10 Sep2024
By Mary Kirby
Airbus says its new linefit, supplier-furnished HBCplus Ka-band satellite-supported broadband inflight connectivity solution is set to imminently launch aboard aircraft in line for delivery to either Emirates or Ethiopian Airlines.
“We are entering into service with that product already so it’s coming basically in the next weeks. So, watch out for the news, it’s imminent now,” Airbus head of connected aircraft Tim Sommer said today during a Via Satellite webinar about HBCplus, as hosted by the publication’s executive editor, Jeffrey Hill.
Emirates and Ethiopian have ordered Ka-band HBCplus IFC for their new A350 widebodies (and Emirates has earmarked in-service A380s for retrofit with the system.)
Sommer said the aircraft delivery sequence for these two publicly announced HBCplus launch customers “are almost coming at the same time,” but that we should expect to see the solution debut “in the next few weeks so it’s closely in front of us now.”
Provided to airlines by Airbus as supplier-furnished equipment, HBCplus is unique in that it uncouples the hardware from the connectivity service and enables airlines to switch bandwidth suppliers, called managed service providers (MSPs), without changing the hardware. Airbus effectively considers the certified terminal and radome to be part of the aircraft.
At present there are two formal MSPs on the Ka-band side of the HBCplus program, Viasat (with its Global Xpress service, specifically) and SES with a multi-orbit MEO/GEO offering. Another Ka-band MSP agreement is in progress: Hughes Network Systems is to join the program with its Ka-band GEO-focused IFC service. On the Ku-band side, Intelsat and Panasonic Avionics have been named MSPs with their respective multi-orbit LEO/GEO services, with LEO powered by Eutelsat OneWeb, and Hughes is in discussions with Airbus about joining the Ku-band side as well. Image: Airbus
Viasat with its Global Xpress network (formerly Inmarsat GX) is the managed service provider chosen by both Emirates and Ethiopian Airlines for broadband connectivity under HBCplus.
Each airline will use Airbus’ chosen Ka-band terminal to support cabin connectivity for passengers and ultimately glean operational benefits aboard their new A350s. The terminal is supplied by Safran Passenger Innovations, and is based on ThinKom Solutions’ popular Ka2517 VICTS antenna, which Sommer referred to on today’s webinar as “state-of-the-art”. He assured it would support “a very competitive performance”.
When asked if the Airbus terminal will be able to interoperate with Viasat’s broader portfolio of Ka-band satellites, Sommer said: “Today, it’s the GX network but we are in an active discussion to see how we can evolve the product in the best way.”
Though it will initially support GEO service, the Ka-band VICTS terminal is capable of supporting multi-orbit connectivity. SES, for instance, is offering its MEO/GEO service as a Ka-band MSP on the program and has secured a single-aisle customer. Image: Airbus
Hughes Network Systems is in line to be the newest managed service provider (MSP) on the Ka-band side of Airbus’ HBCplus program, and Reza Rasoulian, senior vice president of the firm’s Aviation Business Unit, participated in today’s Via Satellite webinar alongside Sommer.
“The key reason why we’re here is, frankly, personal experience,” said Rasoulian.
Hughes was frustrated at the current IFC ecosystem. Some 10,000-plus aircraft are connected and there are still “a lot of reliability issues” with service that leaves a lot to be desired, he said. That’s why Hughes entered the direct-to-airline IFC space including as aero ISP.
HBCplus, added the Hughes executive, “really puts the airline in the driver’s seat”. Hughes can tailor its service and SLAs to fit each participating airline’s unique requirements, whether to support free Wi-Fi models or tiered paid services. And it can dynamically allocate capacity as needed.
Airbus espouses the benefits of its agnostic SFE terminal, which can support connectivity from a variety of MSPs, versus the more closed nature of buyer-furnished systems. Image: Airbus
The inherent flexibility of HBCplus is a key differentiator to “legacy BFE” systems which require airlines to change-out all the hardware in order to change service providers, suggested Sommer. A Dual-Modem Modman is being used in the near-term to facilitate both multi-orbit and easy-swap flexibility, but software-defined modems are on the roadmap, he said.
On the Ku-band side of HBCplus, Panasonic and Intelsat are offering their respective multi-orbit IFC inclusive of Eutelsat OneWeb’s LEO-powered service. Airbus provides a SPI-supplied Ku-band terminal based on Thales/Get SAT’s dual-beam electronically steered antenna, and is eyeing 2026 for linefit availability.
But adding future LEO networks in the Ka-band also appears likely. Sommer did not disclose specifics, but said LEO is a a “key topic” as the airframer evolves HBCplus to make it as competitive as possible.
Given current technology on the market, the Airbus executive said it’s better to offer a Ka- or Ku-specific IFC system versus a hybrid Ku/Ka, at least for now. But he said the airframer “would love to bring the two closer together” as a next step in the future.
Airbus’ technology roadmap sees the connected aircraft becoming a node on an airlines’ networks and potential hybrid Ku/Ka IFC. Image: Airbus