Elon Musk’s Starlink is gaining momentum as airlines look for faster, more reliable in-flight internet, but a public dispute with Ryanair has highlighted a basic question: is high-speed Wi-Fi now essential, or still an expensive add-on that only some business models can justify? The clash has centered on whether Starlink’s equipment creates enough weight and drag to meaningfully raise fuel burn—and whether passengers, especially on short flights, will pay enough to cover the costs.
The debate has played out loudly on social media, with Musk calling Ryanair CEO Michael O’Leary an “utter idiot” and joking about buying the airline, while O’Leary pushed back and said Musk could buy shares but could not take control. O’Leary has also said the argument has become a marketing boost, lifting bookings by about 2% to 3% over five days.
Why airlines are chasing faster Wi-Fi
Airlines focused on premium travelers are increasingly treating fast in-flight internet as a must-have, especially as satellite systems improve and passengers expect smoother streaming and video calls. The growing gap is most visible between long-haul carriers that sell perks and bundled services, and short-haul, low-cost operators that prioritize tight cost control.
Some full-service airlines have offered onboard internet for years, but sign-ups have accelerated as satellite connectivity has improved. In the past year, Lufthansa, SAS, and Virgin Atlantic have signed deals for Starlink or rival services offered by Viasat and Intelsat, according to comments included in the Reuters report republished by Bez-Kabli.
Starlink’s pitch is tied to its satellites operating in lower orbit, closer to Earth, which can reduce signal delay and support higher-quality connections. But better performance does not remove the central challenge airlines face: deciding who pays for the equipment, the service, and any extra fuel burn.
Ryanair’s case: “the math won’t work”
Ryanair’s core argument is that the antennas add weight and create aerodynamic “drag,” which can increase fuel burn, and that most low-fare passengers will not pay for Wi-Fi on short flights. In separate remarks reported by Reuters and republished by Bez-Kabli, O’Leary said Ryanair spent about 12 months discussing Starlink while evaluating onboard Wi-Fi, and he said the airline likes the product.
At the same time, O’Leary has said Ryanair and Starlink disagree sharply on how many passengers would actually pay for the service. He has also put the annual cost at about $250 million, including an estimated $200 million fuel bill from roughly 2% extra drag, according to the Reuters material republished by Bez-Kabli.
In another account of the dispute, Aerospace Global News reported that O’Leary “ruled out” installing Starlink across Ryanair’s Boeing 737 fleet and estimated the program could cost up to $250 million per year. That report also described the airline’s position as a low-cost “no-frills” model where Wi-Fi is viewed as a “frill” unless passengers reliably pay enough to cover the expense.
Starlink’s response and the public spat
Musk has disputed Ryanair’s fuel-burn concerns, saying the drag impact is negligible, and he took aim at O’Leary personally in posts on X. Aerospace Global News also reported that Starlink’s vice president of engineering, Michael Nicolls, publicly disputed O’Leary’s fuel-impact figure and claimed a much smaller increase for a Boeing 737-800.
The back-and-forth escalated beyond technical arguments. Aerospace Global News reported that O’Leary called Musk an “idiot” on Irish radio (Newstalk), and Musk replied by calling O’Leary an “utter idiot” and suggesting Ryanair should fire him.
PaxEx.Aero, describing comments made by O’Leary at a press conference, said the dispute initially focused on the impact of installing a pair of Starlink antennas on aircraft and what that could mean for fuel efficiency at Ryanair’s scale. That source also reported O’Leary acknowledged the bickering has been “smart marketing” on his side, while still saying it was not enough for Ryanair to sign a Wi-Fi contract “yet.”
The cost and equipment questions airlines face
Even supporters of in-flight connectivity frame the decision less as a technology test and more as a business model choice. Reuters, via Bez-Kabli, cited analyst David Whelan of Valour Consultancy saying a bare-bones short-haul model “doesn’t necessarily have to include WiFi.”
On the other hand, Reuters also quoted Air France-KLM CEO Ben Smith describing high-speed Wi-Fi as “a cost of doing business” on transatlantic routes and saying airlines trying to win U.S. customers “have no choice.” Reuters further quoted SAS CEO Anko van der Werff calling Starlink “the gold standard.”
The Reuters material also included an estimate from Whelan that the price can run about $170,000 per aircraft, depending on the airline, before hardware and installation, and it noted airlines still need a plan to recover the cost. One approach mentioned was a “freemium” setup, such as free access for premium customers while others pay or are encouraged to join loyalty programs.
Aerospace Global News highlighted another technical factor affecting cost and complexity: Starlink installations require two radome antennas, while other in-flight connectivity providers typically require one. That report also cited FAA certification documentation for a 737-800 installation listing each Starlink Aero Terminal at up to 38 pounds, and it cited United Airlines describing an “installation kit” weighing 85 pounds.
Ryanair’s stance remains that connectivity may come eventually, but only if the economics fit its low-cost approach. PaxEx.Aero reported O’Leary saying passengers will not pay for it, but he would welcome it if Ryanair could finance it and offer it for free, and the same source said the airline sees another cycle of hardware improvements as likely needed to meet its cost requirements.
