Starlink or Galileo? What to Know Before Retrofitting Your Business Jet With Wi-Fi
Passengers now expect to stay connected in flight, and owners know it. Connectivity is one of the few upgrades that can change how your aircraft is used and how it is valued when it is time to sell. But a business jet Wi-Fi upgrade is not a bolt-on accessory. It is a certified modification that takes the aircraft out of service, touches the airframe, and often needs interior work.
The owners who get this right treat the retrofit as a maintenance event, planned months ahead. The ones who get frustrated usually find out too late that their tail number is not covered by an approved STC, that the install lands on top of a scheduled inspection, or that the system does not do everything they assumed. This guide walks through what to confirm before you sign, from a maintenance shop's point of view.
Why so many owners are asking
Two systems dominate the conversation. Starlink uses a low-Earth-orbit constellation and has been appearing in business aviation through approved installers; Aviation Week reported in 2024 on latency around 20–30 ms and download speeds above 200 Mbps, compared with geostationary systems that typically see about 500–550 ms. Gogo's Galileo HDX uses the Eutelsat OneWeb LEO network and was granted FAA PMA in 2025, which opened the way for STCs across many aircraft types. As of NBAA 2025, Gogo reported 19 HDX STCs covering 24 types, with more in development.
Resale is part of the motivation. GlobalAir reported that connectivity is increasingly an expectation, and predicted connected aircraft will sell faster and hold value better than unequipped ones. That is a market opinion, not a guarantee, so treat it as one input, not the whole business case.
Step 1: Confirm the STC covers your exact aircraft
Both systems are installed under supplemental type certificates, and an STC is written for a specific aircraft type and configuration. Aviation Week noted in 2024 that each aircraft type needed its own STC and that development timelines for new types varied widely.
Before you talk price:
Ask the installer for the STC number and the list of applicable models and serial number ranges.
Confirm your aircraft's configuration (modifications, existing satcom, interior) fits the STC's effectivity.
Ask what else the STC requires: structural work, wiring, power, antenna fairing, weight and balance, and flight manual supplement updates.
Your aircraft's AFM supplement, equipment list and weight and balance will all change. Have your records team plan for that paperwork, not just the hardware.
Step 2: Understand what the system does not do
This is where expectations most often break down. As of the 2024 Aviation Week report, Starlink was not certified for aviation safety services, and international operators still needed an approved L-band system such as Iridium for oceanic FANS 1/A communications. That may have changed, so confirm the current status with the installer and the manufacturer.
Also ask about:
Cabin management integration. Aviation Week reported that Starlink did not integrate with cabin management systems at that time, so passengers had to step outside the CMS to use it. Ask whether that still applies to your CMS.
Existing satcom. Will the new system replace, supplement, or coexist with what you have now? Gogo has positioned HDX as an upgrade path from its AVANCE system.
Service plan. Pricing structures have changed repeatedly. Get current data plan terms in writing.
Step 3: Plan the downtime like a maintenance event
Downtime is the number most owners ask about and the one trade articles most often leave out. One installer, Clay Lacy, states an expected 15–25 days depending on aircraft. Aviation Week's 2024 report gave a much wider range, from 48 hours to three weeks or more, depending on aircraft size and whether the interior must come out. Take both as ranges, not quotes. Your aircraft, your installer's backlog and your interior configuration decide the real number.
What drives downtime on a typical retrofit:
Interior removal and reinstallation. Cabling, router placement and power routing often mean pulling panels or more.
Antenna mounting and sealing on the upper fuselage, including the fairing and any structural reinforcement the STC requires.
Electrical load and power distribution for the terminal and the cabin access points.
Functional checks, ground testing and documentation, including the paperwork that goes into the aircraft records.
Parts and shop slot availability. Installers are busy. Lead time to a slot can be longer than the install itself.
The smart move: pair it with an inspection
If the aircraft is going to be open and interior panels removed anyway, the retrofit is a natural time to line up scheduled work. Clay Lacy notes that many of its installs were combined with inspections or other upgrades during the downtime.
For example, an owner with a calendar-based inspection coming due in the next year may be able to move the work window together instead of grounding the aircraft twice. Which inspections can be combined, and what access they need, depends on the aircraft type and the maintenance program, so confirm against your maintenance manual and program documentation. Our post on the Challenger 604 48-month inspection shows how much of a scheduled event is access and planning rather than the hands-on tasks themselves.
Step 4: Weigh cost against how you actually fly
Published cost figures date quickly. Aviation Week's 2024 report cited an avionics kit around $150,000 and installed-with-STC figures from roughly $225,000 for a King Air or light jet to $350,000–$400,000 for large-cabin aircraft with interior removal, plus a monthly service plan. Treat those as 2024 reference points only. Pricing for both Starlink and Galileo should be quoted fresh for your tail number.
A few questions help frame the decision:
How many hours a year does the aircraft fly, and how much of that is long-range with passengers who need to work?
Is the aircraft staying in your fleet for years, or are you thinking about sale within a few?
Do you charter the aircraft? Connectivity can matter more there.
Is the aircraft old enough that parts and shop capacity for other work are a bigger concern than Wi-Fi?
For an older aircraft with other pending maintenance, the right answer is sometimes to sequence: handle airworthiness and inspection items first, then add the upgrade when the aircraft is already open.
Step 5: Choose the installer like you would choose any MRO
Look past the box. Ask who holds the STC, who is authorized to install it, where the work will be done, and who is responsible for the records after return to service. Our guide on choosing a maintenance provider applies here as much as to any heavy inspection. Communication during a multi-week job matters, and so does a clear scope. See also the power of communication in aircraft maintenance.
Pre-retrofit checklist
STC number, effectivity and your serial number confirmed in writing
Current limitations of the system (safety services, international use, CMS) confirmed with the installer
Written downtime estimate and what it assumes (interior removal, parts on hand)
Inspection and maintenance due dates reviewed for a combined work window
Records plan for AFM supplement, weight and balance, equipment list and wiring documentation
Current service plan and data pricing in writing
Backup lift arranged for the downtime period
Frequently asked questions
Does every business jet have an approved Starlink or Galileo STC?
No. STCs are issued by aircraft type and their availability keeps changing. Ask for the STC number and effectivity for your specific aircraft.
How long will my jet be down for a Wi-Fi retrofit?
Published figures range from a couple of days to several weeks. One installer states 15–25 days; a 2024 trade report gave 48 hours to three weeks or more. Your actual downtime depends on aircraft type, interior work and installer schedule.
Do I still need another satcom system if I install Starlink?
For oceanic and international operations, a 2024 report said an approved L-band system was still required for safety communications. Confirm current requirements with your installer and applicable regulatory guidance before relying on any system for operational communications.
Will a connectivity retrofit increase resale value?
Trade coverage suggests connectivity is becoming an expectation and may help an aircraft sell faster, but values depend on type, age, condition and market. It is not a guaranteed return.
Can the install be done during a scheduled inspection?
Often that is the most efficient time, because the aircraft is already out of service. Whether specific tasks can be combined depends on the aircraft and maintenance program, so confirm with your maintenance provider.
The bottom line
A connectivity retrofit is worth doing when the STC fits your aircraft, the limits of the system match how you fly, and the install is scheduled around the rest of your maintenance rather than on top of it. The cheapest downtime is the downtime you were already going to have.
If you are considering a Wi-Fi upgrade and want to look at it alongside your inspection schedule and records, talk to the EJS team. We will help you map out what is due, what can be combined, and what to confirm with the installer before you commit. Contact EJS.
Question for you: If your aircraft is going to be down for three weeks anyway, what else belongs on the work order?
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