Engineering Archives Engineering

Jan 28 2026

Stratospheric internet could finally start taking off this year

Today, an estimated 2.2 billion people still have either limited or no access to the internet, largely because they live in remote places. But that number could drop this year, thanks to tests of stratospheric airships, uncrewed aircraft, and other high-altitude platforms for internet delivery.

Even with nearly 10,000 active Starlink satellites in orbit and the OneWeb constellation of 650 satellites, solid internet coverage is not a given across vast swathes of the planet.

One of the most prominent efforts to plug the connectivity gap was Google X’s Loon project. Launched in 2011, it aimed to deliver access using high-altitude balloons stationed above predetermined spots on Earth. But the project faced literal headwinds—the Loons kept drifting away and new ones had to be released constantly, making the venture economically unfeasible.

Although Google shuttered the high-profile Loon in 2021, work on other kinds of high-altitude platform stations (HAPS) has continued behind the scenes. Now, several companies claim they have solved Loon’s problems with different designs—in particular, steerable airships and fixed-wing UAVs (unmanned aerial vehicles)—and are getting ready to prove the tech’s internet beaming potential starting this year, in tests above Japan and Indonesia.

Regulators, too, seem to be thinking seriously about HAPS. In mid-December, for example, the US Federal Aviation Administration released a 50-page document outlining how large numbers of HAPS could be integrated into American airspace. According to the US Census Bureau’s 2024 American Community Survey (ACS) data, some 8 million US households (4.5% of the population) still live completely offline, and HAPS proponents think the technology might get them connected more cheaply than alternatives.

Despite the optimism of the companies involved, though, some analysts remain cautious.

“The HAPS market has been really slow and challenging to develop,” says Dallas Kasaboski, a space industry analyst at the consultancy Analysis Mason. After all, Kasaboski says, the approach has struggled before: “A few companies were very interested in it, very ambitious about it, and then it just didn’t happen.”

Beaming down connections

Hovering in the thin air at altitudes above 12 miles, HAPS have a unique vantage point to beam down low-latency, high-speed connectivity directly to smartphone users in places too remote and too sparsely populated to justify the cost of laying fiber-optic cables or building ground-based cellular base stations.

“Mobile network operators have some commitment to provide coverage, but they frequently prefer to pay a fine than cover these remote areas,” says Pierre-Antoine Aubourg, chief technology officer of Aalto HAPS, a spinoff from the European aerospace manufacturer Airbus. “With HAPS, we make this remote connectivity case profitable.”

Aalto HAPS has built a solar-powered UAV with a 25-meter wingspan that has conducted many long-duration test flights in recent years. In April 2025 the craft, called Zephyr, broke a HAPS record by staying afloat for 67 consecutive days. The first months of 2026 will be busy for the company, according to Aubourg; Zephyr will do a test run over southern Japan to trial connectivity delivery to residents of some of the country’s smallest and most poorly connected inhabited islands.

Because of its unique geography, Japan is a perfect test bed for HAPS. Many of the country’s roughly 430 inhabited islands are remote, mountainous, and sparsely populated, making them too costly to connect with terrestrial cell towers. Aalto HAPS is partnering with Japan’s largest mobile network operators, NTT DOCOMO and the telecom satellite operator Space Compass, which want to use Zephyr as part of next-generation telecommunication infrastructure.

“Non-terrestrial networks have the potential to transform Japan’s communications ecosystem, addressing access to connectivity in hard-to-reach areas while supporting our country’s response to emergencies,” Shigehiro Hori, co-CEO of Space Compass, said in a statement.

Zephyr, Aubourg explains, will function like another cell tower in the NTT DOCOMO network, only it will be located well above the planet instead of on its surface. It will beam high-speed 5G connectivity to smartphone users without the need for the specialized terminals that are usually required to receive satellite internet. “For the user on the ground, there is no difference when they switch from the terrestrial network to the HAPS network,” Aubourg says. “It’s exactly the same frequency and the same network.”

New Mexico–based Sceye, which has developed a solar-powered helium-filled airship, is also eyeing Japan for pre-commercial trials of its stratospheric connectivity service this year. The firm, which extensively tested its slick 65-meter-long vehicle in 2025, is working with the Japanese telecommunications giant SoftBank. Just like NTT DOCOMO, Softbank is betting on HAPS to take its networks to another level.

Mikkel Frandsen, Sceye’s founder and CEO, says that his firm succeeded where Loon failed by betting on the advantages offered by the more controllable airship shape, intelligent avionics, and innovative batteries that can power an electric fan to keep the aircraft in place.

“Google’s Loon was groundbreaking, but they used a balloon form factor, and despite advanced algorithms—and the ability to change altitude to find desired wind directions and wind speeds—Loon’s system relied on favorable winds to stay over a target area, resulting in unpredictable station-seeking performance,” Frandsen says. “This required a large amount of balloons in the air to have relative certainty that one would stay over the area of operation, which was financially unviable.”

He adds that Sceye’s airship can “point into the wind” and more effectively maintain its position.

“We have significant surface area, providing enough physical space to lift 250-plus kilograms and host solar panels and batteries,” he says, “allowing Sceye to maintain power through day-night cycles, and therefore staying over an area of operation while maintaining altitude.”

The persistent digital divide

Satellite internet currently comes at a price tag that can be too high for people in developing countries, says Kasaboski. For example, Starlink subscriptions start at $10 per month in Africa, but millions of people in these regions are surviving on a mere $2 a day.

Frandsen and Aubourg both claim that HAPS can connect the world’s unconnected more cheaply. Because satellites in low Earth orbit circle the planet at very high speeds, they quickly disappear from a ground terminal’s view, meaning large quantities of those satellites are needed to provide continuous coverage. HAPS can hover, affording a constant view of a region, and more HAPS can be launched to meet higher demand.

“If you want to deliver connectivity with a low-Earth-orbit constellation into one place, you still need a complete constellation,” says Aubourg. “We can deliver connectivity with one aircraft to one location. And then we can tailor much more the size of the fleet according to the market coverage that we need.”

Starlink gets a lot of attention, but satellite internet has some major drawbacks, says Frandsen. A big one is that its bandwidth gets diluted once the number of users in an area grows.

In a recent interview, Starlink cofounder Elon Musk compared the Starlink beams to a flashlight. Given the distance at which those satellites orbit the planet, the cone is wide, covering a large area. That’s okay when users are few and far between, but it can become a problem with higher densities of users.

For example, Ukrainian defense technologists have said that Starlink bandwidth can drop on the front line to a mere 10 megabits per second, compared with the peak offering of 220 Mbps when drones and ground robots are in heavy use. Users in Indonesia, which like Japan is an island nation, also began reporting problems with Starlink shortly after the service was introduced in the country in 2024. Again, bandwidth declined as the number of subscribers grew.

In fact, Frandsen says, Starlink’s performance is less than optimal once the number of users exceeds one person per square kilometer. And that can happen almost anywhere—even relatively isolated island communities can have hundreds or thousands of residents in a small area. “There is a relationship between the altitude and the population you can serve,” Frandsen says. “You can’t bring space closer to the surface of the planet. So the telco companies want to use the stratosphere so that they can get out to more rural populations than they could otherwise serve.” Starlink did not respond to our queries about these challenges.

Cheaper and faster

Sceye and Aalto HAPS see their stratospheric vehicles as part of integrated telecom networks that include both terrestrial cell towers and satellites. But they’re far from the only game in town.

World Mobile, a telecommunications company headquartered in London, thinks its hydrogen-powered high-altitude UAV can compete directly with satellite mega-constellations. The company acquired the HAPS developer Stratospheric Platforms last year. This year, it plans to flight-test an innovative phased array antenna, which it claims will be able to deliver bandwidth of 200 megabits per second (enough to enable ultra-HD video streaming to 500,000 users at the same time over an area of 15,000 square kilometers—equivalent to the coverage of more than 500 terrestrial cell towers, the company says).

Last year, World Mobile also signed a partnership with the Indonesian telecom operator Protelindo to build a prototype Stratomast aircraft, with tests scheduled to begin in late 2027.

Richard Deakin, CEO of World Mobile’s HAPS division World Mobile Stratospheric, says that just nine Stratomasts could supply Scotland’s 5.5 million residents with high-speed internet connectivity at a cost of £40 million ($54 million) per year. That’s equivalent to about 60 pence (80 cents) per person per month, he says. Starlink subscriptions in the UK, of which Scotland is a part, come at £75 ($100) per month.

A troubled past

Companies working on HAPS also extol the convenience of prompt deployments in areas struck by war or natural disasters like Hurricane Maria in Puerto Rico, after which Loon played an important role. And they say that HAPS could make it possible for smaller nations to obtain complete control over their celestial internet-beaming infrastructure rather than relying on mega-constellations controlled by larger nations, a major boon at a time of rising geopolitical tensions and crumbling political alliances.

Analysts, however, remain cautious, projecting a HAPS market totaling a modest $1.9 billion by 2033. The satellite internet industry, on the other hand, is expected to be worth $33.44 billion by 2030, according to some estimates.

The use of HAPS for internet delivery to remote locations has been explored since the 1990s, about as long as the concept of low-Earth-orbit mega-constellations. The seemingly more cost-effective stratospheric technology, however, lost to the space fleets thanks to the falling cost of space launches and ambitious investment by Musk’s SpaceX.

Google wasn’t the only tech giant to explore the HAPS idea. Facebook also had a project, called Aquila, that was discontinued after it too faced technical difficulties. Although the current cohort of HAPS makers claim they have solved the challenges that killed their predecessors, Kasaboski warns that they’re playing a different game: catching up with now-established internet-beaming mega constellations. By the end of this year, it’ll be much clearer whether they stand a good chance of doing so.

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Dec 17 2025

Quantum navigation could solve the military’s GPS jamming problem

In late September, a Spanish military plane carrying the country’s defense minister to a base in Lithuania was reportedly the subject of a kind of attack—not by a rocket or anti-aircraft rounds, but by radio transmissions that jammed its GPS system.

The flight landed safely, but it was one of thousands that have been affected by a far-reaching Russian campaign of GPS interference since the 2022 invasion of Ukraine. The growing inconvenience to air traffic and risk of a real disaster have highlighted the vulnerability of GPS and focused attention on more secure ways for planes to navigate the gauntlet of jamming and spoofing, the term for tricking a GPS receiver into thinking it’s somewhere else.

US military contractors are rolling out new GPS satellites that use stronger, cleverer signals, and engineers are working on providing better navigation information based on other sources, like cellular transmissions and visual data.

But another approach that’s emerging from labs is quantum navigation: exploiting the quantum nature of light and atoms to build ultra-sensitive sensors that can allow vehicles to navigate independently, without depending on satellites. As GPS interference becomes more of a problem, research on quantum navigation is leaping ahead, with many researchers and companies now rushing to test new devices and techniques. In recent months, the US’s Defense Advanced Research Projects Agency (DARPA) and its Defense Innovation Unit have announced new grants to test the technology on military vehicles and prepare for operational deployment.

Tracking changes

Perhaps the most obvious way to navigate is to know where you started and then track where you go by recording the speed, direction, and duration of travel. But while this approach, known in the field as inertial navigation, is conceptually simple, it’s difficult to do well; tiny uncertainties in any of those measurements compound over time and lead to big errors later on. Douglas Paul, the principal investigator of the UK’s Hub for Quantum Enabled Precision, Navigation & Timing (QEPNT), says that existing specialized inertial-navigation devices might be off by 20 kilometers after 100 hours of travel. Meanwhile, the cheap sensors commonly used in smartphones produce more than twice that level of uncertainty after just one hour.

“If you’re guiding a missile that flies for one minute, that might be good enough,” he says. “If you’re in an airliner, that’s definitely not good enough.”

A more accurate version of inertial navigation instead uses sensors that rely on the quantum behavior of subatomic particles to more accurately measure acceleration, direction, and time.

Several companies, like the US-based Infleqtion, are developing quantum gyroscopes, which track a vehicle’s bearing, and quantum accelerometers, which can reveal how far it’s traveled. Infleqtion’s sensors are based on a technique called atom interferometry: A beam of rubidium atoms is zapped with precise laser pulses, which split the atoms into two separate paths. Later, other laser pulses recombine the atoms, and they’re measured with a detector. If the vehicle has turned or accelerated while the atoms are in motion, the two paths will be slightly out of phase in a way the detector can interpret.

Last year the company trialed these inertial sensors on a customized plane flying at a British military testing site. In October of this year, Infleqtion ran its first real-world test of a new generation of inertial sensors that use a steady stream of atoms instead of pulses, allowing for continuous navigation and avoiding long dead times.

Infleqtion's atomic clock named Tiqker. — A view of Infleqtion’s atomic clock Tiqker.

Infleqtion also has an atomic clock, called Tiqker, that can help determine how far a vehicle has traveled. It is a kind of optical clock that uses infrared lasers tuned to a specific frequency to excite electrons in rubidium, which then release photons at a consistent, known rate. The device “will lose one second every 2 million years or so,” says Max Perez, who oversees the project, and it fits in a standard electronics equipment rack. It has passed tests on flights in the UK, on US Army ground vehicles in New Mexico, and, in late October, on a drone submarine.

“Tiqker operated happily through these conditions, which is unheard-of for previous generations of optical clocks,” says Perez. Eventually the company hopes to make the unit smaller and more rugged by switching to lasers generated by microchips.

Magnetic fields

Vehicles deprived of satellite-based navigation are not entirely on their own; they can get useful clues from magnetic and gravitational fields that surround the planet. These fields vary slightly depending on the location, and the variations, or anomalies, are recorded in various maps. By precisely measuring the local magnetic or gravitational field and comparing those values with anomaly maps, quantum navigation systems can track the location of a vehicle.

Allison Kealy, a navigation researcher at Swinburne University in Australia, is working on the hardware needed for this approach. Her team uses a material called nitrogen-vacancy diamond. In NV diamonds, one carbon atom in the lattice is replaced with a nitrogen atom, and one neighboring carbon atom is removed entirely. The quantum state of the electrons at the NV defect is very sensitive to magnetic fields. Carefully stimulating the electrons and watching the light they emit offers a way to precisely measure the strength of the field at the diamond’s location, making it possible to infer where it’s situated on the globe.

Kealy says these quantum magnetometers have a few big advantages over traditional ones, including the fact that they measure the direction of the Earth’s magnetic field in addition to its strength. That additional information could make it easier to determine location.

The technology is far from commercial deployment, but Kealy and several colleagues successfully tested their magnetometer in a set of flights in Australia late last year, and they plan to run more trials this year and next. “This is where it gets exciting, as we transition from theoretical models and controlled experiments to on-the-ground, operational systems,” she says. “This is a major step forward.”

Delicate systems

Other teams, like Q-CTRL, an Australian quantum technology company, are focusing on using software to build robust systems from noisy quantum sensors. Quantum navigation involves taking those delicate sensors, honed in the placid conditions of a laboratory, and putting them in vehicles that make sharp turns, bounce with turbulence, and bob with waves, all of which interferes with the sensors’ functioning. Even the vehicles themselves present problems for magnetometers, especially “the fact that the airplane is made of metal, with all this wiring,” says Michael Biercuk, the CEO of Q-CTRL. “Usually there’s 100 to 1,000 times more noise than signal.”

After Q-CTRL engineers ran trials of their magnetic navigation system in a specially outfitted Cessna last year, they used machine learning to go through the data and try to sift out the signal from all the noise. Eventually they found they could track the plane’s location up to 94 times as accurately as a strategic-grade conventional inertial navigation system could, according to Biercuk. They announced their findings in a non-peer-reviewed paper last spring.

In August Q-CTRL received two contracts from DARPA to develop its “software-ruggedized” mag-nav product, named Ironstone Opal, for defense applications. The company is also testing the technology with commercial partners, including the defense contractors Northrop Grumman and Lockheed Martin and Airbus, an aerospace manufacturer.

“Northrop Grumman is working with Q-CTRL to develop a magnetic navigation system that can withstand the physical demands of the real world,” says Michael S. Larsen, a quantum systems architect at the company. “Technology like magnetic navigation and other quantum sensors will unlock capabilities to provide guidance even in GPS-denied or -degraded environments.”

Now Q-CTRL is working on putting Ironstone Opal into a smaller, more rugged container appropriate for deployment; currently, “it looks like a science experiment because it is a science experiment,” says Biercuk. He anticipates delivering the first commercial units next year.

Sensor fusion

Even as quantum navigation emerges as a legitimate alternative to satellite-based navigation, the satellites themselves are improving. Modern GPS III satellites include new civilian signals called L1C and L5, which should be more accurate and harder to jam and spoof than current signals. Both are scheduled to be fully operational later this decade.

US and allied military users are intended to have access to far hardier GPS tools, including M-code, a new form of GPS signal that is rolling out now, and Regional Military Protection, a focused GPS beam that will be restricted to small geographic areas. The latter will start to become available when the GPS IIIF generation of satellites is in orbit, with the first scheduled to go up in 2027. A Lockheed Martin spokesperson says new GPS satellites with M-code are eight times as powerful as previous ones, while the GPS IIIF model will be 60 times as strong.

Other plans involve using navigation satellites in low Earth orbit—the zone inhabited by SpaceX’s internet-providing Starlink constellation—rather than the medium Earth orbit used by GPS. Since objects in LEO are closer to Earth, their signals are stronger, which makes them harder to jam and spoof. LEO satellites also transit the sky more quickly, which makes them harder still to spoof and helps GPS receivers get a lock on their position faster. “This really helps for signal convergence,” says Lotfi Massarweh, a satellite navigation researcher at Delft University of Technology, in the Netherlands. “They can get a good position in just a few minutes. So that is a huge leap.”

Ultimately, says Massarweh, navigation will depend not only on satellites, quantum sensors, or any other single technology, but on the combination of all of them. “You need to think always in terms of sensor fusion,” he says.

The navigation resources that a vehicle draws on will change according to its environment—whether it’s an airliner, a submarine, or an autonomous car in an urban canyon. But quantum navigation will be one important resource. He says, “If quantum technology really delivers what we see in the literature—if it’s stable over one week rather than tens of minutes—at that point it is a complete game changer.”

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