Inflight connectivity (IFC) is undoubtedly one of the most dynamic aspects of the current onboard experience. Recent investments in satellite networks are rapidly transforming IFC, and there are powerful arguments being put forward in favour of both low-earth orbit (LEO) and multi-orbit satellite networks.
Beyond the inflight entertainment and passengers’ ability to use their personal electronic devices in flight, onboard connectivity can also offer useful crew support, informing them, for example, if flight connections are going to be impacted so they can manage customer expectations and improve service. Additionally, reliable connectivity means attempts to pay for inflight purchases can be declined in real-time if cards are linked to accounts with inadequate funds or fraudulent transactions.
Strong signal
Debates relating to connectivity do, however, largely focus on the passengers’ ability to get online, stay connected and experience the internet at speeds comparable to those on the ground. Both the airlines and their passengers need to feel like the digital experience offers real value.
“We are seeing a diversification of business models for the passenger with regards to connectivity,” says Aaron Goldberg, Director of Product Management at Intelsat, which offers a multi-orbit connectivity solution.
“There are many airlines that believe the internet is a core part of their product and they want to deliver fast and reliable internet, in many cases for free, to the passenger.”
SES also provides connectivity via a multi-orbit solution, utilising both Geostationary Orbit (GEO) and Medium Earth Orbit (MEO) satellites. In 2024, the company introduced SES Open Orbits, an open architecture system designed to ensure airlines do not get trapped into using a proprietary system that is difficult or expensive to subsequently upgrade.
Defining trends
Andrew Ruszkowski, Global Head of Aviation at SES, says: “Everybody acknowledges that the trends are driving the need for high-performing networks and multi-orbit networks. These trends include the drive towards a ‘free-to-passenger’ in certain parts of the market; higher passenger expectations, especially as younger Gen Z and Gen Alpha begin to fly with huge expectations when they get onboard; and the trend toward more aircraft being fitted.”
With more aircraft connected over the next 10 years, greater bandwidth and a higher-performing networks are needed to support throughput. Ruszkowski suggests that SES’s partnership with Quvia will lead to an application-aware network in which resources – such as orbit, frequency and bandwidth – are assigned by application. That will help to provide passengers with an in-aircraft experience similar to what they have at home.
Delta Air Lines has selected Hughes’ Fusion system to connect its new A350s and A321neos. Reza Rasoulian, Senior Vice President and GM at Hughes, explains: “This is simultaneous multi-orbit. We’re taking GEO and LEO together at the same time. We call it a no-compromise solution, where you don’t have to pick GEO or LEO.
“We also have a roadmap to a LEO-LEO solution,” he adds, referring to a solution that will leverage both Ka-band and Ku-band.
“We give airlines the opportunity to bring in a significant amount of capacity. There’s no constellation lock because we’re able to bring in a multi-constellation approach.”
LEO’s deployment
Deployment of LEO satellites has helped to boost the bandwidth available to aircraft and, importantly, the network’s low orbit reduces the time required to relay signals. This low-latency is a factor in responsiveness to requests for videos and other data.
Valour Consultancy’s report, Starlink Aviation: Deep Dive – 2025, predicts that more than 10,000 aircraft will be connected by Starlink’s LEO network by 2034. This suggests 7,000 commercial aircraft, a market share of 39%, and 3,000 installations on private jets.
First to market, Starlink began delivering high-bandwidth LEO satellite communications to airlines in 2022. The SpaceX-owned company added SAS to its client list in 2025 and currently connects more than 2,000 commercial aircraft.
The rapid speed of Starlink installation and deployment, with antenna installations typically taking between eight and 10 hours, is a factor in its rollout running ahead of schedule on Qatar Airways and United Airlines’ fleets.
“There will certainly be a role in the market for multi-orbit services, particularly for those airlines which operate routes which Starlink may find difficult to serve because of regulatory challenges,” observes the author of the Starlink Aviation report, David Whelan, Senior Research Analyst at Valour Consultancy.
Ultimately, for the passengers, so long as they can send and receive messages, view videos without interruption and enjoy inflight entertainment, relatively few will think any further about the network or networks leveraged to transmit the data.
