MJAM2020
3月前
https://runwaygirlnetwork.com/2026/02/eutelsat-reports-strong-progress-in-ifc-as-leo-revenues-take-off/
Eutelsat is seeing “strong progress” in its OneWeb Low Earth Orbit (LEO) satellite-based inflight connectivity business, with antenna installations having increased sixfold and its aircraft backlog up 50% since the end of June.
As of 31 December 2025, OneWeb partners had completed almost 600 aero antenna installations to support the LEO service out of a backlog of more than 1,500 aircraft, Eutelsat disclosed in its fiscal 2025/26 first-half earnings report. Six months earlier, installations stood at 100 and the backlog was 1,000 aircraft.
“We knew that once we got to a certain critical level of global coverage then it would unblock the pipeline for aero, and this is what you’re beginning to see,” Eutelsat management told analysts on its recent 1H earnings call, during which the European satellite operator announced that LEO connectivity revenues in the six months ended 31 December 2025 were up almost 60% year-on-year, on a like-for-like basis. By contrast, connectivity revenue from Eutelsat’s geostationary (GEO) satellites declined 4.5% in the same period.
Revenues from the OneWeb LEO business, which supports clients across the mobility, enterprise and government segments, now represents about a fifth of Eutelsat’s overall sales. LEO also accounts for “over one-third” of Eutelsat’s connectivity revenue, chief executive Jean-François Fallacher said during the call. OneWeb boasts several service distribution partners in civil aviation, including Hughes Network Systems, Gogo, SES (formerly Intelsat) and Panasonic Avionics. Spanish digital services firm Immfly last month announced it intends to power OneWeb LEO-only IFC service for airlines.
Eutelsat’s LEO momentum received a further boost earlier this month when it secured a near-EUR 1 billion ($1.18 billion) state-backed loan through France’s Export Credit Agency (ECA) to fund 340 additional Low Earth Orbit satellites it recently ordered for the OneWeb constellation from Airbus Defence and Space. The EUR 975 million loan will also finance another 100 LEO satellites that Eutelsat had previously ordered from Airbus. The French government holds a 29.65% stake in Eutelsat, making it the company’s largest shareholder.
“With financing secured and operational continuity assured, we can look forward with confidence as we focus on our growth strategy, based on the development of our LEO business,” says Fallacher.
However, it has not all been good news for the company. In January, the French government blocked Eutelsat’s plan to sell off its ground antenna assets to private equity firm EQT for EUR 550 million. France’s finance minister, Roland Lescure, said on French television station TF1 that the infrastructure is a strategic asset used for civil and military communication, and that “Eutelsat is the only European competitor to Starlink.”
Fallacher describes the decision as “disappointing” but says it will have no impact on Eutelsat’s ability to finance its strategic development plan.
Rotation
Paris-based Eutelsat competes with SpaceX’s Starlink LEO IFC solution in the aero market, though the latter serves the market directly as opposed to OneWeb’s B2B approach. In 2024, it lost out to SpaceX when French flag carrier Air France announced it had opted to equip its entire fleet with the Starlink service.
Fallacher did not name any potential new airline customers during the call, but he did reference ongoing talks with French rail operator SNCF, which is looking to equip its trains with satellite-based connectivity: “We are in discussions with SNCF. It’s much too early to say but they’ve announced there will be an RFP some time this year for equipment on French trains.”
Outside the mobility vertical, Fallacher says the company is considering selling space to others on its newly ordered LEO satellites as another potential revenue stream.
“In the satellites we have purchased from Airbus, we have built an option to embark on what we call hosted payloads,” he says. “This is some physical space we have on these satellites that allows us to take an additional payload…so we could have people doing some kind of monitoring, or scientific or military payloads.” He adds that “we are now selling this to a number of space and new space actors.”
Eutelsat remains in the red but saw its operating loss narrow by 85% to EUR 118.2 million in the first half of fiscal 2025/26.
imho
mj
asiqlimited
4月前
There’s an important timing and structure point missing from this discussion.
FFlya successfully flight-tested its messaging platform on Wizz UK aircraft. The system worked as designed, and during those discussions Wizz advised us they were planning a fleet-wide RFP. At that stage, the process was open.
However, between early 2023 and early 2024, while those discussions were still active, Wizz moved to renew a long-term inflight retail and ordering agreement with Gate Retail, ultimately renewed for five years. From our discussions with Wizz, we understood that this agreement gave Gate control over the retail platform (Towr), inflight advertising and commerce, and critically the onboard server architecture.
During this same period, we were asked to adopt a combined single-box approach, embedding FFlya inside Gate’s server environment (later standardised on Immfly hardware). We declined that structure because it transferred control of our platform and economics into a retail-led stack and prevented us from using airline-owned advertising and inflight commerce to subsidise system costs, which is fundamental to offering free passenger messaging.
It’s clear now that from that point onward, the outcome was being determined by structure, not by an open RFP. As Gate’s position strengthened, any independent connectivity platform that did not sit inside Gate’s environment was progressively excluded.
Gate subsequently standardised on Immfly, and it is publicly observable that Gate’s former CEO later became CEO of Immfly. Investors can draw their own conclusions as to how neutral that architecture decision ever was.
What’s now being referred to as Wizz Play remains a trial, not a proven rollout. To date, there is no evidence on any low-cost airline that passengers are prepared to pay for Wi-Fi at scale, which is why these services are time-limited, bandwidth-restricted, and premium-priced.
This is exactly why Ryanair has publicly rejected onboard Wi-Fi while adopting Bluetooth-based inflight engagement and order-to-seat inside its app. That approach aligns directly with FFlya’s architecture: Bluetooth access, ultra-low bandwidth messaging, free to the passenger, funded by airline-owned advertising and commerce.
So to be clear: FFlya did not fail at Wizz. The system worked. The pathway was progressively closed by commercial alignment decisions made during the same period, while the broader ULCC market continues to move toward Bluetooth-led engagement rather than paid Wi-Fi.
MJAM2020
4月前
I'd imagine you can't comment on this at length...but it seems to be a pretty interesting read from where I'm sitting.
https://www.aerotime.aero/articles/wizz-air-customer-first-compass-wifi
Future plans
Delehant also spoke about ‘Wizz Play’, an onboard WiFi system that will allow passengers to access some internet features.
According to Delehant, the “lightweight” connectivity is currently being tested on five UK-based aircraft and, if successful, could be rolled out fleet wide.
Passengers would be afforded messaging opportunities and light streaming. There would also be options for onboard digital ordering.
“That test is currently in process,” he said. “We’ll see how that works out and whether we want to expand it to the full fleet.”
Initially there would be a fee for the internet service, but Delehant said the airline would see how this “evolves” over the long term. A decision on whether to roll out Wizz Play will be made over the coming months.
imho
mj
MJAM2020
4月前
Future plans Delehant also spoke about ‘Wizz Play’, an onboard WiFi system that will allow passengers to access some internet features.
According to Delehant, the “lightweight” connectivity is currently being tested on five UK-based aircraft and, if successful, could be rolled out fleet wide.
Passengers would be afforded messaging opportunities and light streaming. There would also be options for onboard digital ordering.
“That test is currently in process,” he said. “We’ll see how that works out and whether we want to expand it to the full fleet.”
Initially there would be a fee for the internet service, but Delehant said the airline would see how this “evolves” over the long term. A decision on whether to roll out Wizz Play will be made over the coming months.
https://www.aerotime.aero/articles/wizz-air-customer-first-compass-wifi#:~:text=There%20would%20also%20be%20options,of%20%E2%82%AC9.99%20($11).
MJAM2020
4月前
Here is something interesting I seem to have missed from late 2025...I almost have to assume this is all FFLYA/ASIP or a combo like them and Blueview/Bluebox.
Alongside the seating product, the airline is introducing Wizz Play, a lightweight onboard connectivity and entertainment service currently being tested on several aircraft. The service will allow passengers to message (for example, WhatsApp), stream limited content, order food and drink digitally, and use WiFi for light usage. Wizz Air describes Wizz Play as a means to meet growing demand for connectivity in-flight, particularly from travellers who want to work or remain connected.Roll-out remains subject to technical feasibility, aircraft retrofits, and cost control. The trial phase will determine whether the service becomes fleet-wide.Wizz Air has a couple of objectives in mind that are guiding the rollout. By offering a premium option, the airline aims to upsell economy passengers and capture travellers who are willing to spend a little more for extra comfort. This helps improve ancillary revenue. The introduction of Wizz Class and Wizz Play is also designed to attract small-business travellers, freelancers, consultants, and frequent flyers who value connectivity and space.https://www.aviationjobsearch.com/career-hub/articles/insights/industry-news/wizz-air-introduces-wizz-class-premium-seats-and-wifi-service#:~:text=The%20requests%20asked%20for%20the%20option%20to,expands%20across%20more%20routes%20or%20more%20rows.
asiqlimited
5月前
Appreciate the thoughtful question — it’s a fair one.Ryanair did not build a full inflight connectivity or payments platform. What they publicly launched was a Bluetooth network specifically to support order-to-seat inside their own app. That function on its own is not FFLYA’s core service, but once proven at scale it becomes the logical foundation to enhance and extend.As the only company focused on delivering an in-flight Bluetooth platform designed to evolve beyond a single use case, this creates a clear opportunity to layer additional services as adoption and revenue are demonstrated.Our approach with airlines like Ryanair is intentionally staged, not all-or-nothing:That staged model aligns with how cost-disciplined airlines actually make decisions.On Wi-Fi: Ryanair’s position here isn’t speculative. They have publicly rejected inflight Wi-Fi on multiple occasions over several years, most recently citing fuel burn, weight, and lack of passenger demand. That position has been consistent.Bluetooth-based systems sit outside that debate. They don’t change the aircraft cost base in the same way, which is why airlines continue to explore them even while rejecting Wi-Fi.Regarding BlueBox / BlueView and similar vendors: many airlines trial multiple solutions in parallel. Trials, announcements, and even initial deployments do not automatically translate into scalable, revenue-positive rollouts across fleets.We have been in active industry engagement for more than 12 months following Ryanair’s Bluetooth order-to-seat launch, with a focus on economics first, technology second.As always, not all progress can be discussed publicly until airlines are ready to announce. That can make timelines appear quiet from the outside, even when work is ongoing.The expectation is that 2026 is about converting this staged approach into visible outcomes, in a way that scales economically for airlines.
asiqlimited
7月前
I was reffering to both our business partners on activating the listing and airline strategic partners who have been in discussion with 2 smaller LCA's. There are still a few larger LCA's in the USA that's do not have connectivity, so the thinking is, if we can get a smaller one flying first, that will help the negotiating position. Unfortunately in the USA the wifi guys set a precedent giving the hardware for free, so that sets the expectation, even though we are a fraction of there system price. The smaller guys don't have the buying power so if they want connectivity they have to pay. That's where we look the better option. To get to break even is much easier to justify the investment. If we have it flying in North America, then with the bigger guys they can get onboard to check it out, that way we don't have to trial, which is costly.
MJAM2020
7月前
Hello Ron,
Looking back to this message from August, now that we are out of the summer vacation period, I am curious when you refer to U.S. partners...Would you be referring to potential commercial/business airline partners? If so what has changed or is changing within industry discussions? It wasn't too long ago you would mention that the U.S. was simply too focused on WIFI/Broadband etc to consider using any alternative connectivity options. I understand that there are NDA's involved but I would be very interested to hear anything that you are able to share regarding any of that. Thx!
Message in reply to:
Hi Michael, just to bring you upto speed.As you know we filed a form 15 and are now restricted on the expert market. To bring IPTK back to public trading requires subscription to OTCID which costs $15k, then we need a market maker to file a form 211 and lodge our current 2 annual reports which are in final preparation. Unfortunately while our Bizjets system is cashflow positive any surplus funds must be directed to the airline program which comes back to life after the summer vacation period. As such until I can raise some additional capital, IPTK trading is in a holding pattern. I am in discussion with our US partners and we have some events coming up that may change our position. In the airline world we are restricted by NDA so little I can report, but our 2nd Gen system is having real impact and soon as I can release some news I will. Appreciate the patience and support. Best regards Ron
imho
mj
MJAM2020
8月前
July 2025. There is a little blurb about FFLYA and WIZZ here. If WIZZ is dead set on no heavy costs...I feel like we have some sort of shot there still for a fleet wide rollout
"While some budget airlines are moving ahead with in-flight connectivity, others remain cautious, largely due to cost and technical constraints. Wizz Air, for example, has explored a few options in recent years but has yet to commit to a fleet-wide solution. The carrier’s leadership has repeatedly emphasized that any Wi-Fi offering must meet strict cost requirements to align with its operating model."
Speaking exclusively to Simple Flying in 2021, Wizz Air Chief Commercial Officer George Michalopoulos explained, “We’ve been approached by a number of suppliers over the years about WiFi on board. The key factor for us is that whatever technology we install onboard does not come at additional cost. So, one, we don’t have to pay for the service, and two, it doesn’t create additional weight on the aircraft. No WiFi supplier was ever able to come to us with that.”
That said, one system the airline has previously considered is fflya by ASIP Tech, which is a Bluetooth-based platform that enables limited onboard connectivity without using traditional Wi-Fi infrastructure. The approach bypasses heavier equipment by allowing passengers to access select messaging and content services via Bluetooth connection. The concept, indeed, has a lower operational impact, but Wizz Air has yet to announce any firm deployment plans.
https://simpleflying.com/budget-airline-allegiant-wifi-upgrade/
imho
mj
MJAM2020
10月前
It's tough to tell exactly which if any of these deals ASIP (IPTK) is a part of...
https://www.laranews.net/vietjet-thailand-to-provide-ife-with-blueview/?utm_source=linkedin.com&utm_medium=social&utm_term=&utm_content=&utm_campaign=pr
But with this article below it certainly opens the door...
Bluebox Wow plus FFLYA
The ability to support live credit card payment transactions is also driving Bluebox’s decision to integrate its Blueview platform — the digital services software that runs atop its Bluebox Wow portable units — with what it bills as a “low-cost, low-weight connectivity solution” from FFLYA, powered by Iridium Certus 100.
Calling the service a “big game changer”, Bluebox CEO Ken Clark noted at AIX 2024:
[I]t means if you’re an airline and you’re selling food and beverages on the plane, transactions will typically be limited to about between $30 and $50 because, in a disconnected environment, that’s the maximum risk of fraud for an airline.
If you could do that in real time, however, then the fraud risk goes down, and airlines could increase the limit to $500, allowing airlines to sell watches rather than just cigarettes.
Successful ground testing saw purchases sent wirelessly from a tablet to the Bluebox Wow portable unit. This box was connected to the FFLYA router — which itself was connected through a supplemental type certified (STD’d) patch antenna to the Iridium Certus satellite network — enabling payment validation in real time. An STC for the antenna install is currently available for Airbus A320 family aircraft.
Bluebox Wow portable control unit and FFLYA router unit set up for payment test
Bluebox Wow can be packaged with FFLYA to support real-time credit card transactions. A patch antenna is used. Image: Bluebox
Close observers of the IFE industry might find this particular implementation to be surprising. After all, FFLYA, styled as fflya, was billed as the world’s first inflight Bluetooth free messaging platform that famously used window antennas when recently trialed by Wizz Air for free messaging and later payments ‘out the window’. The fflya solution employed by Wizz Air is not a standard IP interface, but rather a proprietary packet data solution that is specific to text messaging, CC processing and telemetry.
In contrast, Bluebox’s adoption of FFLYA, styled in all caps, is in fact wireless IP-based, not Bluetooth, confirmed Bluebox head of marketing Catherine Brown. Though Bluebox could have chosen the Bluetooth version (the names alone would mesh nicely, dear reader), “it was a straightforward process to select the IP route as Bluebox Wow is already configured for the relevant IP protocols, security, encryption etc,” explained Brown, noting that Bluebox was “focused on validating the solution in the fastest, easiest way possible. Now we have, we can always explore further potential of all options.”
Rotation
She added, “As we’re fundamentally a software company we’re focused on innovating in the digital services – both passenger facing and those features that add value for our airline customers, such as secure live payments and the benefit that brings for onboard retail. We’re always happy to complement our solution with the experience of those with greater expertise to keep up with technology developments in areas like this and focus on how we can maximise value of integrating critical solutions into Blueview. As you know partnership has been core to our strategy and it remains so.”
Importantly, an Iridium spokeswoman told RGN: “We can confirm that the system that FFLYA is using is a certified Iridium solution. They are using a certified Iridium Certus antenna.”
Blueview user screen showing portable system validating payment
Ground testing saw Bluebox successfully validate payments via the Iridium Certus 100 service connected to FFLYA. Image: Bluebox
There is another reason to go with a patch antenna for this specific use case, according to Ron Chapman, who in 1987 founded the ASI Group that owns FFLYA. “Ops services are geared for IP, so must be live. Hence why the STC is for the 3-inch roof patch antenna. That guarantees 100% coverage. We know from extensive testing you can’t have gaps or disconnects on live IP, which is why we don’t go out the window. That would frustrate the passengers and crew,” said Chapman, who also serves as president of FFLYA.
In a published statement, Chapman said there can be “a 60-degree blind spot above larger aircraft which can result in a high failure rate of transactions due to the unique time and data requirements of live retail payment validation”.
But AirFi’s Heimerikx disputes the notion that a patch antenna is needed for a consistent payments solution. “[S]ending a 50Kb message over the AirFi-LEO/Iridium Certus network isn’t hard at all, it is child’s play,” he told RGN.
Irrespective of the route taken, LCCs are clearly about to tackle onboard fraud in a meaningful way. That’s not only good news for airlines, but for passengers who ultimately pay the price of scammers’ nefarious actions through higher costs.
Additional reporting by Fintan Horan-Stear
https://runwaygirlnetwork.com/2024/07/iridium-certus-enables-wireless-ife-providers-to-tackle-fraud/
imho
mj
asiqlimited
1年前
At the moment we are working with 4 content providers, Bluebox, inflight Dublin, PXCom and Lifeintheair. Aligning to one alienates the others, so not really an option as we have potential programs with all 4.I can advise we shipped the final paperwork to the transfer agent which should be processed on Monday. Once that's done, will advise the new structure. IPTK is still the largest shareholder and manages the Australian FFlya company, which controls the airline business. Under the restructure, we have successfully eliminated $3 million of the $3.7 million in loans. The remaining $0.7k loans in IPTK are due to the CFO and myself. Since filing the Form15k, the Australian company FFlya Ltd was able to raise USD$600k to support the airline program. IPTK is currently cash flow positive, our goal now is to get IPTK back to reporting.FYI AST is a possible competitor to Starlink on Sat to cell. Has zero effect on our program.
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