The International Air Transport Association has renewed global attention on the possible risks that fifth-generation mobile networks could pose to aviation safety, even as Singapore reports no cases of 5G-related interference affecting aircraft operations. While local authorities say existing safeguards remain effective, international airline bodies warn that uneven regulations and rising network power levels could create challenges in the years ahead.
In Singapore, the Civil Aviation Authority of Singapore continues to track developments closely as 5G technology expands worldwide. The authority said there have been no reported incidents involving interference with aircraft systems, and pilots operating in the country have not raised any concerns so far.
The issue resurfaced on 9 December after IATA highlighted the potential for 5G signals to interfere with aviation equipment, particularly radio altimeters, which are essential for safe landings. Although no accidents have been linked to the technology, IATA maintains that the risk warrants ongoing scrutiny as more countries roll out high-powered mobile networks near airports and flight paths.
Singapore reports low risk from local 5G networks
CAAS said Singapore’s current 5G setup significantly reduces the likelihood of interference with aircraft systems. According to Mr Foong Ling Huei, director of flight standards at CAAS, the local frequency bands are well separated from those used by aviation equipment.
“The 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,” Mr Foong said on 12 December.
He added that base stations in Singapore also operate at comparatively low power levels, which further limits the potential for signal spillover. “Taken together, these factors significantly lower the risk of any potential interference with aircraft radio altimeters,” he said.
Radio altimeters play a vital role in aviation by measuring an aircraft’s height above the ground through radio signals. This information is critical during landing, when pilots and automated systems depend on precise altitude readings to make safe decisions in low-visibility or challenging weather conditions.
CAAS has also conducted live trials in Singapore, which did not reveal any significant interference affecting aircraft operations. The authority said it continues to work closely with the Infocomm Media Development Authority, local telecommunications companies and overseas aviation regulators to ensure that mobile networks and aviation systems can operate safely alongside each other. This cooperation will also extend to future technologies such as 6G.
Airlines operating in the region have echoed CAAS’s position. Singapore Airlines, its budget arm Scoot, and Hong Kong-based Cathay Pacific all said they have not encountered any confirmed cases of 5G interference involving their aircraft. The carriers added that they are closely monitoring developments and will comply with any regulatory requirements introduced.
Cathay Pacific said it has already taken steps to address potential risks by upgrading the radio altimeters on its Boeing 747 freighter fleet between 2022 and 2023. The upgrades were designed to make the equipment more tolerant of 5G signals and to ensure compliance with regulatory and industry guidelines.
Global concerns driven by uneven spectrum rules
While Singapore’s experience has been reassuring, IATA said the global picture is more complex. The issue was discussed at length during IATA’s global media day in Geneva, Switzerland, on 9 December, where the organisation highlighted the lack of consistent international standards governing how 5G networks should operate near aviation systems.
“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 Organisation.
At the heart of the concern is how radio spectrum is allocated and regulated. While the International Telecommunication Union assigns frequency bands for aviation use globally, individual countries control neighbouring spectrum differently. In some markets, 5G services operate close to aviation frequencies and sometimes at much higher power levels than those seen in Singapore.
This uneven regulatory landscape has created uncertainty for airlines, particularly as telecom operators expand coverage around airports. According to IATA, the risk of interference generally comes from two sources. Modern telecommunications systems operating close to aviation bands can unintentionally leak signals into aircraft frequencies. At the same time, some older aircraft systems were not designed for today’s dense and powerful radio environment and have limited ability to filter out unwanted signals.
The association said these factors can disrupt communication and navigation systems, leading to delays, rerouting and restrictions on runway use. When automated systems are affected, pilots and air traffic controllers must rely more heavily on manual procedures, which increases workload and reduces 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.
Managing risks as safeguards near expiry
Concerns about 5G interference are not new. In a 2022 report, the United States Federal Aviation Administration said it had received reports from pilots who suspected that 5G signals were affecting aircraft instruments, especially radio altimeters. The FAA noted instances in which systems behaved unexpectedly near 5G networks, though none affected critical flight controls or resulted in accidents.
IATA said radio altimeters remain among the most sensitive pieces of equipment because, in several countries, 5G frequencies sit directly next to the band used by these devices. Although more resilient altimeter designs are being developed, they are not expected to be widely available until around 2032.
In the meantime, many countries rely on voluntary safeguards to reduce risk. These include limits on transmission power, adjustments to antenna placement and directing signals away from airports. However, IATA warned that some of these measures are due to expire before new aircraft equipment is ready.
In Canada, 5G operations are expected to expand into the 3.90GHz to 3.98GHz band in 2026. An IATA spokesperson said mitigation measures will remain in place until June 2026 to prevent any impact on air traffic, giving regulators time to agree on a long-term approach. Similar safeguards are set to lapse in Australia and Canada in 2026, and in the United States in 2028.
“(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,” Mr Careen told reporters.
IATA is calling for greater global alignment on standards and closer cooperation between telecoms and aviation authorities. The group said transparent access to data on 5G deployments at and around airports would help airlines assess risks more effectively and plan operations with greater confidence.
As mobile technology continues to evolve, regulators will face the challenge of balancing the benefits of faster, more powerful networks with the need to protect critical aviation systems. While countries like Singapore currently see little cause for concern, IATA says sustained international coordination will be essential to ensure that safety keeps pace with technological change.
