According to the current Chinese policy, China Airlines will relax the electronic equipment that carries the aircraft, conduct technical assessments of all electronic equipment, and formulate corresponding management and policies. In the satellite field, the future market for on-board Wi-Fi is bright. On September 21, Otto Gergye, Vice President of Asia Pacific at Inmarsat, revealed in an interview with a reporter from the 21st Century Business Herald that among the four divisions of the company, the aviation division has the fastest growing business to further meet market demand. Two satellites will be launched separately in 2020 and 2021. At present, Inmarsat has launched four satellites to form a global Ka-band satellite network and has been implemented in the on-board Wi-Fi field. Inmarsat's only hardware supplier is Honeywell. Last February, its hardware system, JetWave, was approved by the Federal Aviation Administration (FAA) to allow it to be used on the Boeing 757. However, this technology has not yet landed in China. An industry insider told reporters that on the one hand, the centralized solution is still controversial, and the Ka-band is accepted by the market for time verification; more importantly, the Ka-band has not been approved by the Ministry of Industry and Information Technology, and the domestic is only in the scientific research stage. Pattern dispute 　　 It is reported that there are mainly two types of on-board Internet technologies adopted by domestic and foreign airlines: ground-to-air interconnection and satellite connection. The former mainly refers to the installation of ground base stations to transmit signals to the sky and the construction of on-board local area networks; the latter uses satellites and terrestrial networks for data transmission. Since Wi-Fi in the ground-to-air interconnection technology cannot be used across the ocean, it is also required that the aircraft cannot deviate from the coverage of the base station. From the requirements of transoceanic flight, airborne wireless technology needs to be realized through satellite communications. Currently, there are several types of satellite communication networks: L-band, Ku-band, and Ka-band. At present, most airlines choose Ku-band, mainly because the technology is relatively mature. According to the statistics of the Civil Aviation Big Data Research Institute, China Eastern Airlines, China Southern Airlines, Hainan Airlines and Xiamen Airlines have already modified some aircraft for the Ku technical standard, and the Ka-band based transformation has not yet begun. According to Otto Gergye, the Ku band is mainly based on two fixed intervals of radio signal transmission, while the Ka band can be used on mobile vehicles. "With 4 satellites, we can achieve global signal coverage, which can be said to be an airborne network. Tailored." According to the introduction, the Ka-band connection rate can reach 98.5%, that is to say, in the case of 98.5%, the Ka-band can maintain a good connection, ensuring the Internet speed and data transmission. In addition, since the Ku band needs to convert different satellites in various regions, airlines often need to adjust the purchase of network communication capacity according to flight capacity. For the airline, the experience and cost of air-ground interconnection are relatively unstable. However, the industry's choice of solutions remains controversial. According to the Civil Aviation Resource Network article, although the Ka-band is a future-oriented ultra-large-capacity satellite communication method, cost-effective and low-cost, there is still a way to go from scientific research to commercial applications. “There is currently no use in Chinese airspace, Ka-band. The satellite frequency has not yet been approved by the Ministry of Industry and Information Technology, and the country is only in the scientific research stage." Subject to this, although Inmarsat's customers have spread throughout Europe and Asia Pacific markets, including Lufthansa, British Airways, Qatar Airways, Air New Zealand, etc., there are only two “potential users†in the Chinese market, one of which is Air China. In February 2014, Air China signed a memorandum of understanding with Honeywell. The two parties agreed to install and test the GX AviaTIon air network connection service on Airline's active A330 aircraft in the second quarter of 2015, but this test Work has been delayed until the deadline has not yet made new progress. However, Otto Gergye is not in a hurry. In May of this year, Inmarsat launched its fourth satellite. For the continued increase in the number of satellites in the future, Otto Gergye said that it is mainly based on the judgment of the growth of market demand. "As the number of airlines we serve and the number of corresponding flights increase, the demand for communication capacity will definitely increase in the future." He further pointed out that with the increasing number of satellites, the network capacity will be more abundant, the scale benefits will be reflected, and the service prices will systematically show a downward trend. On the eve of the outbreak? According to the online travel website Routehappy, the current on-board Wi-Fi has covered more than one-third (39%) of the global flights, of which 71% of the US airlines have full Wi-Fi coverage. And this proportion is 13% among non-US airlines. In contrast, China's aircraft Wi-Fi market is still in its infancy. According to the statistics of the Civil Aviation Big Data Research Institute, a total of 9 domestic airlines have air Wi-Fi services (including local area networks), and except for Xiangpeng Airlines, the coverage of the other 8 Wi-Fi flights is below 5%. In the face of a blue ocean market, giants in the field of satellite communications have been deployed. In addition to Inmarsat, ViaSat and Gogo, which focus on the Ku-band, are also developing satellite-based next-generation communication products. In China, communications industry companies have also entered the market. At present, the models that Eastern Airlines and Xiamen Airlines have partially transformed are cooperation with China Telecom (microblogging); just in April this year, China Unicom (Weibo) also announced Established a joint venture company, "China Unicom" to provide technical support for airborne communications services. The market explosion seems to be within reach. However, the attitude of the industry is still cautious, and it is considered "premature." The aforementioned people told reporters that the air-ground interconnection market has to solve two problems, one is technology and the other is policy. "In the short term, the technical problems are not well solved. For example, the Beijing-Los Angeles launch aircraft experienced before, the telecom solution has a slow network speed and the experience is not good; the policy is mainly that the mobile phone cannot be used on the aircraft, to a large extent. The number of Wi-Fi on the passengers' access is limited, and the company's willingness to transform is also suppressed," he said. However, the situation is improving and the regulations for the use of electronic equipment on aircraft are being “looseâ€. On the afternoon of September 18, Zhu Tao, deputy director of the Civil Aviation Administration of China Civil Aviation Administration, said at a press conference that the airlines were allowed to evaluate the impact of portable electronic devices and to formulate corresponding management policies. Recently, the Ministry of Transport passed the fifth revision of the “Regulations for the Operation of Large Aircraft Public Air Transport Carriers†(CCAR-121). This revision has made a large part for the qualifications of the crew and training management. The most striking of the changes is the relaxation of regulations governing portable electronic devices onboard. Although the new version will take effect in October this year, it does not mean that passengers can use their mobile phones immediately from January to October. Zhang Wu'an, a spokesperson for Spring Airlines, said that the airline divisions will re-update the company manual according to various regulations, complete the assessment of the Civil Aviation Administration, and submit an application to the Civil Aviation Authority before they can be released. Therefore, it takes a certain period of time. “Optimistically, in the first half of next year, passengers are expected to use mobile phones on the plane.†In the case of not using the mobile phone, the on-board Wi-Fi obviously cannot be used to its best. At present, the main usage scenario for on-board Wi-Fi flights in China is to provide a tablet for each seat. On the Eastern Airlines official website, the "on-board Wi-Fi new experience processing platform" provides passengers with the opportunity to experience the Internet connection for free, using "laptop" and "tablet". On the other hand, from the perspective of cost, airlines need to carefully consider the on-board Wi-Fi project. According to the analysis, in addition to the equipment costs at the beginning of the aircraft modification, the cost of renting broadband should also be considered. In addition, the increase in equipment and the increase in flight resistance of the communication antenna will increase fuel consumption. "In the market cultivation stage, the Wi-Fi business of each airline can not be profitable in the short term." The analysis pointed out.
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