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There have been no cases of 5G-related interference affecting aircraft operations in Singapore so far, but the Civil Aviation Authority of Singapore (CAAS) is continuing to monitor developments closely as the technology evolves globally.<\/p>\n
This comes as the International Air Transport Association (IATA), the global airline industry body, flagged on Dec 9\u00a0concerns about potential 5G interference with aviation systems, which could pose safety risks.<\/p>\n
Airline pilots operating in Singapore have not reported any interference issues, said Mr Foong Ling Huei, director of flight standards at CAAS.<\/p>\n
The authority has been working closely with the Infocomm Media Development Authority (IMDA), local telecommunications companies and international aviation regulators to assess the potential impact of 5G technology on aviation.<\/p>\n
\u201cThe 5G network in Singapore uses a frequency band of 3.45GHz to 3.65GHz, which is far away from that used by aircraft radio altimeters at 4.2GHz to 4.4GHz,\u201d Mr Foong said on Dec 12.<\/p>\n
He added that 5G base stations in Singapore also operate at relatively low power emission levels, further reducing the risk of interference.<\/p>\n
\u201cTaken together, these factors significantly lower the risk of any potential interference with aircraft radio altimeters,\u201d he said.<\/p>\n
Radio altimeters are electronic devices that measure an aircraft\u2019s height above the ground by transmitting radio waves downward and timing their reflection. This is particularly critical during landing, when precise altitude information is required for automated systems and pilot decision-making.<\/p>\n
CAAS has also conducted live trials locally, which did not flag any significant interference to aircraft operations, Mr Foong said on Dec 12.<\/p>\n
The authority will continue to work with IMDA, local telcos and international counterparts to ensure the safe coexistence of 5G \u2013 and eventually 6G \u2013 networks with aviation systems.<\/p>\n
National carrier Singapore Airlines and its budget subsidiary Scoot, as well as Hong Kong carrier Cathay Pacific, said there have been no reported or confirmed cases of 5G interference involving their aircraft.<\/p>\n
An IATA spokesperson said interference mainly comes down to how much power is used and which frequency bands are allocated.<\/p>\n
For example, Canada plans to expand 5G operations into the 3.90GHz to 3.98GHz band in 2026. To prevent any impact on air traffic, mitigation measures will remain in place until June 2026, the spokesperson said. This will give telecom and aviation regulators time to agree on a practical approach that works for both industries, the spokesperson added.<\/p>\n
SIA, Scoot and Cathay Pacific added that they are closely monitoring developments and will comply with regulatory requirements.<\/p>\n
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.<\/p>\n
Globally, concerns about potential 5G interference with aviation systems remain an issue.<\/p>\n
The topic was raised on Dec 9 at IATA\u2019s global media day in Geneva, Switzerland, where it discussed the challenges posed by differing national approaches to spectrum use.<\/p>\n
\u201cRight now there are no real standards internationally on how to deal with 5G, so we\u2019re going to continue to try to work with regulatory fragmentation, primarily through ICAO,\u201d said\u00a0Mr Nick Careen, IATA\u2019s senior vice-president for operations, safety and security,\u00a0referring to the International Civil Aviation Organization.<\/p>\n
In a 2022 report, the US\u2019 Federal Aviation Administration\u00a0(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.<\/p>\n
A 5G network (that\u2019s often marketed these days) refers to the fifth generation of mobile technology, offering faster data speeds,\u00a0lower latency \u2013 or delays in connection \u2013\u00a0and the ability to connect many more devices than previous generations such as 4G.<\/p>\n
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.<\/p>\n
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.<\/p>\n
While the International Telecommunication Union \u2013 the United Nations agency for digital technologies \u2013 allocates aviation frequencies at a global level, countries regulate neighbouring spectrum bands differently, said Mr Careen.<\/p>\n
In some markets, 5G networks operate close to aviation frequencies and sometimes at higher power levels.<\/p>\n
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.<\/p>\n
According to IATA, interference risks generally stem from two sources.<\/p>\n
Modern telecoms systems operating close to aviation bands can unintentionally spill into aircraft frequencies.<\/p>\n
At the same time, some older aircraft systems were not designed for today\u2019s dense, high-power radio environment and have limited filtering capability, Mr Careen said.<\/p>\n
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.<\/p>\n
\u201cObviously, any time you introduce manual processes in what has become a pretty automated environment in the cockpit, we also introduce greater risk,\u201d Mr Careen said.<\/p>\n
He gave the example of the radio altimeter, which is among the most sensitive systems.<\/p>\n
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.<\/p>\n
In the meantime, voluntary safeguards involving power limits and antenna adjustments, among other things, are due to\u00a0lapse\u00a0in 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.<\/p>\n
\u201c(As) the new equipment won\u2019t be available until between 2032 and 2035, we\u2019ve got a problem for the next 10 years or so,\u201d he told reporters.<\/p>\n
The safeguards include pointing antennas away from the airport, and lowering the frequency at which\u00a0these operate.<\/p>\n
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.<\/p>\n
Note: <\/i><\/b>This article was written by Vanessa Paige Chelvan and first appeared in The Straits Times on 17 December 2025.<\/i><\/p>\n
Source: The Straits Times<\/p>\n<\/div>\n