Providers of Ka-band satellite services have long-faced challenges when trying to deliver on a global scale: Invest billions to build out coverage directly or negotiate many complex agreements with other satellite operators, hoping for network compatibility and available capacity. SES aims to change that model with its Open Orbits Inflight Connectivity Network, launched last week at Aircraft Interiors Expo 2024 in Hamburg. By coordinating a multi-orbit, multi-waveform architecture, SES will combine the offerings of multiple regional and global operators, ensuring seamless network access in critical geographies.
SES is enabling more satellite operators and inflight service providers to participate in the global market for inflight connectivity.
– Elias Zaccack, Global Head of Aviation for SES
Not-quite-roaming in Ka-band
Even for SES, a massive company with dozens of assets in space that are part of the services, the future for inflight connectivity is built on partnerships, not proprietary services. Elias Zaccack, the company’s Head of Aviation, is confident of this directional shift, explaining “The days of having three or four global operators saying I’m the only one that can give you connectivity from point A to point B, that’s not the future.”
The concept sounds a lot like cellular roaming. Zaccack stops short of calling it that, suggesting it is more like “patching together networks” to deliver the desired coverage and capacity. To accomplish that goal SES will lead with its GEO and MEO (O3b and mPOWER) assets. Joining those initially are GEO satellite capacity from NEO Space Group (NSG), a subsidiary of Saudi Arabia’s Public Investment Fund (PIF); AeroSat Link (ASL), a subsidiary of China Satcom; and Hughes Communications India (HCI).
For India and China specifically, local control over communications is critical for access. By partnering with local suppliers rather than trying to build their own infrastructure SES Open Orbits can more quickly access those markets.
“Being the manager of such a large network, with a lot of assets, gives us the ability to optimize which assets are best suited for which customer. The end goal is to provide the best passenger experience for that specific aircraft and having access to all these best networks in the world gives us the ability to do that.”
Managing the network, not the customers
SES is building the relationships. It is managing the network. It is ensuring the capacity is available for airlines as they cross between service provider satellites (and, indeed, choosing which satellites are used when coverage overlaps). But Zaccack is clear that SES is not, and likely will not, be selling services directly to airlines. “We are the network operator,” he explains. “We provide this global network with the global coverage, multi-orbit, open architecture, enabling other service providers – primarily those service providers that are providing bits and pieces of this network – to go and deliver services to their own domestic airlines or airlines within their backyard.”
The company does not have direct relationships with airlines today and does “not expect to in the near future.” This means local satellite operators will ultimately manage the airline relationships. That adds a bit of complexity to the structure, but allows the smaller providers to be much more competitive in the market. It also reduces risk for SES as it does not have to handle airlines.
So, what about its role as an MSP in the Airbus HBCplus program? SES again expects to handle the heavy lifting of coordinating the service, this time with Airbus. But Zaccack expects to “pass our MSP status through to the resellers.” SES also notes that it is working with Safran Passenger Innovations to make the Open Orbits-compatible hardware network available to Boeing aircraft through a Technical Services Agreement (i.e. line-fit for the on-board terminal and associated equipment).
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