High Expectations, Higher Performance: Certifying Gogo Galileo FDX for VVIP Aircraft
September 16, 2026
At Gogo, we are always excited to announce a new supplemental type certificate (STC), whether for our air-to-ground, Plane Simple, or Gogo Galileo systems. Each announcement adds another aircraft type to our portfolio, enabling more customers to access our unique single-source, multi-band, multi-network connectivity offer.
But what goes into an STC and who do we work with to generate them? Every STC announcement is the culmination of a long design, engineering, and certification process- see our blog on the ABCs of STCs for the full process. For this first milestone FDX STC that occurred last October, we worked with Aloft AeroArchitects, which developed the Federal Aviation Administration-approved STC for the Gogo Galileo FDX terminal. Aloft AeroArchitects specializes in bizliners and VVIP aircraft, and this initial Gogo Galileo FDX STC is for the Boeing 737NG-based BBJ models including soon the BBJ MAX 8.
The momentum behind this partnership isn't slowing down. Next week, Aloft AeroArchitects is hosting the Red Cabin event at their facility, where attendees can get an up-close look at this technology in action. Aloft will have aircraft on-site outfitted with the Gogo Galileo FDX terminal for live, hands-on demonstrations—giving industry leaders a firsthand experience of enterprise-grade, high-speed LEO connectivity tailored specifically for VVIP cabins.
The process of designing an STC for a system like Gogo Galileo begins with considering the aircraft’s shape and how the antenna can be best mounted to it, using any additional structure as efficiently as possible. Careful consideration is also given to heat dissipation, since the power needed to operate electronically steered antennas (ESA), including Gogo Galileo FDX and HDX, naturally generates heat.
One perhaps surprising aspect of the Gogo Galileo ESA installation, compared to a more traditional parabolic antenna, is that both the HDX and FDX are sealed units that do not require radomes. Each aircraft is shaped slightly differently, and for the Aloft AeroArchitects Gogo Galileo FDX STC, it includes a fairing around the antenna. It improves aerodynamic performance by reducing drag and provides all-important birdstrike protection.
Colby Hall, Managing Director, Emerging Technology and Innovation at Aloft AeroArchitects, confirms that the company modeled birdstrike behavior extensively, then commissioned the required physical birdstrike tests, using a section of aircraft fuselage with the antenna installed. The trials validated the modeling results.
It seems entirely logical that designing an antenna installation for a large aircraft like a BBJ ought to be easier than generating a similar fit for something smaller, like a light or mid-size business jet. Once again though, there are other factors to consider, including the spacing from other antennas. While smaller antennas serving VHF radio or GPS, for example, can be relocated, finding the right spot, even on a larger aircraft, can be complicated.
Of course, we don’t sit back and just wait for our partners to complete an STC; we work closely with them during the design process, as Colby explains. “We modeled the installation using data provided by Gogo, and, since it was at our facility, the subject aircraft itself. Then we matched the aircraft contour and antenna shape, creating the engineering drawings before conducting testing and analysis.
“Gogo also delivered test articles for the birdstrike trials. That’s a big deal, and it helped us a lot. We rarely experience that kind of support, and it adds value to the process in all senses. It means we have less cost to pass on to our customers, helps get the Gogo Galileo product into the marketplace, and builds a valuable relationship between our companies.”
“Once we had the antenna and associated parts for installation, it was a case of validating everything, from checking that the antenna had all the holes and attachments we expected to confirming that it aligned with our structure. After we were satisfied with that, we installed it, then performed a final check to ensure the completed installation matched the drawings exactly.”
Colby is pleased to report that the Gogo Galileo FDX terminal includes a connector that allows the necessary cables to pass through the aircraft skin.
STC design is not cheap, and Aloft AeroArchitects researches the market carefully before committing to developing an STC. With Gogo Galileo FDX and the BBJ 737, the company is confident in its investment, as Colby concludes: “The driver for FDX was that we wanted to be able to offer our customers something competitive as an alternative to other systems. The support Gogo offers is key to us and our client base, while the flexibility of the Gogo products suits our fully customized cabin designs, delivering great service and enabling us to fully integrate with other cabin systems.”
While the Boeing BBJ family served as our flagship FDX launch, our STC roadmap for Gogo Galileo FDX extends across super-midsize, large-cabin, and ultra-long-range business jets. Beyond the BBJ 737 series and upcoming BBJ MAX 8, our STC partners are aggressively expanding FDX certifications to cover key heavy-jet platforms, including the Bombardier Challenger and Global series, Gulfstream G450 and G550, and Embraer Legacy and Praetor platforms. With many more certifications currently in the works across our worldwide MRO dealer network, we are ensuring operators of large-cabin aircraft across the globe can unlock unfiltered, ultra-low-latency LEO satellite connectivity.
