Business Air - August Issue 2023

Your Business Aviation Resource & Marketplace 2023 | Vol. 33, No. 4

CONNECTIVITY

INSIDE

What’s happening in business aviatio n

3 Questions with JSSI’s Seno

The future of connectivity has arrived

The jet card market in knife-edge flight

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TABLE OF CONTENTS

Editorial Features

Taxi Out: What’s happening in business aviation

3 Questions: JSSI’s Lou Seno

Getting Connected by Fred George

In Knife's Edge Flight by Michael Wildes

AD INDEX:

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Volume 33 | Issue 4 | 2023

EDITOR-IN-CHIEF Julie Boatman

SENIOR BUSINESS EDITOR Fred George

CREATIVE DIRECTOR Amy Jo Sledge

COPY EDITOR Travis Tingle

DESIGN & PRODUCTION Amy Deal

CONTRIBUTOR Michael Wildes

PUBLISHER & CHIEF COMMERCIAL OFFICER Lisa deFrees - lisa@flying.media

DIRECTOR OF SPECIAL PROJECTS & AD OPERATIONS Andy Welch - andy@flying.media

DIGITAL MEDIA COORDINATOR Aaron Will - aaron@flying.media

SENIOR BUSINESS DEVELOPMENT MANAGER Roxanne Sweazey - roxanne@flying.media

Craig Fuller - Chief Executive Officer

Preston Holland - Chief Operating Officer

Lisa deFrees - Publisher & Chief Commercial Officer

To adjust your bulk order or for change of address: aaron@flying.media

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TAXI OUT WHAT’S HAPPENING AROUND THE BUSINESS AVIATION INDUSTRY

Atlantic Aviation, a leading aviation infrastructure platform with the second-largest network of fixed base operators (FBOs) in North America, announced that Jeff Foland (at right) will succeed Lou Pepper as CEO effective August 14. Pepper has served as Atlantic Aviation’s CEO for more than 30 years and will fully focus on his role as a member of Atlantic Aviation’s board of directors. Foland brings nearly three decades of experience in the aviation and travel industries.

Avfuel, an independent supplier of aviation fuel and services, welcomed London Southend Jet Centre (EGMC) to its network. Offering both luxury and convenience, London Southend Jet Centre is just a 12-minute helicopter ride to the center of London, 36 miles from the city’s financial center, Canary Wharf, and provides two-minute, aircraft-to-car transfers, letting guests skip the terminal and go straight to their destination.

West Star Aviation is proud to announce the opening of the Chattanooga Metropolitan Airport (KCHA) facility expansion in Tennessee. An open house was celebrated on July 19 by local community leaders and West Star staff. This represents the first of the company’s major expansion projects, with additional development at St. Louis Regional Airport (KALN) in East Alton, Illinois, and Grand Junction Regional Airport (KGJT) in Colorado to follow. The Chattanooga expansion, which took about a year to complete, offers an additional 57,000 square feet of hangar, shop, and support areas, bringing the facility’s total space to 262,816 square feet.

Avflight has acquired FlightLevel Aviation’s FBO at West Michigan Regional Airport (KBIV), marking its 25th location overall and eighth in the state. Avflight Holland will operate out of the airport’s terminal building, featuring a spacious lobby, offices, and two conference rooms with full audio-visual capabilities and seating up to 20. In addition, the company has access to more than 50,000 square feet of hangar space capable of accommodating aircraft up to a Gulfstream for overnight storage. Aero Star Aviation is pleased to announce the addition of the Embraer Praetor 500 and 600 to its capabilities and product services. Aero Star is already well established in the industry for its specialized services on the Embraer Phenom 100 and 300 series. Founded in 2013, with two locations in Dallas and Fort Lauderdale, Florida, Aero Star Aviation offers aircraft maintenance, including scheduled maintenance, prepurchase and 10-year inspections, engine change, line maintenance, wheel assembly exchange, and AOG support.

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ExecuJet MRO Services Malaysia (ExecuJet) has completed back-to-back maintenance checks on Dassault Falcon aircraft, including the Falcon 2000EX, Falcon 900LX, Falcon 7X, and Falcon 8X, reinforcing its status as the region’s major Dassault MRO facility. According to the company, this has resulted in a higher demand for its maintenance services this year from regional business aviation operators. ϭϯϲdŽǁĞƌZĚ tĞƐƚ,ĂƌƌŝƐŽŶ͕ EzϭϬϲϬϰ ;ϵϭϰͿϵϰϲͲϬϭϬϬ /ŶĨŽ͘ ŚƉŶΛŵŝůůŝŽŶĂŝƌ͘ ĐŽŵ

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On June 19, Million Air White Plains reached a milestone by offering a new customs clearance service at its facility in the Westchester County Airport (KHPN) in New York. Previously, all flights were required to first stop and clear at the U.S. Customs and Border Protection (CBP) office in an alternate FBO. With the start of a pilot program, aircraft can have CBP agents clear customers on the Million Air ramp and be processed on board with mobile technology. To mark this, Million Air CEO Roger Woolsey (at left) and COO Chuck Suma arrived as the first international travelers there. �r��i��s��a��f�i��ts��r��r��ir��t��first�st��a��c��ar�at�t�� st��s�a��r��r��r�t�cti��ffic��i��a��a�t�r�at�� it��t��start��f�a��i��t��r��ra��aircraft�ca��a�� st��s�a��r��r��r�t�cti��A��ts�c��i��t��c��ar� c�st��rs��t��i��i��Air�ra��a��r�c�ss��ar�� it��i��t�c�� ar��t�is�si��ifica�t��i��st��i��i��Air’s��r� ��s��a��c��a��arri��i��it��ai�s�as�t�� r��first�i�t�r�ati��a��tra��rs�c��ari��st��s�at��i��i�� Air��it��ai�s�� is��a��a�c��t�i��s�r�ic��i��cr�at��a��c��r�� s�a��ss�a��ffici��t��ri��c��f�r��r�i�t�r�ati��a�� tra��rs��a��i��a��arri�i��i��t��ir�aircraft�� st��s��r��r��r�t�cti��A��ts��i��t�t��at�t�� aircraft’s�ra��tra��rs��i��a��a�r�a��r��

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CELEBRATING OVER 30 YEARS OF EXCELLENCE

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QUESTIONS 3

LOU SENO, JSSI JSSI stands for Jet Support Services Inc., and the company took off in the late 1980s to fill a much-needed gap in business aviation. At the time, only one engine manufacturer provided an engine management program. Lou Seno joined JSSI in its early days after senior leadership positions at Boeing Capital Corp. and GE Capital Solutions, and he now serves as chairman emeritus and member of the board of directors. An airline transport pilot and active owner of a Beechcraft Bonanza, Seno received an FAA Wright Brothers Master Pilot Award in 2016. Seno spoke with BusinessAIR about the current market.

QUESTION 1

BusinessAIR: JSSI was a pioneer in whole aircraft maintenance programs for business jets—and they have become an industry standard. Now serious buyers look for aircraft that have been cared for in this way. What advantages do they find? Lou Seno: We launched JSSI in 1989 with our basic engine program, followed shortly thereafter with coverage for APUs. In 1997, in concert with Gulfstream Aerospace, we released our first airframe offering for the GIV. We then

expanded the product to virtually all the other airframe OEMs. Acquiring an aircraft enrolled in a JSSI program [or programs] offers the buyer real peace of mind. Once the program is transferred to the new owner at the time of closing, they are then immediately covered from any downside caused by an unscheduled event. The market has proven that programmed aircraft typically sell faster and at better pricing. The prepurchase process is typically easier for an aircraft enrolled on JSSI Tip-To-Tail—which we’ve trademarked, as it denotes the level of detail we achieve.

QUESTION 2

BusinessAIR: JSSI acquired Conklin & de Decker in 2018 to supplement its portfolio with its deep third-party data on aircraft cost analysis. In five years, what synergies have your customers seen through that relationship? Lou Seno: Conklin & de Decker—which has been around since 1985—their true specialty is operating costs for not only business aircraft, but also for pistons. Now the pilot, owner, or flight department—or FLYING or BusinessAIR

reader accessing an article online—can go directly to Conklin & de Decker and truly see what it costs to operate that airplane. We were able to upgrade the database to a new platform, improving use of the software internally, and we’ve increased awareness in other market areas, growing the user base though JSSI connections and clients. We’ve seen a small increase in trust, as both are respected industry names. There are a lot of clients who like having a hub for all their needs.

QUESTION 3

BusinessAIR: We’ve heard varying news on the state of the business aviation market. Looking into your crystal ball for 2024, do you still see the acceleration of trading up—and down—that you commented on last year in our market report? Lou Seno: People change platforms more quickly than they have historically, and we see that trend continuing.

But whether it is a trade-up or trade-down market depends on a number of factors, some very personal, and some driven by economic forces. With the JSSI program, it transfers on the engine, APU, and airframe, so that the owner can make those changes with greater insight into costs moving forward—as well as getting more value for their current aircraft.

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GETTING CONNECTED It’s all about faster Wi-Fi at FL 450.

BY FRED GEORGE

I n-flight connectivity (IFC) rapidly is becoming as much of a necessity to everyone on board as ful- ly functioning engines, flight controls, and wheel brakes. It’s a virtual necessity for aircraft flying over the North Atlantic above FL 290, where SatCom connec- tivity is mandated in FANS-1/A airspace. Beyond what’s required for oceanic flight operations, passengers have become so accustomed to Wi-Fi con- nectivity that they may be tempted to cancel a trip if it’s not working. Fortunately, for both pilots and pas- sengers, there are more connectivity options than ever before because of unprecedented demand and market- place competition. Four main characteristics should be considered when determining what system(s) would best fit an operator’s needs: coverage area, connection speed, latency, and price. There are two main routes to in-flight connectivity: air-to-ground and air-to-satellite. Air-to-ground (ATG)

systems—clearly being ground based—provide cover- age above land masses. Their coverage area is limited to line-of-sight visual range between aircraft and trans- ceiver towers on land. Aircraft using air-to-ground sys- tems seldom fly more than 100 nm to 150 nm from the nearest land-based ground station, so there’s less poten- tial latency than when signals must travel between air- craft and satellites in orbit 300 nm to 19,300 nm above the Earth. First-generation air-to-ground systems had data latencies of up to 250 milliseconds, compared to 500-millisecond to two-second lag times for early Sat- Com systems. Air-to-satellite, or SatCom, systems potentially pro- vide coverage over most of the globe but not necessari- ly all areas. Geostationary Earth orbit (GEO) satellites, parked above or nearly above the equator, are among the largest unoccupied space vehicles in orbit. Some have the dimensions of a school bus, weighing 13,000 pounds or more with solar panels that extend 160 feet.

5G cellular networks are revolutionizing air-to-ground connectivity over the continental United States, promising 100 times the speed of third-generation systems and virtually no detectable latency.

Newcomer SmartSky is a formidable air-to-ground IFE challenger to incumbent Gogo. Both firms are betting on 5G cellular technology for their futures.

In theory, GEO satellites can cover about 80 degrees north and south, and east and west of the Earth’s surface from their parking spots above the equator. Thus, a con- stellation of three GEO satellites stationed 120 degrees apart above the equator should be able to provide Sat- Com coverage to the most heavily traveled international air routes over land and water. Low Earth orbit (LEO) satellite constellations poten- tially can provide worldwide coverage because they re- volve around every part of the globe, including the North and South poles. Because of line-of-sight limitations as- sociated with LEO satellites, it takes a constellation of several orbiting space vehicles to provide full coverage. Each satellite stays in view for only minutes, so the Sat- Com connection is handed off to the next satellite that comes into view in time to prevent signal interruption. LEO satellites also are cross-linked so that SatCom com- munications are passed from satellite to satellite until one or more is in view of a ground station that ties into the internet. In practice, international licensing agreements limit the geographic areas where GEO and LEO operators can provide SatCom services. Within those permitted ar- eas, GEO and LEO operators typically concentrate most signal power where they have the most customer de- mand. And subscribers to one SatCom provider usually don’t have access to other, adjacent constellations once their aircraft fly out of the main provider’s licensed geo- graphic area. The price of ATG or SatCom avionics and subscriptions typically is proportionate to connection speed and coverage area.

AIR-TO-GROUND ATG equipment typically can be used above 3,000 feet agl—higher if you’re at an airport surrounded by high terrain. On the ground, most routers used with ATG sys- tems are fitted with mobile phone network SIM cards and Wi-Fi transceivers for connectivity before depar- ture and after landing. Currently, there are two main ATG competitors, and both serve business aircraft flying over the U.S. The reigning champion is Gogo Business Aviation (former- ly Aircell) based in Broomfield, Colorado. It revolu- tionized air-to-ground communications in 2008 when it launched its 3G system, affording internet access to both GA aircraft and commercial airliners. Starting in 2013, business aircraft pilots and passengers also could use Gogo’s Text & Talk app to make VoIP calls using their mobile phones, a capability denied airline customers be- cause of Federal Communications Commission rules. Gogo’s 3G ATG was a smash sales success, but that also resulted in completely overwhelming its system capacity. All Gogo customers had to share just 4 megahertz of the firm’s licensed bandwidth in the 800 MHz UHF frequen- cy range. In addition, 3G uses the now-obsolete code division multiple access (CDMA) spread-spectrum digital stan- dard, patented and popularized by Qualcomm. Much of the capacity roadblock was removed when Gogo’s long-term evolution (LTE) 4G AVANCE system became available in 2017. This abandons 3G’s CDMA network standard for 4G’s newer and considerably high- er capacity OFDM data communications standard, re-

sulting in five times higher internet speeds. But Gogo’s 4G bandwidth still was limited to 4 MHz. In 2019, Gogo clearly upped the ante in the air-to- ground sector by announcing it would field the first 5G network for aviation. Compared to 4G, 5G incorporates more powerful soft- ware to use available bandwidth more efficiently, there- by increasing connection speeds up to 100 times. Even more importantly, Gogo’s 5G adds 60 MHz of unlicensed bandwidth in the 2.4 GHz S-band range to the 4MHz it already owns in 800 MHz range, giving it 16 times more capacity. And 5G interface technology shrinks latency from 250 milliseconds to 1 millisecond, virtually elim- inating the lag between keyboard entries and website responses. With Gogo AVANCE 5G, users can expect consistent 20 to 25 megabytes-per-second (Mbps) connection speeds, on par with most of today’s high-end SatCom systems but without the latency. Gogo now boasts full continental U.S. 5G coverage with its 150 ground stations and is now ex- panding its network into southern Canada. AVANCE equipment typical runs $120,000, and monthly subscriptions range from $4,995 with no vid- eo streaming to $9,995, which includes video streaming and unlimited data. Gogo, though, now has a formidable challenger. Char- lotte, North Carolina-based SmartSky Networks, found- ed in 2011, built the first 4G LTE aviation data communi- cation system in the U.S. And now it’s expanding into 5G using the 60 MHz of bandwidth it owns in the 2.4 GHz S-band spectrum. SmartSky has a high-density network of 300-plus ground stations that provide consistent, full continental America coverage, according to company founder and president Ryan Stone. The SmartSky ground station network generates 30,000-plus individual beams assigned to individual air- craft. An aircraft typically will be in view of one station’s

assigned beam for only 20 to 25 seconds before being passed off to an adjacent station. SmartSky uses a patented “wedge” or horizontally po- larized signal architecture that nearly eliminates poten- tial interference from millions of 2.4 GHz Wi-Fi boxes on the ground. Two SmartSky avionics and subscription packages are available. Dual antenna Flagship equipment, ranging from $200,000 to $240,000 installed, and costing $3,495 to $9,995 per month, depending upon subscription, is avail- able for larger business aircraft, such as Bombardier Chal- lenger 600 series jets, Dassault Falcon 900/2000, Embraer Legacy 600/650 bizliners, and Gulfstream IV/V series air- planes. Users can bank on 20 to 25 Mbps download speeds and 15 to 20 Mbps upload speeds, according to Stone. Single-antenna Lite equipment is priced at $130,000 installed, and subscriptions rates are $995 per month for the first 10 hours online and $99 per hour for addi- tional time. Connection speeds are 6 to 10 Mbps. Lite is intended for smaller aircraft, including the Learjet 60. STCs are in progress for Challenger 300/350/3500, Gulf- stream G200, Pilatus PC-12, Beech King Air 200/300 series aircraft, and the Embraer Phenom 100. Subscrip- tions are available through Honeywell Forge aerospace operations solutions. Stone says SmartSky is designed to complement, not replace, SatCom IFC, as its system offers competitive connection speeds but at markedly lower subscription rates. He also notes 5G uses software-driven radios and networks, providing growth potential to 6G and later generations of equipment without the need to replace avionics hardware. LOW EARTH ORBIT SATCOM LEO SatCom IFC requires much lower power avionics than the boxes used for GEO IFC because satellites and aircraft are 30 times closer to each other. There is no

Gogo now offers Galileo KU-band SatCom equipment that links to OneWeb’s LEO constellation, thereby complementing its 5G AVANCE air-to-ground IFC systems.

The recent availability of an electronically steered, phased-array antenna makes possible faster, more affordable, lower power broadband connectivity through next-generation low Earth orbit SatCom constellations, such as OneWeb, Starlink, and eventually Amazon Kuiper. Unlock the Aviation Industry Employee Compensation Data

minimum flight altitude for using LEO IFC, assuming your aircraft is in line-of-sight of a LEO satellite. Three main LEO contenders offer IFC for business aircraft. Iridium Satellite Communications is the incum- bent and now operates a constellation of 66 second-gen- eration, L-band Iridium NEXT space vehicles, plus 14 spares, in six polar orbits 422 nm above the Earth. L-band SatCom IFC, because of its lower frequency and longer wavelength, is virtually immune to precip- itation attenuation. By international agreement, cer- tain L-band frequencies are reserved and protected for aeronautical mobile satellite (route) service. So-called “safety service” L-band SatCom is used for the Future Air Navigation System’s (FANS) ADS-C (automatic de- pendent surveillance-contract, as opposed to broadcast in ADS-B) and CPDLC (controller/pilot data link com- munications), functions that allow oceanic air traffic controllers to see the current and estimated positions of aircraft and receive requests from and transmit instruc- tions to FANS-equipped aircraft. Iridium is the only LEO satellite operator that offers L-band FANS connectivity, as its license covers a protect- ed 1,610 MHz to 1,626.5 MHz L-band frequency block. For pilots and passengers, Iridium claims its Certus 700 IFC system is capable of download speeds as fast as 704 kilobytes per second (Kbps) and upload speeds of up to 352 Kbps. Outside observers say typical speeds are closer to 432 Kbps down and 216 Kbps up. This is sufficient for me-

dium resolution datalink text, graphic weather products for flight crews, and emails or text messages with small attachments for passengers. Iridium L-band IFC avionics and subscriptions are available through many GA avionics firms, including Collins Aerospace, Garmin, and Honeywell. If you plan on flying in transoceanic FANS1/A airspace, Iridium L-band IFC is the least expensive route to equipping your aircraft with the required SatCom equipment. For aircraft operators desiring appreciably higher IFC speeds, OneWeb is building a constellation of 648 KU- band LEO satellites to be placed in 12 650-nm-high po- lar orbits. The firm has overcome two major challenges: The first was a March 2020 bankruptcy related to the economic impact of COVID-19. Bharti Global and the United Kingdom bailed out OneWeb from bankruptcy. Subsequent cash infusions from SoftBank and Hughes Network Systems, among other firms, enabled OneWeb to resume launching space vehicles. The firm merged with France’s Eutelsat GEO satellite organization in mid-2022, further bolstering its financial strength. The second challenge was OneWeb’s reliance on Rus- sia to launch two-thirds of its satellites using the Soyuz-2 heavy rocket. Sanctions on Russia in the wake of its Ukraine invasion caused OneWeb to lose that capability and also $50 million of satellites held captive by the Russians. SpaceX and NewSpace India have filled in the launch capacity lost to Russia. Currently, there are more than 580 OneWeb satellites in orbit and functioning. Users can

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OneWeb’s 648 KU-band satellite constellation in 650 nm low Earth orbit promises global connectivity with 100 Mbps download speeds and super-quick, 50-millisecond latency times.

expect download speeds of up to 195 Mbps and 100 Mbps nominal speeds with 50-millisecond latency times. Sat- com Direct, among other firms, offers complete OneWeb avionics and monthly subscription packages. Gogo now is offering Galileo, a hybrid ATG/SatCom IFC system, com- bining its 5G ATG AVANCE package with OneWeb LEO KU-band SatCom. There’s a choice of two electronically steered, phased-array antennae, a 22-pound FDX unit tailored for turboprops and light jets, and a 45-pound HDX unit suited to installation atop large cabin aircraft. Galileo installation prices typically will run $240,000 to $270,000, says Gogo president Sergio Aguirre.

The third choice is SpaceX’s Starlink, a dark horse in the business aviation LEO IFC competition that choos- es to keep its business aircraft avionics developments cloaked in secrecy. Starlink uses both KU- and KA-bands for transmissions between aircraft terminals and satel- lites to achieve up to 150 Mbps download and 50 Mbps upload speeds. Currently, there are more than 4,500 ful- ly functioning Starlink satellites in 300 nm orbit. SpaceX plans to grow the constellation 12,000 satellites, possi- bly up to 42,000 space vehicles, arranged in 184 nm, 300 nm, and 600 nm shells. The company is launching about 60 Starlink satellites per month.

SpaceX founder Elon Musk reportedly has installed beta-test versions of Starlink avionics on his own Gulf- stream G650ER to evaluate performance and reliability. The first production Starlink boxes have been installed on 77 JSX Embraer ERJ 135s and ERJ 145s, with pilots telling BusinessAIR they’re seeing consistent 100 Mbps connection speeds both in flight and on the ground with 20- to 40-millisecond latency. Hawaiian Airlines has an- nounced intentions to install Starlink on its transocean- ic jetliners. Phoenix Air Group in Carterville, Georgia, has been doing much of the Starlink development work in part- nership with SpaceX. The firm is installing equipment on a Gulfstream GIII with the intent of earning an STC that will cover GII through G550 aircraft, all of which sport the same fuselage contours. The top-mounted Starlink patch antenna, with inte- gral SatCom transceiver, capitalizes on electronically steered, phased-array antenna technologies developed for Starlink’s ground-based consumer grade systems. The basic top-mounted antenna measures 30 inches long, 20 inches wide, and 1.5 inches high, and weighs 35 pounds. It’s attached to a conformal “shoe” or adapter plate that’s bolted or riveted to the fuselage. The an- tenna/transceiver feeds two Wi-Fi routers in the cabin. Starlink’s aviation system is powered by 110/220-volt, 50 Phoenix Air Group in Carterville, Georgia, has been doing much of the Starlink development work in part- nership with SpaceX. The firm is installing equipment on a Gulfstream GIII with the intent of earning an STC that will cover GII through G550 aircraft, all of which sport the same fuselage contours. The top-mounted Starlink patch antenna, with inte- gral SatCom transceiver, capitalizes on electronically steered, phased-array antenna technologies developed for Starlink’s ground-based consumer grade systems. The basic top-mounted antenna measures 30 inches long, 20 inches wide, and 1.5 inches high, and weighs 35 pounds. It’s attached to a conformal “shoe” or adapter plate that’s bolted or riveted to the fuselage. The an- tenna/transceiver feeds two Wi-Fi routers in the cabin. Starlink’s aviation system is powered by 110/220-volt, 50 SpaceX founder Elon Musk reportedly has installed beta-test versions of Starlink avionics on his own Gulf- stream G650ER to evaluate performance and reliability. The first production Starlink boxes have been installed on 77 JSX Embraer ERJ 135s and ERJ 145s, with pilots telling BusinessAIR they’re seeing consistent 100 Mbps connection speeds both in flight and on the ground with 20- to 40-millisecond latency. Hawaiian Airlines has an- nounced intentions to install Starlink on its transocean- ic jetliners.

to 60 Hz AC, so it requires a 28-volt DC or 115-volt 400 Hz AC power converter. Phoenix Air Group and Starlink plan to develop STCs for every major business aircraft manufacturer, includ- ing Bombardier Challenger 300/350/3500 and Global series jets, Dassault Falcon 2000, Embraer ERJ 135/145, and Gulfstream G450, G550, and G650. The basic Star- link boxes cost $150,000, according to the firm’s website. Out of the hangar, estimated cost of installed equip- ment should be in the $300,000 to $350,000 range. Sub- scription prices will range from $12,500 to $25,000 per month with unlimited data, according to Starlink. Starlink has announced a second-generation system that also will use V-band (47.2 GHz to 50.2 GHz; 50.4 GHz to 51.4 GHz), but it’s unknown whether first-gen- eration aviation spec KU-band/KA-band systems can be modified or whether they’ll have to be replaced. The Starlink website has no chat box, no sales or custom- er service phone numbers, no email addresses, and no names of company representatives. SpaceX plans to go public with more details later this year, according to company insiders. GEO SATCOM KU-band and L-band GEO SatCom connectivity sud- denly seems so 20th century now that KA-band systems Starlink has announced a second-generation system that also will use V-band (47.2 GHz to 50.2 GHz; 50.4 GHz to 51.4 GHz), but it’s unknown whether first-gen- eration aviation spec KU-band/KA-band systems can be modified or whether they’ll have to be replaced. The Starlink website has no chat box, no sales or custom- er service phone numbers, no email addresses, and no names of company representatives. SpaceX plans to go public with more details later this year, according to company insiders. GEO SATCOM KU-band and L-band GEO SatCom connectivity sud- denly seems so 20th century now that KA-band systems to 60 Hz AC, so it requires a 28-volt DC or 115-volt 400 Hz AC power converter. Phoenix Air Group and Starlink plan to develop STCs for every major business aircraft manufacturer, includ- ing Bombardier Challenger 300/350/3500 and Global series jets, Dassault Falcon 2000, Embraer ERJ 135/145, and Gulfstream G450, G550, and G650. The basic Star- link boxes cost $150,000, according to the firm’s website. Out of the hangar, estimated cost of installed equip- ment should be in the $300,000 to $350,000 range. Sub- scription prices will range from $12,500 to $25,000 per month with unlimited data, according to Starlink.

SmartSky uses a Citation Excel for in-flight customer demonstrations of its 5G connectivity system, providing real-time performance metrics to back up its marketing claims. SmartSky uses a Citation Excel for in-flight customer demonstrations of its 5G connectivity system, providing real-time performance metrics to back up its marketing claims.

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Viasat’s new mechanically steered, 12-inch, G-12L KA-band antenna links to both Viasat’s own GEO satellite constella- tion and its newly acquired Inmarsat Global Xpress KA-band system.

have become operational. KA-band has up to seven times more frequency spectrum than KU-band, so sat- ellites can have wider band transponders. The potential result is up to 100 times greater speed than KU-band GEOs and an order of magnitude improvement over old- er KA-band SatCom GEOs. KA-band satellites also feature multiple spot beams to focus power in high traffic areas. In May, the two largest KA-band SatCom IFC providers merged, when Carls- bad California-based Viasat purchased Inmarsat. The combined company now operates 19 satellites with KA- band, L-band, and S-band in geostationary orbit above the equator. It plans to launch additional high Earth or- bit satellites to provide SatCom coverage over the poles. The merger provides Viasat with immediate, world- wide KA-band IFC coverage, filling in gaps in its current Viasat-2 KA-band and before its Viasat-3 constellation

becoming operational in late 2023 or early 2024. Inmar- sat KA-band Jet ConneX provides nominal peak speeds of 20 to 100 Mbps and committed information rate speeds of 8 Mbps down and 2 Mbps up using 2.5 GHz of available bandwidth and a single-polarization antenna. Viasat’s CIR down speed is 8 Mbps and up 750 Kbps us- ing 3.5 GHz of available spectrum and a dual-polariza- tion antenna. Inmarsat and Viasat KA-Band SatComs are not inter- changeable because of differences in assigned frequen- cies and antenna polarization. However, when Viasat-3 is fully operational, users will have IFC access to both satel- lite constellations. Most KA-band systems on business aircraft use me- chanically steered, dish antennas mounted under stream- lined radomes above the vertical fin or T-tail. The antennas lock onto and track satellites on the ground and in flight.

Some business aircraft operators opt for SatCom systems with mechanically steered antennas hidden on vertical fin radomes because they perceive them to be more aestheti- cally pleasing than electronically steered, phased-area an- tennas patched onto their aircraft fuselages. All GEO SatCom IFCs have relatively long, 700-mil- lisecond signal latencies because they’re parked 19,300 nm above the Earth’s surface. The lag can degrade the performance of video confer- encing apps or mobile phone VoIP connectivity, but it’s only a minor inconvenience when downloading or up- loading large files. KA-band equipment and service fees are pricey, so it’s best suited to large cabin business aircraft and Air- bus, Boeing, and Embraer bizliners. Avionics typically cost $350,000 to $750,000, and monthly subscriptions run $10,000 to $20,000 depending upon speed and data quantity. The equipment and a variety of plans are available through Viasat’s partners, including AirSatOne, Collins Aerospace/ARINCDirect, Honeywell Forge, and Satcom Direct. KA-band IFC is impressively capable, but it has its limitations. As with KU-band SatCom, it’s subject to rain attenuation of its signals. And there are still no protected bands for aero safety services. For FANS1/A, operators still will need L-band SatCom, either as provided by Inmar- sat GEO satellites or with the Iridium constellation.

THE FUTURE GETS BRIGHTER Just when the skies have become crammed full of Sat- Com IFC satellites, Amazon announced plans to launch two beta-test Project Kuiper space vehicles in Septem- ber. The pair will be the first in Kuiper’s planned 3,236 LEO satellite constellation that will orbit the globe at 270 nm. Half will be launched by mid-2026, and the full system will be operational in mid-2029. Similar to Starlink, Kuiper will use both KU- and KA- band frequency bands, intending to provide 100 to 400 Mbps connection speeds and latency times of as little as 20 milliseconds. Amazon has not yet announced any plans to offer an aviation-grade SatCom system, but if it were to do so, marketplace competition would increase substantially. IFC revenues from commercial jets and business aircraft reached $5.96 billion in 2022, and they are expected to grow at 8.4 percent until 2030, according to San Francisco-based Grand View Research. With such demand growth and with so many new IFC providers expected to enter the market, equipment costs, connection speeds, and subscription costs are likely to become considerably more attractive. In mid-2022, FCC chairwoman Jessica Rosenworcel set a goal of providing a minimum 100 Mbps download and 20 Mbps upload connection speeds to U.S. consum- ers on the ground. It appears that several companies in the aviation industry are racing to match that ambitious benchmark, as well. [

Viasat’s current KA-band GEO constellation provides powerful spot beams covering the main routes flown by business jets. Its upcoming Viasat-3 network will include 95 to 99 percent of all likely flight plan routes.

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IN KNIFE’S EDGE FLIGHT Are the recent machinations in the jet card world just business as usual?

BY MICHAEL WILDES

I n the aerobatic flying world, knife-edge flight is performed by an aircraft flying vertically on its side, slicing through the air, well, like a knife. If you’re an airshow enthusiast, you’ve probably seen your favorite performers do it. To perform the maneuver, a pilot will quickly roll the aircraft 90 degrees until it is perpendicular to the ground, driven by a powerful engine. Then, they must skillfully work the rudder, ailerons, and throttle to keep the airplane stable and airborne. It takes immense skills and a cool head to do it well. Watching National Aviation Hall of Fame performer Patty Wagstaff doing her routine at April’s Sun ’n Fun Aerospace Expo in Lakeland, Florida, I couldn’t help but notice how when she’s suspended in the air, she’s as smooth as a hot knife cutting through butter. But recent disruptions in the business aviation industry’s charter and fractional market have made me think of Wagstaff. We’re also on a knife’s edge. This

time, though, it’s not from skill or will. Things are off- kilter, and one misstep—a failure to maintain enough power or the right attitude—could have things come hurtling down. It’s the best and worst of times. While more people have discovered the upside of private aviation, the downside caused by the changing economic market conditions and business mistakes are making those negative drivers in business aviation come into sharp focus. Indeed, the winds have shifted, and everyone knows it. How did we get here? Was a pandemic bullwhip effect causing charter companies to misread acute demand for long-term travel habits? Did that cause them to overexert and overspend to ramp up capacity though demand would dwindle? Was it supply chain or workforce issues speed-bumping growth? Was it Russia President Vladimir Putin’s war on Ukraine that sent fuel prices surging? Was it historic inflation levels,

about flying on the airlines. Well, that’s starting to wane. People are getting back to normalcy.” He’s not wrong. WingX, the data-tracking company that offers insights on business aviation flight activity, reported in June and July that activity was down as much as 10 percent compared to last year but is at least 18 to 20 percent better than in 2019. “People have exhausted their desire to travel and to be in multiple locations,” Waguespack says. He points out that now that people have worked that out of “their system,” they are more inclined to cut back. That also explains why some companies have gone belly-up, in his view. “Here we are looking at companies that are failing. Their business models were not set up on necessarily a strong foundation, and they weren’t able to quickly adapt to changing market conditions,” says Waguespack before listing off the litany of reasons that have hampered growth. Waguespack isn’t alone here. BusinessAIR also spoke with Michael Riegel, a veteran in the industry who has worked stints at Bombardier and Flexjet as vice president in various roles and is now a marketing consultant for AviationIQ—and who has built up a reputation for being an outspoken critic of some In May, FLYING Media Group CEO Craig Fuller reported that fractional and charter company Jet It was on the cusp of going out of business, leaving customers like himself and others to scramble to find a new home for their aircraft. Jet It’s CEO said the company was taking cautionary measures because of safety issues it claimed were related to the HondaJet fleet. Still, FLYING disputed that assertion and offered that the Greensboro, North Carolina, company just didn’t have a good business model. “Their failure was an inevitability, and when I look at other fractional providers, the same will happen,” Riegel says. “They simply aren’t charging enough money.” players in the industry. IS THE SKY FALLING? For things to have worked for Jet It, Riegel argues that “you need a business model that is guaranteed to lose tens or even hundreds of millions of dollars while you become established.” Using NetJets and Flexjet, the juggernauts of the fractional and charter industry, Riegel notes how much those operators had to spend to scale and streamline operations before they were profitable or, at best, broke even. “If you look at NetJets and Flexjet, they lose money or, at best, break even operating aircraft, and they make all of the profit they generate from buying and selling shares multiple times during what is typically about a 20-year life for the aircraft in fractional service,” Riegel Wheels Up announced it will receive $500 million from Delta Air Lines and Knighthead Capital Management, Certares Management, and others to stave off bankruptcy.

the result of the great reopening, that drove higher costs and forced higher wages? Or was it all a farce? Did we fly too close to the sun? “We’re coming off an epic high—the ultimate sugar rush that we’ve never seen before,” says Ryan Waguespack, a former executive vice president at the National Air Transportation Association and now a partner at Jetquity. Waguespack joined the international private investment firm last year and says one of the goals of his current company is to “look at different methods of creating marketing stability with the business aviation framework.” Coming off the news of the fallouts caused by companies like Jet It, Wheels Up, and AeroVanti, Waguespack reasons that some of the disruptions could be chalked up to the fact that the industry reached heights never achieved. “In business aviation, we’ve got a massive amount of people that flooded in due to fear and concern, due to COVID,” Waguespack says, “and they were concerned

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