使用衛星鏈路提供車載Wi-Fi

　　衛星鏈接現在可以讓飛機上的Wi-Fi實時、隨時瀏覽，但這項技術仍處于初級階段。在飛行的Wi-Fi現在可以訪問約40%的美國航班和國際長途航班通過公司，如漢莎航空公司，Emirates和卡塔爾航空公司。挪威和土耳其航空公司免費提供這項服務，而斯堪的納維亞航空公司正在對一些飛機進行測試。然而，帶寬是明顯有限的時刻。

　　有幾個不同的拓撲結構和架構，可以用來提供數據的飛機座椅，但重點是減少重量和功率，以盡量減少燃料成本增加這個功能。一些運營商，如在美國使用3G地面發射機連接到飛機的戈戈，它可以讓設備如手機和寬帶的網卡的接收信號直接加在飛機一個接收器，但有限的帶寬約為3 Mbit / s的整個飛機沒有國際使用。Gogo目前推出了其atg-4技術，采用雙調制解調器和定向天線來提高鏈接到9.8兆位/秒的最大理論，但它仍然是局限于大陸美國。

　　Others have been implementing links through geostationary satellites with the Ka-band （12-18 GHz） receivers， but this similarly has low bandwidth and requires a satellite receiver on-board coupled with a Wi-Fi transceiver that can handle multiple channels. Lufthansa‘s FlyNet system claims download speeds to the aircraft of up to 50 Mbit/s， but this can mean as little as 1 Mbit/s to the seat. Similarly， Panasonic Avionics and GoGo have teamed up with European satellite operator SES to boost in-flight connectivity for passengers on trans-Atlantic flights using Ku-band links from the newly launched SES-6 satellite.

　　The development of this equipment needs to focus on weight and power consumption to be acceptable to airline operators. The new systems also have to meet safety approvals in all the countries where the airline operates and demonstrate that the use of the equipment does not affect the avionics systems.

　　The next generation of Ka-band （26.5-40 GHz） satellite transponders is now being used to provide high-speed broadband links to aircraft. Satellite operator ViaSat says it can guarantee 12 Mbit/s to the seat using this technology， and the cost of providing the bandwidth over satellite links could fall by as much as a factor of five as it rolls out in volume.