Sommer noted that the aircraft delivery sequence for these two publicly announced HBCplus launch customers “are almost coming at the same time,” adding that the solution's debut should be expected “in the next few weeks.”
HBCplus is unique as it decouples hardware from connectivity services, allowing airlines to switch bandwidth suppliers without changing hardware. Currently, Viasat and SES are formal MSPs on the Ka-band side of the program. Hughes Network Systems is set to join 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.
Viasat's Global Xpress network has been chosen by both Emirates and Ethiopian Airlines for broadband connectivity under HBCplus. The terminal supplied by Safran Passenger Innovations uses ThinKom Solutions’ Ka2517 VICTS antenna.
When asked about interoperability with Viasat’s broader portfolio of Ka-band satellites, Sommer mentioned: “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.”
Reza Rasoulian, senior vice president of Hughes' Aviation Business Unit, participated in today's webinar alongside Sommer. Rasoulian emphasized personal experience as a key reason for Hughes' involvement in HBCplus: “The key reason why we’re here is, frankly, personal experience.”
Hughes aims to address reliability issues within the current IFC ecosystem through direct-to-airline solutions. Rasoulian added that HBCplus "really puts the airline in the driver’s seat," allowing Hughes to tailor services to each airline's needs.
Airbus promotes its agnostic SFE terminal as offering greater flexibility compared to buyer-furnished systems. A Dual-Modem Modman will facilitate multi-orbit and easy-swap flexibility initially; software-defined modems are planned for future implementation.
On Ku-band side of HBCplus, Panasonic and Intelsat offer 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 targets 2026 for linefit availability.
Sommer indicated that integrating future LEO networks into Ka-band appears likely but specifics were not disclosed. He acknowledged that while current technology favors separate Ka- or Ku-specific systems over hybrid models, bringing them closer together remains a future goal.
Airbus’ technology roadmap envisions connected aircraft becoming nodes on airline networks with potential hybrid Ku/Ka IFC systems.
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