the technology, we translate technology into practical applications. Our MRO network is essential, and we work closely with them to generate STCs for our new equipment as well.”
Installation and Implementation
Beyond the operational maintenance of these systems, the initial installation process requires careful planning and structural modifications. According to Bharathan, the most significant structural modification involves the installation of the radome. “Electrical upgrades include the addition of components to support wireless access points (WAP), servers, and the cabling required for power and data transmission. Weight and drag are critical factors for airlines worldwide, and Viasat in-flight-connectivity (IFC) systems are designed to minimize the additional weight and drag caused by fuselage modifications, helping to limit any increase in fuel consumption,” he says. “Prior to installation, Viasat works closely with each airline customer to understand their needs and ensure the IFC system meets their objectives.”
Gogo has purpose-built and designed its connectivity terminals for the business and military/government aviation markets, explains Moore. “Traditionally, the high-speed connectivity dominance of large jets is now enabled by the purpose-built and Gogo Galileo antenna series,” he says. “The Plane Simple antennas are compact, tail-mounted terminals comprising just two in-line-replaceable units — the tail-mounted antenna and the cabin router — connected via common wiring. The Ku-band variant is powered by the SES FlexExec constellation, dedicated to business aviation, while the Ka-band variant connects to the Viasat JX network, both providing powerful, high-speed GEO connectivity in the smallest form factors on the market. The Gogo Galileo HDX and FDX antennas optimize electronic phased array technology, eliminating the need for moving parts to allow for a smaller form factor and fuselage mounting. This reduces power requirements and waste heat. Gogo Galileo terminals optimize the Eutelsat OneWeb low earth orbit constellation for high-speed, low-latency connectivity.”
For operators flying in the United States and southern Canada, the new Gogo 5G ATG service will also support high-speed internet connectivity, explains Moore. “Connecting to a network of ground towers, the antennas are also small, and while the MB-13 includes two antennas, their compact design and positioning minimize operational impact,” he says. “The focus on creating smaller form factors means that aircraft, from very light jets to the largest, can maximize high-speed broadband connectivity worldwide. All antennas are designed to optimize connectivity while minimizing operational impact.”
Typically, equipping an aircraft with connectivity systems represents a significant investment for the owner, as it inevitably involves dismantling old equipment, installing new equipment, and then repeating the process in a relatively short timeframe, given the rapid advancement of the connectivity industry, points out Moore. “By developing our technology specifically, we have also designed for the future, so that, as satellite technology continues to evolve, most of the system upgrades required to optimize solutions are made in our modem units. This minimizes downtime and costly cabin interior upgrades, ensures predictability in terms of maintenance, operations, and budgeting, and protects the owner’s investment,” he says. “Therefore, whenever possible, we strive to anticipate the future of the satellite communications landscape and find a solution by creating customized, long-term connectivity solutions.”
Viasat is simplifying the installation process by integrating modems directly into the antenna structure, thus reducing the number of separate line-replaceable units (LRUs) required, according to Bharathan. “This approach simplifies both new installations and upgrades of existing hardware. Additionally, Viasat antenna systems are designed for future compatibility, allowing existing hardware to work with current and future networks or constellations via over-the-air software updates,” he says. “This includes Viasat’s next-generation IFC terminal, Viasat AERA. This design approach minimizes the need for hardware replacement, reduces maintenance time, and helps customers reduce costs associated with aircraft downtime.”
To airline customers Viasat offers service level agreements (SLA), which include quantified performance benchmarks such as network availability and even individual passenger performance metrics, affirms Bharathan. “Our goal is to consistently meet (and exceed) these objectives, helping our airline partners deliver an exceptional connectivity experience to their passengers. We have a solid track record of reliability, a key factor in serving over 60 airlines and approximately 4,370 aircraft worldwide, as of September 2025,” he says.
Summing Up
The evolution of in-flight connectivity reflects broader trends in aviation toward systems that balance advanced capability with operational practicality. The industry’s adoption of multi-orbit architectures, integration of LEO and GEO satellite networks, and development of ATG alternatives demonstrates a pragmatic approach to meeting diverse operational requirements across different aircraft types, flight profiles, and geographic regions.
From a maintenance perspective, the convergence on simplified hardware designs, reduced component counts, and software-based upgrade paths addresses long-standing concerns about system complexity and aircraft downtime. The emphasis on maintaining consistent line maintenance procedures across different system types and orbital configurations minimizes the training burden on maintenance personnel while supporting operational flexibility. The focus on integrated modem designs, electronically steered antennas, and reduced line-replaceable units reflects an understanding of the cost and logistical challenges operators face.
The implementation of service level agreements with quantified performance metrics, comprehensive MRO support networks, and collaborative approaches to supplemental type certificate development indicates a maturing industry that recognizes the importance of reliable, predictable system performance.
Looking ahead, the planned introduction of 5G ATG services, advancement of electronically steered antenna technology, and expansion of LEO constellation capacity will provide operators with additional options for meeting their connectivity requirements. The effective integration of these technologies will depend on a sustained focus on practical implementation considerations alongside technical capability.