5G interference flagged a risk by International Air Transport Association

SIA, Scoot and Cathay Pacific added that they are closely monitoring developments and will comply with regulatory requirements.

Cathay Pacific said it has also taken steps to mitigate potential risks, including upgrading the radio altimeters on its Boeing 747 freighter fleet between 2022 and 2023 to make them 5G-tolerant and compliant with regulatory and industry guidelines.

Globally, concerns about potential 5G interference with aviation systems remain an issue.

The topic was raised on Dec 9 at IATA’s global media day in Geneva, Switzerland, where it discussed the challenges posed by differing national approaches to spectrum use.

“Right now there are no real standards internationally on how to deal with 5G, so we’re going to continue to try to work with regulatory fragmentation, primarily through ICAO,” said Mr Nick Careen, IATA’s senior vice-president for operations, safety and security, referring to the International Civil Aviation Organization.

In a 2022 report, the US’ Federal Aviation Administration (FAA) said it had received reports from pilots about suspected 5G interference affecting aircraft instruments, especially radio altimeters. The FAA noted possible 5G-related anomalies where aircraft systems behaved strangely near 5G networks, but none affected critical controls or caused accidents.

A 5G network (that’s often marketed these days) refers to the fifth generation of mobile technology, offering faster data speeds, lower latency – or delays in connection – and the ability to connect many more devices than previous generations such as 4G.

But aviation depends on a protected set of radio frequencies that allow pilots and air traffic controllers to communicate, navigate and exchange critical flight data, including weather information, noted Mr Careen.

In a presentation to the media, he said that interference-free access to these frequencies is essential for global aviation safety. Without it, the air transport system can be exposed to operational disruption and safety risks.

While the International Telecommunication Union – the United Nations agency for digital technologies – allocates aviation frequencies at a global level, countries regulate neighbouring spectrum bands differently, said Mr Careen.

In some markets, 5G networks operate close to aviation frequencies and sometimes at higher power levels.

This uneven regulatory landscape has created uncertainty for airlines, particularly as more high-power telecommunications systems are deployed near airports and flight paths, Mr Careen said.

According to IATA, interference risks generally stem from two sources.

Modern telecoms systems operating close to aviation bands can unintentionally spill into aircraft frequencies.

At the same time, some older aircraft systems were not designed for today’s dense, high-power radio environment and have limited filtering capability, Mr Careen said.

Interference can disrupt communications and navigation systems, leading to delays, rerouting and runway restrictions, he noted. When automation is compromised, pilots and air traffic controllers must rely on more manual procedures, increasing workload and reducing efficiency.

“Obviously, any time you introduce manual processes in what has become a pretty automated environment in the cockpit, we also introduce greater risk,” Mr Careen said.

He gave the example of the radio altimeter, which is among the most sensitive systems.

In several countries, 5G frequencies sit directly next to the altimeter band. While more resilient altimeter designs are being developed, they are not expected to be widely available until around 2032, he said.

In the meantime, voluntary safeguards involving power limits and antenna adjustments, among other things, are due to lapse in 2026 in some countries including Australia and Canada, and in 2028 in the United States. This will create a timing gap that the aviation authorities and industry players are working to manage, Mr Careen said.

“(As) the new equipment won’t be available until between 2032 and 2035, we’ve got a problem for the next 10 years or so,” he told reporters.

The safeguards include pointing antennas away from the airport, and lowering the frequency at which these operate.

IATA called for greater global harmonisation of standards and closer cooperation between telecoms and aviation authorities, including transparent access to data on 5G deployments at and around airports.

Note: This article was written by Vanessa Paige Chelvan and first appeared in The Straits Times on 17 December 2025.

Source: The Straits Times