SoftBank Corp. (TOKYO: 9434) is promoting a “Ubiquitous Transformation (UTX),” which aims to create a world where people can stay connected anytime and anywhere by combining terrestrial mobile networks with non-terrestrial networks (NTN) such as High Altitude Platform Station (HAPS), as well as Geosynchronous Earth Orbit (GEO) and Low Earth Orbit (LEO) communication satellites. Under its vision for UTX, SoftBank is seeking to overcome current communication barriers, such as disruptions during disasters and disparities in network deployments, and bring innovation to people and businesses around the world.
In this third installment in a four-part series of interviews with people behind SoftBank’s UTX initiative, we spoke with Toshiharu Sumiyoshi, a project leader overseeing efforts to implement HAPS—also known as “base stations in the sky”—that can cover a communication area of up to 200 km in diameter from the stratosphere at an altitude of about 20 km. Sumiyoshi talked about the current status of SoftBank's HAPS program and commercialization milestones.
Toshiharu Sumiyoshi
Director, Head of HAPS Planning Department
Ubiquitous Network Planning Division
Product Technology Division, Technology Unit
SoftBank Corp.
Working toward the launch of pre-Commercial HAPS services
In June 2025, SoftBank announced it would use a Lighter Than Air (LTA*¹)-type HAPS platform developed by Sceye—a New Mexico, U.S.-based company—to launch pre-commercial HAPS services in Japan in 2026. In addition to the Heavier Than Air (HTA*²)-type HAPS platform it has been developing, SoftBank will also utilize a LTA-type platform to accelerate commercialization. By commercializing HAPS, SoftBank aims not only to provide communication services in times of large-scale disasters, but also to build next-generation, three-dimensional communication networks to provide drones and uncrewed aerial vehicle (UAVs) with connectivity as it looks ahead to the 6G era.
- *1
LTA: A HAPS platform that remains airborne by utilizing buoyancy, being lighter than air.
- *2
HTA: A HAPS platform that stays aloft using aerodynamic lift, like an airplane.
In June this year you announced the launch of pre-commercial HAPS services in Japan using Sceye’s LTA platform. Why did you choose Sceye as a partner?
Sumiyoshi: We announced the start of HAPS pre-commercial services in Japan in 2026. As part of this initiative, we made an investment in Sceye and secured exclusive rights to deploy its LTA-type platform in Japan.
Sceye is a leading aerospace company in the HAPS industry and also participates in the HAPS Alliance, an industry association, along with us as a Principal Member. Their trials conducted last year produced excellent results, which gave us confidence that using Sceye’s aircraft would accelerate our commercialization. We’re now collaborating with them to deploy services in Japan and build a next-generation, three-dimensional communication network.
One of Sceye’s technological strengths lies in the material used in their platform, which you can observe in the silver-colored sections. Flying in the stratosphere, a platform needs to withstand extreme cold, low air pressure, and strong ultraviolet radiation for long periods. Sceye independently developed a material that successfully meets these conditions. Thanks to this robust material, their platform can carry large payloads that are needed for telecommunications. This is a major advantage.
How are HTA- and LTA-type HAPS platforms different?
Sumiyoshi: The biggest difference is with the mechanisms that keep them airborne. Our “Sunglider” is one example of an HTA-type platform. It’s a fixed wing aircraft powered by electric motors, solar panels, and batteries, and it remains aloft using thrust. Unlike jumbo jets, it doesn’t fly at high speeds. Instead, it cruises in the stratosphere like a lightweight glider, harnessing wind currents.
Sceye uses an LTA-type platform. It stays aloft with the buoyancy of helium. It ascends vertically from the ground, then flies horizontally once it reaches the stratosphere.
Another difference is stability against wind currents. HTA-type platforms tend to be more stable, while LTA-type platforms, being larger, are more susceptible to wind currents. To address this, Sceye’s aircraft is shaped like an elliptical rugby ball, designed to always face the wind to reduce drag and avoid drifting.
Video of Sceye’s HAPS platform
How do you plan to use the different HTA- and LTA-type HAPS platforms?
Sumiyoshi: The main consideration is latitude. In relatively high-latitude countries like Japan, LTA-type platforms are currently considered to be more advantageous.
HTA-type platforms rely on solar panels mounted on the aircraft to generate power, which powers the motors. LTA-type platforms are also equipped with solar panels, motors, and batteries, but they use helium buoyancy as their primary lift mechanism. During the day, they generate electricity with solar panels, run the motors, and store excess power in batteries. At night, they use the stored battery power to maintain flight, and repeat this cycle daily.
At higher latitudes, there’s a significant difference in daylight hours between summer and winter. In summer, longer days with sunlight provide sufficient power, but in winter, longer nights mean larger batteries are required. Because HTA-type platforms rely heavily on sunlight, they are somewhat disadvantaged in high-latitude regions, while LTA-type platforms enjoy an advantage.
That said, improvements in solar panels, batteries, and motors could enhance HTA-type platform performance in the future, and SoftBank is continuing to continue to conduct research in this area with the expectation of future technological advancements.
What is your timeline for commercialization and what kinds of services do you envision?
Sumiyoshi: Using Sceye’s LTA-type HAPS, we plan to begin pre-commercial services in 2026 in Japan and are aiming for full commercialization in 2027 or later. HTA-type platforms will require more time, as further development and regulatory adjustments are required.
Pre-commercial services will be limited, and primarily aimed at ensuring connectivity during disasters. For example, in regions prone to earthquakes or tsunamis, we plan to provide services to a limited number of users for testing and verification purposes. In 2027 or later, in addition to providing services for rapid disaster recovery, we aim to offer regular communication services for areas that are difficult to reach with traditional land-based mobile networks, such as mountainous regions and remote islands.
What are the characteristics of stratosphere-based HAPS communications? How do they compare to satellite-based communications?
Sumiyoshi: HAPS are often compared to LEO communication satellites, but each has its pros and cons. LEO satellites can cover the entire globe, while HAPS have the advantages of flexibility, higher communication capacity, and low latency.
In terms of network area coverage, LEO is superior. However, if the goal is to deliver connectivity precisely to where it is most needed, HAPS has the advantage. While HAPS have a limited coverage area of about 200 km in diameter, they can be moved directly above an area that needs coverage to restore or provide robust communications.
Also, since HAPS operate at an altitude of about 20 km in the stratosphere, they are much closer to earth than LEO satellites at up to 2,000 km. This gives HAPS a clear advantage in terms of capacity and latency. HAPS platforms are better suited to applications that require low latency, such as autonomous driving and the remote operation of equipment.
The stratosphere lies above commercial airspace (about 10 km), so HAPS can remain aloft for long periods and move freely without interfering with commercial aircraft. This “highly flexible airspace” in the stratosphere is another key strength of HAPS.
Toward a future where HAPS vehicles are always in Japan’s skies
CEO Junichi Miyakawa said HAPS will be an essential part of communication infrastructure in the 6G era. How will it change our lives?
Sumiyoshi: First, HAPS will play a significant role in disaster recovery. Even if a large-scale disaster occurs, HAPS can continuously deliver communication from the sky, reaching areas difficult to access from the ground or regions cut off from other communications infrastructure. Thanks to their long-duration flight capability, HAPS can maintain connectivity services, even during prolonged recovery periods.
In daily life, as new modes of transportation such as autonomous driving, flying taxis, and delivery drones become widespread, our lifestyles will change dramatically. Stable communications will be essential to support these use cases. Especially when it comes to communications for airborne mobility applications, HAPS can provide connectivity close to terrestrial levels.
Compared to LEO satellites, HAPS platforms offer lower latency and real-time communication, making them effective in scenarios like autonomous driving, where constant connectivity is critical. Any delay could increase the risk of accidents. In the future, flying taxis will operate at higher altitudes, and large fleets of drones will fly simultaneously. Taking this kind of future into consideration, sky-based communication infrastructure will become increasingly necessary.
Rather than being something individuals directly experience through their smartphones, HAPS will serve as one component of next-generation social infrastructure that indirectly supports our lives.
What is the path toward the commercial deployment of HAPS?
Sumiyoshi: Our top priority now is to launch LTA-type pre-commercial services in fiscal 2026. This is our immediate milestone, and we are determined to achieve it. HTA-type development and regulatory preparation will take more time, so first we will steadily advance commercialization with LTA-type HAPS in Japan while working on HTA-type HAPS in parallel.
Ultimately, we aim to create a system where both LTA- and HTA-type HAPS services can be used together. LTA-type pre-commercial services will start in 2026, while HTA-type deployment will likely come two to three years later, realistically around 2029 or later. While Japan will be the starting point for deployment, we see equatorial regions as technically suitable as well. We also have set our sights on expanding to higher latitudes once HTA technology matures.
By leveraging the characteristics of both LTA- and HTA- type HAPS platforms and applying the optimal one for each use case, our ultimate goal is to expand services not only in Japan, but globally as well. We envision a society where HAPS vehicles are always in the skies above Japan, ready to provide reliable connectivity anytime, anywhere, for anything that happens.
SoftBank’s UTX
This was Part 3 of a series of 4 articles on SoftBank’s Ubiquitous Transformation (UTX) initiative. Previous articles can be found here.
UTX Part 1: SoftBank Corp. Aiming to Realize Ubiquitous Connectivity by Integrating Communications on Ground and Sky
UTX Part 2: SoftBank Corp. and Cubic³ Envisioning a Ubiquitous Network for the Software-defined Vehicle Era
(Posted on September 26, 2025)
by SoftBank News Editors
The world SoftBank is aiming to create with UTX
SoftBank is aiming to create a world where connectivity is available anytime and anywhere by integrating terrestrial mobile networks with non-terrestrial networks, which utilize satellites and stratospheric communication platforms.
