Better in-flight connectivity, with more stable video calls and uninterrupted streaming of live sports, is one step closer to commercial reality as of this autumn. Following a series of tests and demonstration flights, the next-generation in-plane connectivity solution being developed by Viasat – under the name Amara – is entering the final phase of industrialization. The key innovation lies in the dual-beam electronically steered phased array antenna, which simultaneously "looks" at multiple satellites in different orbits and dynamically switches traffic between networks depending on whether priority needs to be given to low latency for calls or maximum capacity for video. The conceptual and technological foundation for this transition was established within the ESA's ARTES programme and the Aidan project, where a demonstration flight on the Rotterdam–Payerne route was conducted back in 2021 as a milestone for proof of concept.
How "dual-beam" works and why it matters to passengers
For decades, conventional commercial aircraft antennas have relied on mechanically stabilized, "gimbaled" systems that physically track a satellite and ensure a connection in geostationary orbit (GEO). Such a connection offers high throughput, but with higher latency. In contrast, the new generation of electronically steered arrays (ESA/PAA) consists of hundreds or thousands of tiny radio elements that synchronize in beamforming to electronically steer the beam without any moving parts. This allows the antenna to be instantly positioned towards multiple satellites, including those in Low Earth Orbit (LEO) with minimal delay, or in GEO/HEO networks when throughput and reach are crucial. For the passenger, this practically means: a call via apps without "robotic" delay on one connection, while simultaneously another beam "handles" the video streaming for the entire cabin – all through a single integrated antenna on the aircraft's roof.
Viasat's architecture in the Amara generation relies on the capability of simultaneous, dual-beam connectivity and "merging" the advantages of each orbit. When an application requires fast feedback (e.g., video calls, interactive cloud gaming, remote work), the network directs traffic to the low-latency LEO resource. When there is a peak in capacity demand – say, during the evening "rush hour" when half the cabin is watching a live game – algorithms redirect the heavy video traffic to the GEO/HEO beam while maintaining the quality of service. In the background, smart software monitors cell load, predicts the flight route, weather conditions, and satellite availability, and optimizes the aircraft-space interface without needing crew intervention.
What exactly did the "test over Europe" deliver: lessons from the Rotterdam–Payerne flight
The demonstration flight from April 2021 – from the Netherlands to Switzerland – was tasked with confirming the reliability of the phased array antenna under real-world conditions: continuous streaming of video, conference calls from the ground, and managing handovers between satellite "spot" beams during changes in course and altitude. Passengers and technical crews seamlessly used services like YouTube and Netflix during the flight, while the in-cabin team recorded latency, jitter, and throughput under various load profiles. It was this data that served as proof that the concept of electronic beam steering can deliver a stable service without mechanical inertia and "blind spots" during sudden maneuvers.
From the Aidan project to Amara: how ESA helped accelerate commercialization
The ARTES Partner Programme, in which Aidan was the tenth project, focused on public-private partnerships aimed at providing a faster transition for the industry from lab to market. In practice, this means co-financing key risks, testing interoperability, and fostering the development of ground segments that will manage multi-orbit fleets tomorrow. For Viasat, Aidan specifically enabled the validation of critical elements – from the RFIC circuits in the phased panels to the control logic that allocates traffic – and laid the foundation for Amara as a product and service package for airlines.
"Aera" as the hardware pillar of Amara: the dual-beam ESA antenna ready for fleets
The central hardware element of the Amara offering is the Viasat Aera, a proprietary electronically steered antenna capable of simultaneous dual-beam connections to satellites in GEO, HEO, and LEO, all from a single, low-profile terminal on the aircraft's fuselage. Aera is designed to shorten installation time, use existing ARINC 791 attachment points, and not require modifications to the passenger network in the cabin, which is crucial for the rapid adaptation of existing fleets.
Another practical consequence of the new design is backward compatibility: aircraft with the existing GM-40 gimbaled antenna can participate in the Amara strategy through a software upgrade, making them compatible with new waveforms – including those intended for Telesat Lightspeed networks – without the immediate removal of the old antenna from service. This is an important lever for operators who want to phase in new equipment without multi-day downtimes in the hangar.
Commercial roadmap and market context
Viasat introduced the Amara strategy to the market this year as the "next wave" of IFC, with a plan for a gradual rollout of the service and its ecosystem of digital products alongside the existing global user and fleet base. It was announced that the new ESA antenna and multi-orbital approach will serve as the foundation for future capacity integrations, including those with networks being deployed in the 2027–2028 period, thereby further expanding flexibility for routes over oceans and regions with variable coverage.
Simultaneously, the in-flight connectivity market is experiencing strong consolidation and growth, strengthened by last year's integration of Inmarsat into Viasat's portfolio and growing demand from the aviation and defense segments. Financial indicators during 2024 pointed to improved prospects and solid demand from air carriers seeking a competitive advantage through the digital passenger experience.
What "multi-orbit" means in practice: GEO, HEO, and LEO each for their own role
GEO satellites, located at an altitude of about 36,000 km, provide wide coverage and high capacity per cell – ideal for streaming for a large number of users and stable services over oceanic crossings. HEO profiles allow for improved coverage at high latitudes, where the GEO signal arrives at a sharp angle, while LEO constellations bring latency comparable to mobile networks on the ground. Aera's dual-beam design simultaneously utilizes two orbits: one connection is optimized for latency, the other for throughput; traffic is balanced at the application level and user profiles in the cabin.
Implementation and certification: from the cabin to the roof, without disrupting flight schedules
For operators, the key metric is "turnaround" time – how many hours the aircraft spends off the flight schedule. The new installation approach relies on existing mounting standards (ARINC 791) and minimizing cabin interventions, so fleets can plan installations alongside routine technical checks. Software upgrades and modular assemblies reduce the need for extensive testing of cabin networks, while also enabling a gradual evolution towards higher capacity or new orbits as they are introduced into commercial operation.
The passenger experience: from free Wi-Fi to personalized services
The new level of connection stability brings passengers more natural video calls, faster file downloads, and less "buffering," but also new revenue models for carriers. Advertising solutions integrated into Wi-Fi portals, loyalty programs, and personalized content enhance monetization while preserving or introducing free access. In combination with flight data, operators can "smartly" manage priorities – for example, ensuring extra quality for business travelers or for cabin crew in charge of digital services during traffic slowdowns in the GEO beam.
Cybersecurity and network reliability
Today's generation of IFC systems are designed according to network segmentation principles: passenger traffic is firmly separated from the aircraft's operational systems, with multi-layered security controls and end-to-end encryption. An electronically steered antenna with no moving parts reduces mechanical complexity and maintenance costs, while redundant links via multiple orbits bring additional resilience against local signal degradation, adverse weather, or congestion in individual cells. In this process, advanced RFIC circuits and interference cancellation algorithms are used to keep the beam focused and "clean" even in densely saturated air corridors.
Environmental and operational effects: less mass, less consumption, less maintenance
Electronically steered panels are designed with the idea of reducing mass and energy consumption compared to mechanically stabilized antennas, which is directly linked to fuel consumption and emissions. By reducing mechanical components, lower downtime due to failures is also expected. As fleets are gradually modernized, operators will be able to achieve the same or greater capacity with lower energy requirements, especially on routes with predictable demand patterns where the network can be "orchestrated" in advance according to the flight profile and expected cabin demand.
The broader industry picture: the race for "multi-orbital" primacy
Viasat is not alone in the race for multi-layered, multi-orbit IFC; global competitors are developing their own ESA solutions and integrating capacities from LEO and GEO networks through partnerships and contracts with carriers. However, the advantage of early technology validation in the European ARTES programme and experience with large fleets provide good capital for transitioning from demonstrations to broad commercial implementation. Given the announcements of new LEO constellations in the 2027–2028 period, the next two years look promising for a rapid expansion of combined services that bring passengers an "at-home" experience – whether they are working on remote video calls or following the finals of major sporting events at 10,000 meters.
What's next: digital products and capacity partnerships
A layer of digital services is being built on top of connectivity itself – from advertising and paid speed upgrades, to integration with airport applications and personalized interfaces for loyalty program members. In parallel, strategic partnerships for leasing LEO capacity, such as the planned integration of Telesat Lightspeed into Amara's network map, open up the possibility of "tailoring" coverage to the route and season, with the rapid inclusion of additional resources when demand spikes above expectations.
A deeper technical dive: what makes a phased array antenna "smart"
At the heart of the Aera panel are radio frequency integrated circuits (RFIC) that enable precise phase alignment and gain control of each element. Higher-level software decides how to distribute energy between the two beams, when to "switch" the frequency plan, and how to maintain quality of service (QoS) for priority applications. In addition, algorithms for interference mitigation and automatic satellite search reduce noise and find optimal paths more quickly, which is particularly important when transitioning between continental and oceanic flight segments.
Impact on airlines: a lower-risk investment strategy
For airlines, it is crucial that the technology does not require a "hard cutover." The possibility of a gradual migration – from activating new waveforms via software on existing terminals to a complete antenna replacement with the Aera panel – reduces risk and extends the time window for investment amortization. This also allows business models – free Wi-Fi with advertising, premium speed tiers, sponsored access – to be tested and scaled without the "big pressure" of one-time capital expenditures.
What the early industry reviews say
Expert media in the aviation and satellite communities during the spring and summer of 2025 highlighted the dual-beam ESA antenna as a turning point that enables real, not just nominal, multi-orbit connectivity. Three points were emphasized: interoperability with existing solutions in the fleet, short installation time, and the fact that the user experience is no longer "broken" when switching from one orbital domain to another.
Where to get informed and what passengers can expect
As certificate holders and regulatory partners approach the completion of the necessary processes, more and more airlines are entering the planning phase for installation and commercial activation based on geographical priorities. Passengers will first notice the changes on transatlantic and transpacific flights where the demand for video streaming and remote work is highest, and subsequently on short-haul routes with dense schedules, where connection stability is key to equating the cabin experience with that on the ground. Operational announcements and coverage details are usually published by carriers through their channels, while technical reviews and development news can be followed in specialized publications and on manufacturers' websites.
Related context: optical links and ground segment automation
Alongside the evolution of antennas on airplanes, optical inter-satellite links and AI-assisted automation of the ground segment are also advancing, which together can increase total capacity and reduce delays in the "backhaul." Projects that continue the legacy of Aidan focus on expanding feeder links and more intelligent traffic management between satellites and ground hubs, which is another step towards a network that self-adapts and reroutes traffic according to real-time application needs.