This solar-powered, stratospheric Zephyr can replace 250 mobile towers

With a rich background in the satellite industry, Samer Halawi has navigated through prominent roles, from leading Thuraya as CEO to working with industry giants like Intelsat and OneWeb.

Stepping into a new chapter, Halawi now spearheads Aalto HAPS, an innovative startup under Airbus. The programme is based on Zephyr, the high-altitude drone platform, with the aim of creating a standalone telecommunication and Earth observation business that hopes to start commercial operations by 2025-26.

Originally designed by engineers from defence group Qinetiq, the current Zephyr, is an unmanned aerial vehicle with a wingspan of 25m but weighs just 75kg. It uses solar panels to fly and recharge its batteries. It is designed to fly at an altitude of around 60,000 feet at the edge of space in the stratosphere — above weather and commercial planes but below conventional satellites.

Zephyr has spent 64 days in that layer of the atmosphere, shattering several uncrewed altitude and endurance records in the process, and has the potential to do about a 100 with its battery technology. The business is already in talks with a range of commercial and public sector customers as well as strategic partners for its potential use.

In an exclusive interview with Gulf Business at Mobile World Congress 2024 in Barcelona, Halawi provides a glimpse into the transformative potential of delpoying Zephyr.

Q. Tell us about Aalto HAPS and the Zephyr?

Aalto was formed in May 2022, spun out of Airbus, to build a services company around an aircraft called Zephyr. Zephyr, also known as HAPS (High Altitude Platform Station), is an unmanned aircraft that flies in the stratosphere between 60,000 and 80,000 feet. It’s fully solar-powered, operating solely on solar energy during the day and stored energy at night. We aim to provide two types of services through this platform: connectivity and Earth observation.

Q. Let’s delve into the connectivity service first. How does it work and what are its main benefits?

The connectivity service offers direct-to-device connectivity, essentially acting as a tower in the sky. Traditional communication towers are often limited by the feasibility of installation and return on investment. With HAPS, we can economically cover a wide area, equivalent to about 250 terrestrial towers per aircraft. This allows us to serve areas where traditional towers are not feasible or economically viable.

It’s about providing connectivity to remote or challenging terrains where traditional infrastructure is impractical or uneconomical.

Q. That’s fascinating. So, how does HAPS fit into the existing infrastructure? Does it make traditional towers redundant?

HAPS complements existing infrastructure rather than making it redundant. Traditional towers remain essential in densely populated areas or where HAPS deployment is not feasible. However, in remote or challenging terrains where traditional towers are impractical or uneconomical, HAPS can fill the gap and provide connectivity where it was previously unavailable.

It’s about enhancing coverage and accessibility, not replacing existing infrastructure.

Q. I was looking at the specifications of the physical aircraft, and it’s very interesting that it’s so big yet so light. Could you tell us more about it?

That’s the beauty and the genius in the development process. We needed an aircraft large enough to accommodate numerous solar panels for energy production, storage batteries, payload, and still remain lightweight for sustained flight in the stratosphere. These aircraft need to stay airborne for months at a time, not just days, and maintain an altitude above 60,000 feet during dawn when battery usage is highest. Staying above 60,000 feet is crucial for regulatory compliance and to avoid adverse weather conditions.

Despite its size, the aircraft weighs only 75 kilograms, less than the average human being, enabling it to remain at the optimum height.

Q. When can we expect to see one flying above us in terms of timelines?

We actually flew an experimental aircraft out of Dubai a few years ago, around 2018. While you may not see them due to their high altitude, we’ve been conducting experimental flights and providing services to specific customers. Our entry into full commercial service is slated for late 2025 or early 2026. Until then, we’ll continue with experimental flights, missions, and service offerings as part of our ongoing development.

“How do you see things now? In the future, we’ll see things differently.”

With #WSBW underway in #Paris, AALTO joins the conversation, offering a new way to look at the future of multi-orbit ecosystems. pic.twitter.com/PlaUumxdkd

— AALTO HAPS (@AALTOHAPS) September 11, 2023

Q. I’ve been hearing at MWC that a lot of applications of 5G or 5G advanced are industry-targeted. But you’re saying that your service is more device-based. Are you looking at deploying something for industries in the future?

Yes, indeed. Our approach involves deploying the aircraft and offering it as a service to mobile operators. They integrate it into their network configuration seamlessly, blending in during nighttime operations. While we don’t directly engage with end-users, our customers, the mobile operators, have the flexibility to deploy the service for various industrial applications. For example, they can establish private networks over industrial areas or offer different generations of mobile connectivity, such as 2G, 4G, or 5G, based on their requirements.

Our role is to provide the infrastructure, offering a highly flexible solution that becomes an integral part of the operator’s network. This approach ensures that the service remains localised, respecting the sovereignty and regulatory frameworks of each country, which is crucial for regions like the Gulf.

Q. Is that learning from the Starlink experiment?

Absolutely. The limitations of satellite-based communication are significant factors in shaping our approach. Satellites operate at much higher altitudes, leading to increased signal travel distance and latency issues, limiting their bandwidth and speed capabilities. Moreover, satellite signals can interfere with local operators’ frequencies, posing regulatory challenges.

Additionally, satellite traffic often bypasses the local network, raising sovereignty concerns for regulated countries. While satellite networks serve critical purposes, they are not economically viable for widespread mobile connectivity in rural areas. In contrast, our solution offers high-speed, low-latency connectivity at a more cost-effective scale, addressing the unique needs of different regions, including rural areas.

Q. It’s been in the news that you’ve tied up with STC in terms of an MOU. Could you tell us more about it?

There’s significant interest from mobile operators worldwide, especially in regions like Saudi Arabia, where millions remain unconnected. The Saudi Arabian regulator aims to connect everyone in the country, but traditional infrastructure can be costly and impractical, leading to subsidy requirements. Our partnership with STC offers a solution that allows operators to generate revenue instead of subsidising costs. We’ve also been collaborating with Docomo for years and have signed various MOUs with operators eager to be early adopters. By working closely with operators now, they’ll be better positioned to utilise our services once we launch commercially with limited availability initially.

Q. With the Saudi Giga projects, do you think you will be deploying over there to assist the ground teams?

Absolutely. The scale of projects like the Saudi Giga projects presents significant opportunities for our technology. Currently, the traditional approach involves installing and relocating terrestrial towers to support communication needs during construction. However, this process is inefficient and costly.

Our HAPS solution offers a more streamlined alternative by providing comprehensive coverage over large areas in a single deployment. We’ve engaged in discussions with project stakeholders who are interested in our solution, particularly as they aim to minimise ground infrastructure and prioritise aesthetic considerations. This illustrates the versatility and efficiency of our technology in addressing diverse communication challenges, including those posed by large-scale infrastructure projects like the Saudi Giga projects.

Q. While you’re advanced in ICT technology, your capabilities are somewhat limited by solar power technology. How are you addressing this challenge?

Currently, we’ve reached a point where our battery technology is quite advanced. In fact, our batteries boast a packing density that is two to three times better than those found in top-of-the-line electric vehicles. With our current battery technology, we can sustain flights for up to 200 days at a time, completing around 200 charging and discharging cycles before requiring replacement. This level of endurance is sufficient for our operational needs. Of course, battery technology will continue to improve, and we welcome these advancements.

Better batteries not only enhance payload capacity but also reduce the frequency of battery replacement, leading to more efficient operations. However, we’re confident that with our existing battery capabilities, we’re well-equipped to offer a comprehensive service.