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Frontier to Launch Starlink High-Speed WiFi Across Fleet in Early 2027
Denver-based Frontier Airlines will introduce SpaceX's Starlink internet system to deliver fast, low-latency WiFi for passengers and crew on all flights starting in 2027.
The gist
Frontier Airlines will provide Starlink’s high-speed internet on its fleet starting early 2027, enhancing passenger connectivity and crew operations.
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Frontier Airlines announced plans to equip its entire fleet with SpaceX’s Starlink satellite internet system, aiming to debut the technology on an aircraft in early 2027. Based in Denver, the low-cost carrier will become the first U.S. airline to offer passengers access to Starlink’s high-speed, low-latency WiFi service delivered directly via the innovative satellite constellation.
The integration of Starlink aims to transform the onboard passenger experience by enabling seamless activities such as HD video streaming, online gaming, video calls, web browsing, and productivity applications at cruising altitudes of 35,000 feet. Unlike conventional airline WiFi systems, which often provide slow or inconsistent connectivity, Starlink promises continuous, reliable internet service from gate departure to arrival.
Frontier’s partnership with SpaceX extends beyond entertainment benefits. The enhanced connectivity will support crew operations by providing real-time communication tools for pilots, flight attendants, and ground teams, improving safety procedures, maintenance coordination, and customer service during flights.
This move aligns with Frontier’s strategic investments in improving passenger comfort while maintaining its ultra-low-cost pricing model. CEO Jimmy Dempsey emphasized that Starlink will enhance customer flexibility and connectivity throughout the flight, complementing recent enhancements such as the introduction of first class seating and an upgraded loyalty program.
The Starlink rollout at Frontier is part of a broader initiative by private equity firm Indigo Partners, which also owns airlines including Wizz Air, Volaris, JetSMART, and Cebu Pacific. Together, these carriers plan to outfit over 1,000 aircraft globally with Starlink internet, marking one of the most extensive commitments to next-generation inflight connectivity.
SpaceX’s Starlink network relies on a constellation of low-Earth orbit satellites engineered to deliver high bandwidth and low latency connections. This architecture allows demanding applications, such as multiplayer gaming and streaming high-quality video, to function smoothly — a challenge for many traditional satellite or air-to-ground WiFi systems.
For travelers, especially those conscious of budget, reliable inflight WiFi enhances the value proposition of air travel. Passengers can engage in productive work tasks, keep children entertained, or maintain contact with family during their journey. Early operations of Starlink onboard other aircraft worldwide have shown strong passenger approval thanks to superior speed and connection stability.
Frontier operates one of the youngest and most fuel-efficient fleets in the U.S., and this technology addition supports its goal of offering greater comfort and service quality without substantially raising fares. As passenger demand for dependable inflight connectivity continues to rise, airlines without high-performance internet risks falling behind competitors.
Installation of Starlink equipment across Frontier’s aircraft is set to begin soon, with service launched in early 2027. Details regarding pricing and passenger access options have yet to be released, but they are expected to mirror current models offering both free and paid WiFi tiers. This partnership showcases how low-cost airlines can integrate cutting-edge technology to boost customer experience while maintaining affordable travel options.
Frequently asked questions
- When will Frontier Airlines begin offering Starlink WiFi to passengers?
- Frontier Airlines plans to start passenger flights equipped with Starlink WiFi in early 2027.
- What benefits does Starlink provide compared to traditional airline WiFi?
- Starlink offers high-speed, low-latency internet that supports activities like HD streaming, online gaming, and video calls reliably from gate to gate, outperforming conventional inflight WiFi.
- How will Starlink WiFi impact Frontier Airlines’ operations beyond passenger use?
- Starlink connectivity will enhance crew operations by providing improved real-time communication tools for safety, maintenance, and customer service during flights.
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All Aviation Safety →
EASA revamps flight training simulator rules with new capability-based system
More flexible qualification framework lessens dependence on full-flight simulators. Europe's safety regulator has embarked on an implementation programme after overhauling the qualification framework for flight-simulation training devices. The change shifts away from the previous regulatory structure – founded on fixed device types and levels – to a more flexible capability-based approach, providing more freedom to use systems other than full-flight simulators. This enables training devices to be assessed for "what [they] can actually do", says European Union Aviation Safety Agency (EASA) flight standards director Francesco Gaetani. EASA had previously highlighted the need for a rule change in order to overcome "discrepancies and barriers" that restricted the possibility of obtaining training credits when using different types of training device. It had pointed out that flight-training devices would remain relegated to a limited role, while full-flight simulators dominated the sector, unless the situation was addressed. EASA drew up proposals based on a "capability signature" – essentially a standardised 'fingerprint' of the training device's fidelity levels and features. The new framework has also adapted to account for advances in technology including virtual reality and touchscreen interfaces. "It supports innovation, enables new technologies to be integrated into training and helps ensure that pilots continue to receive effective, high-quality training in an evolving aviation environment," says Gaetani. Approved training organisations will have more freedom to choose simulation devices which are most suited to achieving the necessary training objectives, through an optional 'task-to-tool' methodology. EASA has initiated an implementation support programme, including stakeholder workshops set to begin at its Cologne headquarters in December this year.
Safran's TG600 Turbogenerator Powering Electra EL9 Hybrid-Electric Aircraft
Hybrid-electric aircraft developer Electra on Wednesday announced a "life-of-program" agreement covering the production of turbogenerators for its flagship EL9 Ultra Short. The EL9, designed for operations with only a 150-foot ground roll, will be powered by Safran Helicopter Engines' TG600, which is built around the latter's Arrano gas turboshaft engine. Electra said it placed an initial order for 250 turbogenerators. The companies previously signed a deal for Safran, which is also an investor, to develop the 600-kilowatt electric turbogenerator propulsion system for EL9 prototype aircraft. Now, the TG600 is set to power the real deal. "We've closely evaluated the advanced air mobility market, and we believe the Electra eSTOL [electric short takeoff and landing] aircraft offers groundbreaking capability in a practical design that meets market needs of both today and tomorrow," said Florent Chauvancy, the former executive vice president of OEM sales for Safran Helicopter Engines, in a 2023 news release . On Wednesday, Electra CEO Marc Allen in a statement called the new deal a "defining step forward for Electra and for the future of advanced air mobility." The nine-passenger EL9 is expected to make its debut flight in 2027 or '28, with certification and entry into service by '30. Electra claims to have about 2,200 provisional orders from more than 60 operators. This is not Safran's first foray into electrification. The manufacturer in February 2025 achieved the first type certification for an electric motor for civil aircraft, after the European Union Aviation Safety Agency (EASA) declared its ENGINeUS 100 system airworthy. The engine is designed to provide 100 percent electric power for two-to-four-seat aircraft—such as Diamond Aircraft's eDA40, an early candidate—or hybrid propulsion for 19-seat regional models. Other ENGINeUS 100 customers include Swiss propulsion specialist H55, French manufacturer Aura Aero, and Aura's recently acquired VoltAero subsidiary. BRM Aero and Bye Aerospace intend to install the engine on their respective electric trainers, the Bristell B23 Energic and eFlyer family. At the 2025 Paris Air Show, Safran joined forces with Collins Aerospace and French firms Daher and Ascendance to research hybrid-electric propulsion for six-to-ten-seat aircraft. The consortium is targeting a platform "in the category" of Daher's Kodiak family of single-engine turboprops. The Integration Electra said the TG600 will be the "heart" of the EL9's hybrid-electric propulsion system, which also comprises eight electric engines from supplier Evolito. The Arrano engine around which it is built burns 18 percent less fuel versus "other in-service engines," the company said. The turboshaft will be complemented by two GENeUS electric generators provided by Safran Electrical & Power. In March, AviationWeek reported that Safran Helicopter Engines began assembling the first TG600 unit for Electra's prototype aircraft. Cédric Goubet, the company's president, said in a late 2025 LinkedIn post that it is "ready to launch development and gear up for flight testing." Goubet in a statement Wednesday said the new contract "signifies the official launch of our turbogenerator activities, a promising new chapter that complements our leadership in turboshaft technology." "We believe we have the most advanced and efficient hybrid-electric product in its class, a perfect fit for the EL9 to achieve revolutionary capabilities in new air mobility," he said. According to Electra, the EL9 is designed to move air travel away from airports. Instead, the aircraft will use ultra-short "access points" located on rooftops, parking lots, fields, barges, malls, casinos, or even ski resorts, cutting out unnecessary connections and ground transfers. The manufacturer believes it could save travelers hours on more than 2,600 routes spanning 50 to 265 miles that are suboptimal for driving, but lack routine commercial air service. It estimates 12,000 to 16,000 aircraft will be required to meet demand within the first decade of operation. EL9 access points will require just 150 feet of space for takeoff and landing, an unlock from the aircraft's blown-lift propulsion system. By redirecting airflows toward the ground, the EL9 is designed to take off at a leisurely 35 knots. Electra has already proven the capability on the EL2 Goldfinch, a demonstrator. But Safran's TG600 will be key to validating it with EL9 prototypes and, eventually, the real deal. Like many young aerospace startups, Electra is largely tight-lipped on suppliers, but it has said that Honeywell will provide the EL9's flight control computers and electromechanical actuation systems. Lockheed Martin's Skunk Works is helping design and commercialize the model. Many of the EL9's components and systems, however, are built in house. Electra has obtained several patents for novel portions of the blown-lift propulsion system.
Pilots Honor Time-Honored Rites of Passage from First Solo to Captain Upgrade
Milestones in our lives, such as weddings, graduations, religious ceremonies, and significant birthdays usually involve a celebration. But I'd say nearly every pilot looks at their first solo flight as a major rite of passage they never forget. It marks the first time a person realizes they're truly responsible for their own life. Brush it off or not. It demands a sense of pride. Considerable research ( asking my lunch buddies and checking at Sporty's ) confirms the tradition of the flight instructor cutting off a piece from the back of their student's shirt still happens, even in many of today's mega-flight schools. The practice supposedly began when instructors sat behind their students in tandem trainers like J-3 Cubs with no intercom. When the student did something dumb, the instructor would tug on their shirt and yell or demonstrate what was wrong. When the student began to consistently demonstrate they could fly the traffic pattern and land with no tugs on their shirt, the CFI climbed out and sent the learner around for three solo takeoffs and landings. On landing, the shirt was cut off and inscribed—usually kept forever. This Article First Appeared in FLYING Magazine If you're not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats. Subscribe Now These days, students typically know in advance that they're scheduled to solo on a particular day—weather permitting and having passed all pre-solo requirements like licenses, medicals, and tests. They launch alone from the hangar or tie-down, announce (if it's a controlled field) that this is a first solo, make three takeoffs and landings, and return to the hangar. Well, I'm sorry but I hate that. Back in the day, I'd work with the student on all the flying basics until finally entering the traffic pattern for takeoff and landing practice. If things didn't progress well, we'd head back out in the practice area and review airspeed and altitude control, stalls, ground reference maneuvers, or whatever. Then back to the airport where we'd concentrate on flying a precise pattern with appropriate airspeeds and a flare-out…but no touchdown. Flying down the runway with reduced power but in level slow flight a few feet off the ground—focusing on the far end—and then going around was an effective way of handling ground shyness. Finally, we'd ease off the throttle, gently raise the nose above the end of the runway, and the main gear would touch. Seeing the delight in the student's eyes was marvelous. READ MORE: Aviation Fuel-ishness Can't Be Overlooked READ MORE: Memories of the Iconic 'Gooney Bird' Stirred After a successful hour or so, I'd slide my seat back and (nearly) close my eyes, pretending I was majorly bored. Finally, I'd announce, "I'm tired of riding around this pattern with you. Let me out at the intersection and make three takeoffs and landings by yourself." The tower was OK with our clearing the runway and letting me out in the grass in the middle of the field, where I would sit, making daisy chains or picking wildflowers, while my fledgling student made circuits and landings. More than once, afterward, they'd clear the student back to the hangar, stranding me in the grass. That involved my climbing up five flights in the tower, uttering a few choice words and calling somebody to pick me up. And, yes, I'd cut part of my student's shirt off in a celebratory ceremony at the hangar. Other past traditions I've heard of are dumping a pail of water over their head, cutting off the necktie (remember those?) or even mashing a cream pie in the face. But fledgling pilots aren't the only aviators who mark upgrades or being "kicked upstairs." The best story I know involved my friend Kevin Uppstrom, a longtime Kalitta Air pilot who hauled freight in DC-3s for years (and taught me so much). In—mostly—Kevin's words: "Upgrading to captain was a lengthy process involving the completion of ground school, 30-plus hours of confidence-destroying simulator training and a round-the-world ride with a check airman for Operational Experience (OE). You'd make all the calls, do all the planning, deal with any problems, and fly one segment from the right seat. Only then (when the check airman was satisfied or tired of riding with you) would an FAA inspector observe a line check within the United States—the final step in the upgrade procedure. Then you were on your own, a graduate from a three-striper to four. "I deadheaded on one of our planes to Liege, Belgium, and then downrange to Bahrain, where, after a rest period, I would be flying as aviator in charge with a great crew—a low-key first officer and plumber (flight engineer). Rather than announcing my presence with an 'I'm the captain and you will respect my authority' attitude [definitely NOT a Kevin mentality], I wanted to start off on the right foot. So I planned to meet my crew in the hotel lobby next morning sporting both my three-stripe shoulder boards AND my four-stripe boards—a total of seven boards—on each shoulder of my uniform shirt. The sewing was tedious, somewhat of a challenge, but I got it done. "Next morning, I left the room early to be the first to meet my crew downstairs but, striding across the hotel lobby, I met up with an Atlas [Air] crew who gave me some truly odd looks. I think they thought I was some kind of field marshal. Eventually, my guys showed up and, knowing my sense of humor, smiled as they took in my seven stripes. "Since we were in the Middle East, where they place an inordinate amount of importance on things like gold braids and stripes, I didn't want to create an international incident with customs. So I demoted myself to a mere four-striper once we boarded the van to the airport. But being the supreme leader was fun while it lasted." Maybe you can understand how much I value Kevin as a person and a pilot. I met him when he was chief pilot, accumulating 16,000-plus hours flying DC-3s, Beech 18s, and a Learjet for a Part 135 freight operation in Middletown, Ohio (KMWO). I was the FAA inspector doing check rides for the company. By the late 1990s that part of the airfreight business was dying, and he was left with a big decision. He made "starting over" with this large airfreight airline based in Detroit and flying worldwide the right one. Whether it's a first solo or a captain upgrade, these moments stand as hard-earned milestones that define a pilot's journey. This column first appeared in the June Ultimate Issue 971 of the FLYING print edition.
All Nippon Airways Captain Sentenced to Prison for Sexual Assault of Flight Attendant
A Captain for All Nippon Airways, the largest airline in Japan, has been sentenced to 18 months’ imprisonment by a Tokyo court after he was found guilty of sexually assaulting a young female flight attendant during a layover. The suspect has been identified as Ryota Mise, a 44-year-old Captain who repeatedly grabbed the buttocks of his victim while they walked along a street together and inside a convenience store. The incident occurred during a domestic layover in Takamatsu, Kagawa Prefecture, while the pair was walking back to their hotel. The flight attendant said she felt like she had no option but to allow the Captain to assault her because she feared he would be able to hurt her career if she refused. The two crew members had met the previous day during a flight to Takamatsu and had gone out with a group of crew for dinner. On the return to the hotel, however, Mise repeatedly grabbed his colleague’s buttocks. He told the court that he thought he had permission to touch the victim, but that defense was dismissed by Judge Takao Okawa, who described the flight attendant’s testimony as “convincing and highly credible.” In the wake of the October 10, 2023, incident, the flight attendant reported her concerns to ANA, and the airline opened an internal investigation. The Captain admitted he had touched the flight attendant and, given his explanation of the events, ANA allowed him to continue working as a pilot. Following this internal investigation, the flight attendant then reported the incident to the police, who arrested Mise. The lengthy investigation culminated in Mise being sentenced to 20 months’ imprisonment on Tuesday – less than the two-and-a-half-year sentence that prosecutors had been seeking. There’s long been concern that workers in some Asian countries feel like they can’t challenge or say no to their superiors. This is a particular issue in the aviation industry, where safety can be compromised due to this culture of being afraid to speak out to someone of a higher rank. Japan Airlines was only recently engulfed in a scandal after it was revealed that a senior flight attendant was caught over the legal alcohol limit ahead of a domestic flight to Tokyo. Alcohol consumption had become such an issue for Japan Airlines that the carrier requires all of its pilots and flight attendants to carry out a pre-flight breath test using a personally issued device. Ahead of this flight, however, the senior flight attendant deliberately didn’t submit the results of her test. Her junior coworkers reminded her to submit the test result, but when she brushed off those concerns, no one pushed back or reported the issue to the company. The senior crew member was eventually caught when she completed a company-conducted test at the airport, causing a delay to the flight. Japan Airlines has now banned flight attendants from consuming any alcohol during layovers, and the carrier’s chief executive took a temporary pay cut over the scandal.
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