March 2009 Archives

I might not be in Hamburg, but you'd be amazed at all the interiors stuff a gal can get stuck into from her desk in Amish Country. Take, for instance, MmilleniumM Group's Air Sleeper - that stacked bunk for economy and other cabin classes that I've been talking about for months. I've got the first video fly through of the product!

Remind me to put a few words to this video at a later date. But I can dig this, can't you?

Industry wiz Addison Schonland's latest podcast - about how airlines are using social networking site Twitter to build their brands - is a must listen.

http://iagblog.podOmatic.com/entry/2009-03-31T10_31_19-07_00

After you link up to JetBlue, Southwest and Alaska Airlines on Twitter, let me suggest that you link up to Runway Girl's regular tweets.

As you can see to the right of this screen, the Runway Girl blog and Runway Girl on Twitter have been consummating their marriage for some time. And the honeymoon action is hot!

Panasonic Avionics has launched its Panasonic Airline Television Network, a much broader offering than its current live programming service, which can be found on Delta Air Lines' domestic aircraft.

The proprietary broadcast TV distribution network, which I first reported about last year, includes a selection of broadcast television channels specifically licensed by Panasonic for worldwide distribution to aircraft in-flight via Ku-band satellites, says the firm.

Multi-year deals with five major television news groups have been announced, including with Al Jazeera, BBC World News, the BLOOMBERG TELEVISION network, euronews and France 24. Discussions are ongoing with additional broadcasters.

Panasonic says it defines and manages the selection of channels, and all licensing and distribution agreements are made directly with the content providers.

"Current in-flight solutions utilize existing direct-to-home feeds for their programming. The beams or footprint for these feeds are optimized to serve consumers on land, not aircraft in-flight. Furthermore, the existing distribution agreements that govern the broadcast of content are often limited to specific geopolitical boundaries," says the in-flight entertainment (IFE) hardware giant.

"In contrast, the Panasonic Airline Television Network is not reliant on existing distribution networks and encryption formats. With these restrictions removed, Panasonic can offer the first seamless, synchronized, global TV network."

At the heart of the new network is what Panasonic calls "the first worldwide in-flight television distribution system", which is powered by the same Ku-based satellite network as the firm's in-flight broadband system eXConnect service.

The system also uses the same antenna (EMS was tapped last year) and onboard components as eXConnect.

This is important since it avoids the cost and weight of additional hardware on the aircraft should a carrier want to give passengers both high-speed Internet and live television (which it should!!!) And it is, after all, considered by many to be the killer combo these days.

"The Panasonic Airline Television Network is the first seamless, worldwide in-flight television network," says Panasonic Avionics CEO Paul Margis.

"As yet another industry first, the Panasonic Airline Television Network illustrates the leadership and innovation of Panasonic Avionics in the in-flight entertainment and communications industry."

Panasonic is currently seeking regulatory approvals where necessary in partnership with potential airline customers.

If an airline was able to conduct real-time credit card transactions during flight, just think of all the high-end items it could sell to passengers.
At present, credit cards are swiped via wireless handhelds on aircraft but the transactions are processed when the aircraft gets on the ground.

Because of this billing mechanism - which sometimes results in fraudulent transactions - there is a ceiling of the value of items that can be comfortably sold today.

Enter AeroMobile, which is harnessing its mobile connectivity service to offer a new in-flight credit card authentication service that will be trialled by Malaysia Airlines.

With as many as 40 aircraft equipped with AeroMobile by May, Emirates is also looking to roll out the service, AeroMobile chief commercial officer Peter Tuggey tells Runway Girl.

"This reduces fraud, allows airlines to sell high ticket items from duty free, and reduces cost for them," says Tuggey.

Expect an announcement from AeroMobile this week about the new service.

Other carriers have similar plans to conduct real-time transactions during flight now that airborne connectivity is taking hold. Check out my previous story about Southwest Airlines' intention to use Row 44 for such a service.

But back to AeroMobile. The Arinc/Telenor joint venture is working on a broad package of new initiatives. In addition to the aforementioned offering, the firm is touting a new airline-brandable mobile phone portal (think airline and destination information).

"All of that's possible of course with our GPRS link and again brings absolute value to the passenger and the airline as well," says Tuggey.

Industry Canada yesterday afternoon invited companies to apply for an air-to-ground (ATG) license, in a move that brings the country's airlines closer to being able to offer ATG-based connectivity on domestic flights.

Check out the ATG auction rules from Industry Canada at the following link:

Final Auction Rules for Canadian ATG.pdf

You'll see that, not unlike the US FCC's 2006 auction of 4MHz of spectrum in the 800MHz band allocated to ATG services - which resulted in Aircell's ownership of 3MHz and LiveTV's 1MHz - Industry Canada's ATG spectrum is divided into two paired blocks and each will be licensed on a national basis as follows:

As we wait in breathless anticipation for the news to flow from the Aircraft Interiors Expo in Hamburg (that's Interiors without an apostrophe for the sharp-eyed editors amongst you) there is a mountain of in-flight entertainment and connectivity - and interiors - news piling up in advance of the event. And when that occurs, there is only one solution - an IFE&C and interiors news and rumour roundup.

HARD NEWS

Continental Airlines is indeed poised to launch LiveTV's newest, 80-channel offering. "I would keep your eyes to the skies for passengers loving watching Live television on a Continental aircraft very, very soon," says LiveTV.

Air Canada is reporting that it is on track to begin offering Aircell's Gogo in-flight Internet service to passengers on transborder, US-bound flights in the next three months. But, as Canada's CBC news points out, "a number of regulatory, business and practical hurdles remain before Air Canada or any other airline can offer a similar service in Canadian airspace". Boooo. Get your motor running, Canada. I know you're not the quickest country to respond to new technology, but come on!

Speaking of Aircell, the Chicago-based firm says it has now equipped 108 aircraft with Gogo. CEO Jack Blumenstein recently revealed to me that Aircell, while popping out Gogo-equipped aircraft like "popcorn", likely won't meet its previously predicted goal of equipping 2,000 aircraft by year-end. It will be more like 1,200 to 1,500, he says."That 2,000 number will probably be in the first quarter of next year instead of year-end of this year."  Still a bloody good job.

And there is good news for passengers lucky enough to fly a Gogo-equipped aircraft. Aircell is introducing a new low price for mobile devices. Passengers can now connect using their handheld devices for $7.95 on any Gogo-equipped flight of any length. Lovely stuff. (See rumour section below for more on Aircell and cash)

Now how about TriaGnoSys' latest announcement? The German firm has partnered with Israel's Skuku to jointly market a system allowing passengers to use their own mobile phone SIM card to make voice calls and send text messages, using communications infrastructure already fitted in aircraft cabins.

As my colleague David Kaminski-Morrow writes: "The technology requires only a software upgrade, rather than installation of new hardware, because it operates through in-seat phones and in-flight entertainment screens. The concept is similar to one previously proposed by Irish firm Altobridge. Passengers remove the SIM card from their mobile phone and insert it into a small reader which is fitted to a USB port. The reader plugs into the in-flight entertainment equipment and enables the passenger effectively to use their own mobile phone service to make calls or send messages."

Skuku sales vice-president Colin Blou says that, from the passengers' perspective, using the service is very similar to curren tin-flight mobile phone services. "They can continue to use their mobile number and contacts list, and they are billed through their normal bills." But he says that the passenger does not need to pay high roaming charges because the calls are billed at national rates.

Tis a fine day to be covering IFE&C!

On the interiors side of things, Airbus at Hamburg will be focusing on the importance of efficiency in future cabins with a stand containing displays relating to Airbus's main product families - the A320 family, the A330/A340 family, the A350 and the A380, as well as initiatives to drive greater efficiency from current and future cabins.

Airbus says its A320 Family Enhanced Cabin offers better luggage stowage and a quieter cabin packaged with a more modern look and feel and is available as a weight-reducing retrofit.

Among a number of new products, B/E Aerospace will be unveiling its latest in Super First Class (SFC) seating at the Aircraft Interiors Expo. The company will be hosting an exclusive VIP viewing of the OasisT modular Super First Class Suite as well as two versions of its High-Density SFC Suite designs.

Significantly, as famed Fleetbuzz blogger points out in an excellent posting, Auckland-based Altitude Aerospace Industries has secured an order from a "major Northern Hemisphere carrier" (Lufthansa) for 20 new 747-8 Intercontinentals. This "dispels any notion that Boeing or Lufthansa plan to terminate either the program or indeed the outstanding order", he writes. It also falls in line with what Boeing executives said last week at the ISTAT conference in Phoenix - that we can count on the 747-8 moving ahead.

But will Lufthansa consider a stacked sleeper solution, the likes of which it mulled in 2007?

Or maybe carriers should just drug their passengers to ensure a good night's rest. It's a radical future concept highlighted by Flight's newest blogger, Aimee Turner.

RUMOUR

I've heard from more than one source that Aircell is rather diligently seeking substantial investment ($200 million to $300 million). It does, after all, have equipage of about 1,500 aircraft with Gogo in its sights by year-end. I put the question to Aircell and a spokesman with the firm says the following: "To your point, we can't say too much about our financing (current or future), but nothing has changed materially from your last conversation with Jack.  I'll let you know about our progress as soon as I can share more."

Click the following link for details from that previous conversation.

My trusted colleague Lori Ranson flew out to Phoenix this week to attend US Airways' annual media day. She reports back with a little update about the Lumexis fibre-to-the-screen system, which is being trialled on a single US Airways Airbus A320.

Hey Mary,

Just wanted to give you this nib before it gets lost in the ether of my brain.

These are US Airways SVP planning and alliances Andrew Nocella's comments on Lumexis

Feedback's been overwhelmingly positive.

There were a few technical glitches that needed to be worked out.

Flight attendants say it is easy to manage.

Lori says US Airways didn't have any usage stats available yet. 

Needless to say, it is tremendously encouraging that folks are pleased with the offering, which was recently reviewed by Cranky Flier.

With that said, however, anything is better than nothing, which is what you get when you fly the rest of US Airways' domestic fleet.

Hello Runway Girl readers,

I just pushed out a quick and dirty web cam video about the upcoming Hamburg Interior's show. 

It should be a great event. Just check out some of the IFE&C players that will be there.

If you've been reading this blog, it comes as no surprise that Row 44 is closing in on permanent FCC authority.
As reported here, the FCC recently granted Row 44 special temporary authority (STA) to operate up to twelve Aeronautical Mobile Satellite Service aircraft earth stations for testing, including in-flight testing.

Now Southwest has confirmed that Row 44 is headed for the prize.

A Southwest spokeswoman notes on the carrier's blog that Row 44 is entering the final stages of securing permanent FCC licensing "which is obviously important for Southwest Airlines".

She adds: "We're excited about the possibility of offering Wi-Fi for our Customers and will continue to survey those using the service through the spring."

Southwest is currently trialling Row 44 on four Boeing 737s. Alaska is also trialling the system. Fleet-wide installations are the aim, which is bloody great news for today's tech-savvy traveller.

The outrageous-beyond-belief "Hang Up Act" has been tagged on to FAA Reauthorization legislation. Read for yourself by clicking on the following link and heading to section 423 of the bill, HR 915.

HR 915 (2).pdf

It's appalling to say the least on a number of levels.

Level 1 - The bill only bans passengers from making calls - it doesn't ban the installation of systems to support voice calls because cabin crews can make calls if they wish! So can federal officers!

Level 2 - The bill covers A) a commercial mobile radio service or other wireless communication device; B) a broadband wireless device or other wireless device that transmits data packets using the Internet Protocol or comparable technical standard or C) a device having voice override capability. No VoIP! Are they serious? Sadly, yes. 

Level 3 - The bill DOES NOT include voice communications using a phone installed on an aircraft! Oh give me a freaking break.

I recently spoke with Emirates' Patrick Brannelly about this situation, and he rightly pointed out that this "will be the first time that manners are legislated by government".

"When was the last time you heard that?"

With 32 Emirates aircraft installed with AeroMobile's mobile connectivity service, the carrier knows first hand that passengers act responsibly when given the right to make cell phone calls during flight. Indeed, most folks opt to send text messages versus the more pricey voice calls.

"At the end of the day, people can be rude and disrespectful on aircraft without a phone. And it sometimes happens, but if they are being charged a few dollars a minute to make a phone call, it gives [people] pause."

Emirates has offered a satcom telephone at every seat since 1996. "I've been here since 1992 and I've never seen a passenger complain," says Brannelly.

My colleague Graham Dunn has secured an update from Arinc about its new on-board Internet service, branded Oi, which will utilize Inmarsat's new higher bandwidth SwiftBroadband aeronautical service, and allow passengers to acces a mixture of cached and live web content via their laptops.

Here are the key points from Graham's story:

1) Arinc expects the first commercial aircraft equipped to support Oi to be fitted before the end of the year and first services to begin in the first quarter of next year.

2) While not able to disclose customer names, Arinc's director of aviation solutions for Europe, Middle East and Asia, Andy Hubbard says the firm is making "good progress" on its on-board Internet product.

3) Hubbard says first deployment of the service in the business aviation market could be even earlier.

4) Hubbard says Arinc's main focus is on the laptop solution, while Arinc/Telenor joint venture AeroMobile is mainly focused on handheld devices connectivity. "We both have core capabilities and solutions," he explains.

As we know, AeroMobile is seeing growing customer take-up of its service on board launch customer Emirates (32 aircraft and counting).

I recently spoke to both AeroMobile and Emirates about the carrier's current mobile connectivity, and its future SwiftBroadband plans. AeroMobile suspects Emirates will be the first of its customers to move to SwiftBroadband. Emirates vice-president for passenger communications Patrick Brannelly says the airline hopes to offer data and e-mail services by the end of the year.

BUT, will Emirates offer Oi to passengers? Last year at the Interiors Expo in Hamburg, IFE reporter extraordinaire Brendan Gallagher hinted at just that, saying Emirates' A380 would make the perfect platform for Oi. And indeed it would. 

A cash bar in economy class, now wouldn't that be nice? For this road warrior, it would be very nice indeed.
"There has been talk about cash bars for economy. Whether that continues, with the economic climate, and whether airlines lay out more space for that sort of thing, is not clear," says top transport interiors designer Ceri Rocca, who works in partnership with design consultancy Design Q.

"However, having said that, one of the things that airlines are struggling with is filling the capacity of their seats. So it could be worthwhile having an area like that. They wouldn't be losing money because the seats aren't selling. And they would have more of an edge to sell the other economy seats."

V Australia's fully stocked bar for business class (at right) makes for a good visual example. And there is plenty of history behind bars in the sky.

It wasn't so long ago that passengers enjoyed the legendary Braniff Cocktail Bar and the Pan Am Dining-in-the-Sky restaurant, notes author and consultant Jennifer Coutts Clay.

"Passengers loved these 'Wow' moments and the feeling they were getting extra value for the money they had spent on their first-class tickets," she says. 

But what about coach? An economy-class cash bar is just one of the concepts highlighted in my latest interiors feature, Flights of Fancy, which is being released just in time for the Hamburg show.

Need a little more inspiration from the high-flying world of high rollers? Scroll down to see some of Ceri's impressive designs.

Cranky Flier, one of my favorite bloggers, has checked out the Lumexis fibre-to-the-screen IFE system on a US Airways A320. So how is the system doing in trial?

It's running quickly! Nice parental controls! You can exit the video and go back to it and it will remember where you were! If you're listening to music, you can play games while listening to music. 

This is sweet! But Cranky does have a couple complaints.

Bombardier is studying whether to offer electrochromic windows as an option to CSeries customers. The electronically dimmable systems are already being used by Boeing on the 787. Airbus has them as an option for the A350.

"Some airlines think that for maintenance purposes, 'keep it simple and just go with the [regular] shade' but we are investigating making an optional one where we would put in those electrochromic [windows]," CSeries programme management director Benjamin Boehm tells Runway Girl.

A few carriers have enquired about it, he says.

Boehm says electrochomic technology offers some weight savings, while electro-mechanical  shades - as seen on Qantas and Emirates Airbus A380s - does not. As such, the airframer is not leaning towards electro-mechanical shades.

Additionally, Bombardier has received no requests to put a window in any position where there is a lavatory. (Bummer)

"We're in the phase where we're doing a lot of listening to potential customers," says Boehm, noting that "the customer is king".

Bombardier expects to have a preliminary design freeze on the CSeries later this year and final design freeze late 2010. It will be announcing further suppliers "fairly shortly".

Stay tuned for more on the CSeries' new specs, and that little issue of additional empty weight. Until then, have a lovely weekend.

I've been in blogging withdrawal all week, as I went about the necessary business of covering the ISTAT conference in Phoenix, which was, without a doubt, one of the best conferences I've had the pleasure of attending in a very long while.

We'll have lots more to discuss from Phoenix in the coming days (such as the massive funding gap that could result in order delays and cancellations, which in turn would result in fewer new IFE-equipped birds), but here is a dandy of a pic of a Boeing slide from the show. It's Boeing's ideas for future aircraft configurations.

Now, before we get too excited, these are just "cartoons" of possibilities, not drawing-board stuff, said Boeing commercial airplanes director of marketing Drew Magill at the conference. That fast one is just my cup of tea, however.

The Federal Communications Commission (FCC) today granted Row 44 special temporary authority (STA) to operate up to twelve Aeronautical Mobile Satellite Service (AMSS) aircraft earth stations for testing, including in-flight testing. This is big, everybody.

Why the hell is it so big, RWG? Are you somehow addicted to FCC filings? And why do you always write about them on a Friday night? Don't you have a freaking life?

My apologies, folks. One of my alternative personalities somehow broke through and went on a rant. Let me explain in calm and measured tones why this is so big. But before I do, here is the actual document for your perusal: Row 44 STA grant.pdf

Oh yes, and that's me to the left, hanging out of Row 44's testbed aircraft...they've barely talked to me since, ahem.

With this authority, Row 44 gains some significant legitimacy (not that it doesn't already have a golden ticket, because it does!). Oh yes, and it means that Alaska Airlines and Southwest Airlines can start charging for the service. 

Bugger, but you know I'll do it willingly, because I just love my Wi-Fi in the sky!!! Don't you?

There are some conditions, however.  For example, condition (a) says that the aircraft shall not be operated on the ground, or within 55 meters of the ground unless appropriate safety protocols are in place. 

The exterior surface of the antenna shall be prominently marked with a sign warning of the potential for exposure to high levels of radiofrequency energy.
 
Make sure to look for some signage on the Southwest and Alaska aircraft soon!
 
Within 30 days from today, Row 44 must submit the results of its ground based testing to the FCC.  Row 44 then has 90 days from today to submit to the FCC a detailed report of the testing per the letter agreement with the satellite operators.
 
The authorization is not one related to an "activity of a continuing nature", which means that at the end of the 30 day period they won't get an automatic renewal of the STA, and Row 44 will need to renew prior to the expiration of the STA in order to continue operations.

We know that Row 44 has faced objections from ViaSat and others. But here is what the FCC had to say about its decision to grant temporary authority for 12 stations:

"Based upon an evaluation of the facts and circumstances, we conclude that granting the STA request would serve the public interest by facilitating assessment and resolution of concerns regarding interference that might result from full-scale operation as proposed in Row 44's underlying license application.

"We reach that conclusion because the operators of the satellites that would be primarily affected by any interference caused by operation of Row 44's aircraft earth stations - that is, the satellites within six longitudinal degrees of Row 44's three target satellites - have indicated that testing would be appropriate, and have participated in formulation of the test plan.

"Furthermore, there is no indication in the record that ViaSat's current operations could suffer interference from the proposed testing. For these reasons, we grant the special temporary authorization subject to conditions, including a requirement that Row 44 submit test results to the Commission."
 

With Honeywell making an apparent play for the spotlight in its announcement that Malaysia Airlines is offering in-flight mobile connectivity, I figure it's time to push out some interesting facts about Arinc/Telenor joint venture AeroMobile's progress in general.

FACT NUMBER ONE

All of AeroMobile's customers will move to SwiftBroadband once the technology is widely available for deployment. AeroMobile suspects the first will be Emirates. "Indeed we are in joint discussions with Inmarsat and Emirates regarding this deployment," reveals an AeroMobile spokesman.

For now, however, Emirates offers AeroMobile connectivity over "Classic" Aero satcom systems. It has equipped 32 aircraft with AeroMobile, and is equipping an additional aircraft "it seems every week or so", says Emirates vice-president for passenger communications Patrick Brannelly.

Emirates passengers can currently make/receive voice calls and send/receive short messages using their cell phones. "The roll-out of Swift services over the Inmarsat network, whether Swift64 or SwiftBroadband, enables passengers to use their blackberry," notes Brannelly. He says Emirates hopes to offer data and e-mail services by the end of the year.

FACT NUMBER TWO

Qantas conducted a 10-month trial of AeroMobile services, and the trial included GPRS. The carrier in September 2008 revealed it would install AeroMobile's technology on a number of domestic Boeing 767-300s and Airbus A330-200s, and that these aircraft will be installed with SwiftBroadband.

Qantas and AeroMobile remain committed to rolling out SwiftBroadband-based AeroMobile technology across the Qantas domestic fleet. "We are presently working to meet regulatory and technical requirements," says the AeroMobile spokesman.

FACT NUMBER THREE

To date the announced fleet commitment for eXPhone (the Panasonic/AeroMobile solution) is V Australia. This is a line fit delivery from Boeing and due to enter service later this year.

However, five other flag carrier airlines have opted to take the eXPhone solution due its unique integration with the Panasonic eX2 platform. "Announcements regarding these commitments will be made later this year," says AeroMobile.

Amended to include additional information from Honeywell, including, substantially, that AeroMobile is doing the interface and billing!

Well isn't the world of airline in-flight connectivity getting more and more interesting by the second? Today Honeywell announced that it has provided upgraded satellite communications equipment to Malaysia Airlines to allow passengers to use mobile phones and personal digital assistants (PDAs) while on selected flights as part of a pilot program.

Honeywell says the trial began in January and will run through mid-2009. And by the sounds of it, the whole process was rather painless.

But before we talk details, let's take a step back to February 2001 when Honeywell suspended its Total Aircraft Information System (TAIS) airline activities, including its "Inflightmail" service, saying it believed the business case did not support the product for the commercial sector at that time.

"The business model doesn't make [commercial] sense. We are waiting for conditions to change," said Honeywell in 2001, adding that high bandwidth technology is crucial for the success of in-flight e-mail.

Fast-forward to today and Inmarsat's Swift64 aeronautical service apparently packs enough punch to bring Honeywell back into the game.

A single Malaysia Airlines' Boeing 777 is already outfitted with Honeywell's satcom communications systems to provide digital voice and data communications, as well as flight deck connectivity with air traffic control.

"Recent routine maintenance checks provided an opportunity to implement the new lightweight data services capability, for cost-effective and seamless connectivity. The European Aviation Safety Agency and the Malaysian Department of Civil Aviation provided aviation safety approvals," says Honeywell.

The company confirms that this is the first commercial trial of its mobile connectivity offering. But in an interview with RWG this morning, the firm says AeroMobile "is doing the interface and billing". How about saying that in the press release, guys?

The intent is that Malaysia will go fleet-wide. In the future the same system will be upgraded to SwiftBroadband, says Honeywell.

"The Honeywell in-flight communications system is a tremendous advancement in improving passenger productivity and convenience," says Honeywell VP of airlines Mike Madsen.

"Honeywell is able to deliver this enhanced capability that supports passenger cell phone and Blackberry use very easily and at a low cost for Malaysia Airlines. The architecture of our systems allows for easy installation and future upgrades can be completed quickly, with minimal downtime for the aircraft."

It might be time for Honeywell to update its airborne cell phone systems page!!!

I'm writing an interiors feature for Flight in advance of the Hamburg show, and you can be sure I'm going to include a segment about Swiss International Air Lines' new Airbus A330-300 first class product, which is loaded with bells and whistles.

We've talked about the product before, but Paul Estoppey, senior manager, head of cabin interior development & infotainment at Swiss, was kind enough to answer some of my questions. First off, let's address connectivity. Swiss is still studying where it wants to go on that one.

"Regarding connectivity, we have not made a decision at this time and are observing the market," says Estoppey.

The Panasonic IFE systems are pretty cool, however. They boast massive 23in screens, will offer full AVOD, a USB port, and an iPod socket where one can transfer his/her own iPod or iPhone content to the screen. A 110V power socket is standard as well.

"On the content side we provide the newest selection of movies, TV content, music and games," says Estoppey. Passengers in business and economy class will get individual IFE with smaller monitors.

He adds: "We will have more details regarding the new IFE at a later date."

It took two years for Swiss to develop the new product, which includes lie-flat seats with air cushions. "Each customer can choose the softness (or firmness) of the seat cushion and backrest cushion at any time and individually," says Estoppey.

Swiss will take delivery of the first new A330-300 next month. Despite the current economic slump, the carrier feels strongly that its investment will position it for the future.

"In times of economic downturn, we need to respond with even stricter cost controls, cost reductions and moves to further raise our efficiency. Consolidating our position as a top-quality airline is a long-term undertaking," says Estoppey.

"We should also bear in mind that, while the economy is not strong, air transport remains a growth sector in the long term. So by making these investments now, we are equipping ourselves to take full advantage of the next economic upturn when it comes."

Lufthansa finally firmed up its letter of interest for 30 CSeries aircraft today, opting for the newly-designated CS100 in 115-seat configuration. The aircraft is headed to Lufthansa's Swiss unit.

And what better way to celebrate the event than a new CSeries web site with some nice detail? Bombardier has done just that, erecting http://www.nowisthefuture.com for those of us who just can't get enough.

If you do a bit of digging in the library section, you'll find all of the airliner's latest specs. But for the interiors-minded amongst us, check out the adaptable interior of the 130-seat CS300:

The other day I wrote a blog about Qest's new Ku-band antenna system, the KuStream 1000, which is being developed in tandem with Tecom (BTW, the pairing's new web site is now live).

In that blog, I said ViaSat - which has expressed concerns about Row 44's antenna-pointing accuracy - will need to show the FCC that it can meet its own expectations, "which are high, very high".

A competitor to Row 44 in that it plans to offer Ku-band-based connectivity to airlines, ViaSat responded to me directly, saying it would like to point out that its expectations "are only that system operators meet applicable domestic and international radio regulations".

The company says that it is not asking the FCC to impose higher standards on Row 44 "than those required by their existing rules, nor do we ask the Commission to impose standards on Row 44 or others that ViaSat itself is not prepared to meet".

Furthermore, it says: "The FCC and ITU regulations were put in place not at ViaSat's request, but rather as a result of years of policy discussions by the regulatory administrations around the world, who in turn take inputs from local industry."

Has ViaSat taken umbrage with my posting? "We don't take umbrage at all. I just want to make it clear that these aren't our requirements, they are those of the regulatory world and they've been put in to place after a lot of input from industry around the world."

Bugger, and here I thought I had something controversial to report.

But what's this about off-axis power density, RWG? Are you taking your meds today?

With respect to Row 44, the issue, to ViaSat, is not simply a particular antenna performance specification like antenna pointing error. Indeed, it says it has been an advocate of relaxing antenna pointing error requirements where conditions permit.

"The issue is off-axis power density. The higher the off-axis power density, the better the antenna pointing must be in order to protect the adjacent satellite systems," says the firm.

"An antenna is only part of the off-axis power density problem, the modulation used in conjunction with the antenna is another part of the story, as is the performance of the satellite being used - it's a systems problem.

"If the off-axis power density gets too high and is right at the regulatory limits, then the pointing accuracy needs to be near perfect, but if it is very low - as in the case of the Qualcomm OmniTracs system, pointing error can be quite large - even though their antenna beamwidth is very wide and their pointing performance is poor.

"The OmniTracs system in fact does not even do any pointing at all in the elevation direction and relies on the wide beamwidth of the antenna. But due to their low power density, the OmniTracs system has been operating for over 20 years without causing any grief to adjacent satellite operators."

Good gracious, who needs more coffee? I make note of ViaSat's comments for one reason. It is now exceedingly clear that despite the launch of Row 44 trials on Southwest Airlines and Alaska Airlines - about which we celebrated here and at the tail end of here, respectively - ViaSat has no intention of backing down in its objections to the California-based firm's application to the FCC. What will it mean for Row 44 or the likes of these Wi-Fi happy Alaska Airlines passengers? 

Good question!

The electro-mechanical shades that I was talking about the other day are gaining a fan base. Emirates reveals it has installed the shades on its very latest Airbus A380s, and that it is bringing them to its Boeing 777s. And the carrier's passengers are applauding.

"My father flew on [the A380] and he said [the shade] was brilliant. If my 75-year old father can tell me about a feature on a plane, which is not the sort of thing he notices, that is quite something. There are little things like that that add to the overall experience," Emirates vice-president for passenger communications Patrick Brannelly told me yesterday in a most illuminating interview, from which many a future blog will stem.

Brannelly went on to describe the shades: "The first one comes down and kicks out most of the sun. You still get a nice light, and the next one is totally opaque. There is two blinds."

On a total aside, Lufthansa has just launched a web site for A380 fans. Check it out at http://a380.lufthansa.com Will Luftie opt for electro-mechanical shades for the big bird?

Now, for those of you who have not yet read the responses to my original shadalicious blog, let me urge you to do so...or simply read on.

A reader chimed in with an update on Hawker Beechcraft's electronic window shades.

"This shade uses SPD (suspended particle device) technology that enables a window to go from clear to dark or anywhere in between with the touch of a button. Unlike the electrochomic technology being used by the Boeing 787, this switches from clear to dark (and back) in 1-2 seconds," he says.

The posting is impressive. Here it is in its entirety:

I saw an article in the NY Times about the Qantas A380. The author, Paul Goldberger is an architect and Pulitzer Prize winner who wrote the article for the Times. He was awed by the window in the lavatory which went from dark to clear as soon as the door was shut, enabling one to see outside from 30,000 feet. This was an electronic window shade...no pull down shade or motorized shade, like ATG's.

You can check out the "electronic window shades" by going to hawkerbeechcraft.com. Then click on the "buy parts" link, which then takes you to the RAPID page. Once there, you'll see a box in the center of the page that changes from "Heated Seats" to "Free Shipping" to "Secure your investment" to "Electronic Window Shades".

The total time sequence to see all four is 20 seconds. You can "click here to learn more" and see the specs for the SPD shades. It's appears to be a great technology, which could replace motorized and pull down shades because the electronic shades are lighter, thus saving fuel, have no moving parts, and permit the light level to be finely tuned just like you'd do with a dimmer swith in your dining room.

A quick follow up to my last comment. The SPD "smart glass" technology I wrote about was used for over 60 partitions and windows at the University of Indiana's "Health Information and Translational Sciences" building. Here's the link to the press release.

(Diagram of Hawker Beechcraft shade above) 

So said Continental Airlines chief operating officer Jeff Smisek at the JP Morgan conference today.

I've written about Continental's plan in the past, so check out the following link for more info.

Yes, the carrier is slightly delayed in bringing this to market. It hoped to have the system running last month. But what's a month in these programme-delayed times?

I can't wait to try the system - 80 freaking channels! I'd be like a kid in the candy store, a Willy Wonka-stocked candy store, if you will.

No word yet on whether connectivity will be part of the initial package.

I was going to call this video blog "The Good and The Ugly" since the difference between Virgin America's and US Airways' domestic in-flight offerings is so stark. But US Airways is now working to get up to speed in the world of IFE&C.

As you'll see, the Star Alliance member has plenty of room to improve (especially on its domestic Boeing 757s). This Pennsylvania girl is hoping it does just that.

We talked about Voyant here the other day. Now IAG's Addison Schonland has recorded a podcast with the firm's chief marketing officer Steffen Koehler.

"Steffen, I came across your company's name on a posting from Mary Kirby's blog yesterday and I'm absolutely fascinated about your business," says Addison.

Well thanks, Addison!

This is definitely worth a listen (and not just because I got a plug).

Check it out at:

http://iagblog.podOmatic.com/entry/2009-03-05T15_49_18-08_00
/mymedia/thumb/1082705/300x300_1640386.jpg

I've said it before and I'll say it again, Jennifer Coutts Clay is like the Nostradamus of cabin interiors. On page 68 of her book, Jetliner Cabins, Clay predicted that cabin window shades of tomorrow might well be electric-powered.

"At the touch of a button, passengers will be able to choose how much outside light they would like to let in - all, or none, or various amounts in between," she wrote. "And this system will permit airlines to customize their aircraft interiors in ways that were previously not possible."

The book was first published in 2003. Fast-forward to today and a company called Aerospace Technologies Group is providing electro-mechanical shades to the world's top-tier carriers.

Qantas was the first carrier to launch the shades on a brand new aircraft, its Airbus A380s. But other carriers are quickly bringing the mechanism onboard (I'm just not at liberty to tell you who, yet).

Passengers can control the shades adjacent to their particular seat from a single switch as well as a switch mounted on the sidewall. All shades in the cabin are also controlled from the Flight Attendant Panel [FAP] and can be locked in the full open position for takeoff and landing.

Sometimes the simplest ideas are the most powerful. "Many people do not realize that the aircraft window-shades we are all accustomed to seeing i.e. those plain surfaces with manual pull-down handles, have been operating in the same old way for decades!  The new-style electric-powered window-shades...now flying on Qantas Airbus A380 aircraft, represent a major advance," says Clay.

"Eventually manually operated pull-down window-shades will be classed as old-fashioned."

But what might the NEXT stage in shading be?  How about electric-powered window-shades displaying customized advertising programs, suggests Clay.

The new technology of today might lead to further developments on this front. "Because the new electric-powered window-shades are protected from personal impact or touching, airline designers will safely be able to use the surfaces to display decorative patterns such as: clouds, palm trees, sombreros, flags etc., or airline corporate identity emblems, or revenue-generating advertising information," she says.

"Or, between the 'window-panes', might it be possible to install several drop-down window-shade surfaces, as used for back-cloths at theatres, that could be controlled automatically, or by cabin crew, to display an organized sequence of design displays?"

In recent years we have seen advertising material on everything from aircraft menu covers and meal-tray liners, to paper cocktail napkins, motion sickness bags, and the lids of overhead stowage bins. Heck, Spirit Airlines is selling advertisements on its napkins, drink carts, lavatories, rugs and flight attendant aprons.

Says Clay: "Next on the list?  Why not electric-powered window-shades?"

Such an idea might not be on ATG's drawing board just yet. "Bottom line, to change the colour, one must change the shade," says Ford Chown, a consultant that works with ATG.

But with cash-strapped carriers now feverish to bring in new revenue streams, I wouldn't count it out.

(Photos courtesy of ATG)

Mary, why isn't Voyant on your grapevine? It's a question I've been asked on this blog and via personal email a number of times. The fact is I've been meaning to write about Voyant for at least six months, ever since the company hit the World Airline Entertainment Association's annual conference and exhibition in Long Beach and announced plans to deliver 10-35Mbit/sec to aircraft "at a cost per bit at least ten times less than that of a satellite-based system".

Oh yes, and did I forget to mention that Voyant wants to provide this service over an air-to-ground (ATG) link? Now, before you remind me about the FCC's 2006 ATG spectrum auction and its winning bidders (Aircell and LiveTV), let me tell you that California-based Voyant isn't looking to tread on the 4MHz of spectrum in the 800MHz band allocated to ATG services.

Instead Voyant is looking to exploit open access spectrum. 

Verizon paid billions to buy spectrum in the 700MHz C-block, and must meet open-access requirements. 

Voyant says it hasn't detailed anything specific about going after the C-block. In any case, it intends to start building up a network of ground stations by 2010.

Aircell CEO Jack Blumenstein saw this coming. "Is there a way that another company can find or acquire in auction or somehow get their hands on spectrum in auction, the answer is theoretically yes," Blumenstein told me in 2007 when an entity called AirStellar emerged from obscurity to disclose plans for offering a "global" air-to-ground connectivity solution that would be supplemented by satellite-based service for transoceanic coverage.

However, unless the spectrum is designated for air-to-ground, said Blumenstein at the time, "the price of it becomes astronomically high".

And indeed Blumenstein continues to maintain the view that dedicated ATG is necessary for broadband. "We long ago determined that a key ingredient in anything you do with spectrum has to be a clear channel nationwide that provides a link between the airplane and the ground," he said in a recent interview that I will continue to bleed dry until, well, all the blood is gone.

He adds: "There is always someone out there that may develop a better mousetrap. I think that's the hybrid system [about which, we discussed here]." 

But back to Voyant. At present, Europe looks like the most attractive haunt for the firm. "Things are progressing well with airlines, though we're watching the European airlines' financial gyrations closely," says Voyant chief marketing officer Steffan Koehler. 

"We're looking more at overseas markets than at domestic US, so European and Asian airlines are very important to us. On the other hand, our technology partner, Harris clearly has a lot of strength in the US, and so we're certainly still involved here, too."

The whole key to Voyant's value proposition is the amount of bandwidth it intends to bring to the airplane. "If one truly believes that dial-up speeds will be sufficient for air passengers for the next 10 years, then Voyant isn't the right solution," says Koehler.

"On the other hand, if we look at the rate of increase of bandwidth consumption across the world, and also the presumption of always-on broadband connectivity, I think that Voyant's plan for 35Mbps per aircraft is the minimum we should be planning for."

Koehler gave a short presentation at the WAEA technical meeting last week. Check it out here. Voyant.pdf 

Welcome to the grapevine, Voyant. So glad you could join us. Have you heard about our golden tickets? 

Aircell, which currently provides in-flight Internet to North American operators over an air-to-ground (ATG) link, is working closely with a major player in the Ku-band satellite sector on an overseas solution.

Okay, regular RWG readers already know this. But did you know that a technical trial could occur "in the next year or so", likely by the end of 2010? That's what Aircell CEO Jack Blumenstein recently told Runway Girl.

"We still have a lot of questions," admits Blumenstein. "Obviously the fact that Row 44 is up and flying is an indication of progress particularly on the antenna front."

He says Aircell has a great working relationship with its airline partners. Among these, Virgin America has started to turn up the tap, with almost half its Airbus A320 family fleet installed with Aircell's Gogo service.

"And you will see a lot of action out of Delta this spring with a lot of [Gogo-equipped] planes on their routes," says Blumenstein.

CBS recently broadcast a portion of its Early Show live via Gogo from a Virgin America flight out of Boston. Sir Richard Branson was on the aircraft with Blumenstein and it sounds like they had a nice little conversation.

You may recall that Branson's Virgin Atlantic in 2002 started offering passengers Arinc's SMS service, developed in association with Tenzing (which later became part of the OnAir joint venture). So is Branson ready to kick things up a notch?

"Being on that plane with him was such a kick. I think, by the time we ended up the flight, he [was ready to become] another international satellite customer. He says he is absolutely going to get something going on Virgin Atlantic," reveals Blumenstein.

Will he talk to Aircell? "I think definitely," says the Aircell chief.