Check out the whole agenda here. You'll see that it boasts an incredible line-up of speakers, including IFE&C specialists, airlines and talking heads.

"On the speaker side, I've been organizing technology committees with WAEA for a number of years. I can't ever remember an event that had so many speakers trying to volunteer and speak," Lumexis chief technical officer Rich Salter, who co-chairs the WAEA's technology committee, told me last week.

"I know we're going to be bulging at the seams keeping people on schedule and contained. The interest is just phenomenal," he added.

Personally, I'm particularly excited about Wednesday's session on "regulatory and industry activities". The session will address the woeful Hang-Up Act, which seeks to formally ban the in-flight use of wireless devices for voice communications in the USA (and which has been wiggling its way through Congress at a rapid rate).

I'm also keen to find out what people think about Professor John Hansman's suggestion that airlines should scrap obsolete in-flight entertainment.

Hansman, who is director of the International Technology Center for Air Transport at MIT, said last week at the SITA IT conference that airlines should instead focus on providing the elements necessary to allow users to access media stored on onboard storage or the Internet through their own devices.

My colleague and friend Airline Business features editor Victoria Moores had a chance to chat with Hansman last week. Check out her video interview here.

It's true that connectivity is making everyone think differently about IFE of late. Indeed, the "C" in IFE&C (or IFEC if you prefer) was only tagged onto "IFE" in recent years, but its new spot alongside the venerable IFE acronym is "an example of how important and prominent the communications part has become", says Salter.

Another co-chair of the WAEA technology committee, Inmarsat aeronautical business director David Coiley notes: "We have major players Thales and Panasonic very much embracing connectivity in different ways, and looking to supplement and enhance their entertainment and infotainment."

Like I said, this workshop should be VERY interesting. Plus, I can't wait to catch up with my friends in the IFE&C world.

I've been meaning to get this video blog out for weeks. It covers my trip to Vancouver for the Inmarsat aeronautical conference, which was highly informative and, well, loads of fun. But some very unfortunate events occurred to prevent the video from making a timely entrance, including but not limited to - a complete crash of a hard drive, the temporary loss of my camera and a little thing called the Paris Air Show. But enough excuses. Here is the vlog for your edification (okay, okay, it might not improve you spiritually or morally, in fact I know it won't, but I like that word).

In less than a month IAG has compiled what must be one of the most comprehensive series of recorded interviews concerning the tragic event - and what could have been done differently - than any other organization.

IAG's Addision Schonland has talked to everyone from former NTSB VP Robert Francis to AeroMechanical Services president Richard Hayden, who explains the possibility of moving up to 88 data points off an aircraft and where the data could be sent - even to a CEO's cell phone!

Hayden believes, and I'm sure many will agree, that the world would benefit from greater data flows off aircraft, especially in a crisis.

I know this is a delicate subject but don't you think it might be time to start talking seriously about the role connectivity can play? Airbus is already thinking outside the box.

Schonland tells me that, after some internal debate, the decision was taken to make the AF447 information free as a public service, which is why I'm urging you to check out this site. 

"The idea of creating the AF447 content was driven by the highly unusual circumstances - a relatively new plane, with a great safety record, from a tier one airline and what appears to be an experienced crew and in odd circumstances," says Addison.

"For instance, AF459 out of Rio came 20 minutes after AF447 and diverted 70NM around the same storm - why? There has been scant news about this. There is little we know about the crash - there appears to be clogged pitots. The pitot problem on the A330/340 is old news, but can we fault AF? There are a host of questions and we have tried to avoid speculation. "

But what has been the most interesting item discovered so far?

Says Schonland:

"The most interesting item we discovered so far is that the missing CVR and FDR problems might have been made less of a problem had the plane been equipped with an ability to send out masses of data via satellite. Apparently such an ability would add significantly to the missing information. Not the least of which is the last location of the plane.

"An FDR stores up to 88 data points - with high bandwidth capacity all these and more could have been "squirted" off the flight not only in an emergency but even on a regular basis, like every 5 minutes. Imagine how much more the investigation team would have to work with? Could this event be a good time for IATA to take the lead in coming up with a solution for the industry on the basis of safety? There are so many redundant system in planes for safety - as we move to ever more sophisticated equipment, perhaps such a data service would be appropriate. Unfortunately we learn from crashes to avoid them in future. A dearth of data is not appropriate in the 21st Century."

But much more importantly, here is the link to Alaska Airlines and Southwest Airlines' 1 July 2009 - yes, 2009 - request to the FCC to approve Row 44's application.

Three key quotes:

"...competing airlines are moving forward with their own in-flight broadband services, and Southwest and Alaska Airlines need to move forward promptly with their own in-flight broadband offerings."

"ViaSat, a competing satellite provider that has been unable to gain a contract with any of the major airlines, has been doing everything it can to slow down or stop approval of Row 44's system, but the commission should not reward these anti-competitive efforts by further delaying a grant of Row 44's application."

"...Southwest and Alaska Airlines urge that the commission should move expeditiously to a grant of this application."

Though they don't come right out and say it, Alaska and Southwest clearly see that they will be at a competitive disadvantage if they can't go fleet-wide with Row 44 in the near-term. Here's hoping this whole mess is resolved soon.

But yesterday, while Naf was still head of the Middle Eastern carrier, he gave a speech at the Aviation club in London.

In what could be the Swiss exec's last public appearance as Gulf's CEO, Naf spoke lovingly about the iPhone.

More to the point, he said he wants to use it for every aspect of his travelling experience - EVERY aspect, including his own health monitoring (but of course, connectivity could be used to help monitor aircraft health as well).

Welcome to the new world, folks. It's just around the corner.

Here is the key quote from Naf's speech:

"I want to use an iPhone for every aspect of my travelling experience:- to book my flight, check-in, pass through security, buy my Duty Free, board the aircraft, let my taxi know whilst in-flight that I am delayed or - you never know - arriving early. I even want a device on my phone that checks my temperature to indicate that I am fit and healthy to travel across borders!!

"And this technology should and must transcend borders! Governments, airport operators, airlines and service providers need to collaborate and support each other in bringing new, innovative and creative initiatives to the fore."

He has loads of interesting things to say, but for the IFE&C crowd, here is the big news:  Some 68% of airlines plan to invest in IP broadband connectivity both to and from aircraft over the next three years, according to a joint survey conducted by Airline Business and SITA.

Says Violante:

The mobile passenger is connected onboard via the technology already available - for example, by OnAir - as we will hear later today.

The aircraft will become another 'NODE ON THE NETWORK'. A FLYING DATA CENTRE linked through wireless broadband to an airline's ground-based network.

High-speed upload capabilities will produce time-savings and operational efficiencies in areas such as software loading and in-flight entertainment loading.

The huge volumes of data generated by e-enabled aircraft will be used to improve aircraft turnaround - and give us the CO2 data necessary to measure our environmental performance.
These are not distant scenarios!

So, if you are an airline and you haven't thought about your connectivity strategy yet, don't you think it's time?

But here are key pars from Etihad's latest PR:

"Experience Etihad"...offers visitors to the site a unique insight into the airline's services across all three aircraft cabins, as well as the luxurious airport lounges and limo and coach services.

Among the highlights is a detailed demonstration of Etihad's recently launched first-class suite which will include facilities such as a 23-inch television screen; personal wardrobe; an extra-large seat that extends to a fully-flat, 80.5 inch, bed; and screen doors which slide shut for total privacy.

The micro-site also features video interviews with Etihad Airways' onboard food and beverage managers, an award-winning service that delivers a five star hospitality experience.

The micro-site can be viewed directly from the etihadairways.com home page. Just click on the "interactive tour" link.

Manufacturer digEcor says the digEplayer XLP offers six more hours of battery life than the current digEplayer XT model. It also boasts an LED backlit screen.

This compares to the 10-hour battery life of the digEplayer XT (although digEcor has a version of the XT with an LED backlit screen that offers 12 hours).

I've posted an article here. No public word yet on the launch customer.

But check out my follow-up Q&A with digEcor. Can you dig it?

1) How many years did it take to develop the XLP?

This is a tricky question to answer. Since much of the architecture is based on the digEplayer XT, one could say it has taken years. Though, the actual time devoted to turning the XT into the XLP is probably much shorter. 
 
2) Had you wanted to bring this to market sooner?

Who wouldn't say yes to this question? We devote a lot of time, money, and resources to asking the industry (which includes passengers) what they want and what they need. Instead of trying to compete today, our focus is to provide what you need tomorrow and beyond. The advantage is that we are able to create high value products and services that the market can use for a long time. The downside is that it prolongs the decision and implementation process. Personally, I believe that we and more importantly, the industry are better for it though. 
 
3) Have you shown the prototype of this model before (was this the prototype model at WAEA last year)?

This was not the player that we prototyped last Fall. Though that prototype was important in that it helped us better understand the market's requirements. The digEplayer XLP was shown to a number of individuals at the Aircraft Interiors Expo as well as a number of airlines to gather feedback and arrive at the final production model which is now available to airlines worldwide. 

One of the most memorable experiences for me in Paris was the luncheon held by Airbus to commemorate the 40-year anniversary of its A300B, the first twin-engined widebody jet.

I had the opportunity to meet some of the original A300B test pilots, as well as the airframer's modern-day wizzes. A380 test pilot Peter Chandler was kind enough to give me a personal tour of the A380 testbed (I'll post a video blog about this in the future).

It is probably a profound understatement to say that the last month has been very difficult for Airbus, which has seen two of its widebody aircraft involved in fatal crashes. The Air France A330 that disappeared over the South Atlantic on 1 June has highlighted the importance of robust connectivity off an aircraft (we'll have more on this later).

But for a very brief time in Paris, the company had a little respit from the storm as it honoured its past and looked to the future.

Below is the article I wrote for the Flight Show Daily, and then scroll down for pictures of Peter and me in the A380 testbed.

Airbus - past, present and future

Airbus honoured its past yesterday when it brought together members of the original A300B flight test team with key figures behind the A380 programme to celebrate the 40-year anniversary of the A300B, the world's first twin-engined widebody jet.

Airbus personalities like A300B test pilots Bernard Ziegler and Gunter Scherer joined the father of the A380, Juergen Thomas, and the inventor of the Airbus brand design, Knut Marsen, during a special VIP luncheon at the Airbus press chalet.

The A300B, launched on 29 May 1969 by the French and German governments, "was the beginning of a long adventure for European civil aviation", says Airbus.

Speaking at a cake-cutting ceremony, Airbus chief executive Tom Enders told the A300B pilots that the company "would not be here today" without their work. He said he hopes the pilots "can see that Airbus has not lost its pioneering spirit", and is pushing forward with new programmes.

The next twin-engined widebody to emerge from Airbus will be the A350 XWB, which is expected to enter service in 2013. "I can't see any reason why we shouldn't stay on the schedule," says Airbus test pilot Peter Chandler.

He points out that Airbus is taking most of the cockpit developments of the A380 and putting them into the A350 "plus a few new things as well".

At the same time, new technology that finds itself on the A350 - such as the runway overrun protection system and flight management system updates - will "feed back into the A380".

It wasn't so very long ago that the Wall Street Journal broke a story about a similar Airbus study. I've gone back to my notes and found a 2008 interview with Design Q co-founder Howard Guy, who addressed the standing-room-only concept.

First of all, let's be clear. Standing-room-only does not mean you won't have support.

"There still has to be some form of structure there to support somebody and you still have to strap people into some form of structure. Leaning against a little bench takes the weight off your feet," says Guy, noting that you'd need "some form of harness".

So essentially we're talking about a semi-seat lean-back device? Or, as I'd like to put it - a bum shelf? Umm, yes!!

Guy says it would be "a little like sitting on a swing" and "at $20 a seat, maybe it becomes more appealing".

But, he points out, this sort of seating would not be well-suited for flights longer than an hour.

And making the concept work isn't as easy as you might think. "If you have twice as many people in the aircraft, standing rather than sitting, then you have to get those people out of the aircraft in a timeframe that is safe [in an emergency]. That is where it becomes more difficult," says Guy.

There are also other obvious concerns, like what to do with mothers and babies or disabled people. No doubt you'd have to have at least some regular seating alongside the bum shelfs, no?   

  So here is the new equation care of said industry insider, and some reasoning behind why voice calls may turn Ku-band into a profitable venture. Whatcha think?

The number of passengers who used Connexion in the first two years is completely irrelevant, says our source. "The number was low for many reasons: slow introduction (they had 200 planes only at the END of the period), airlines started marketing actively only after a few planes were installed, lousy marketing, poor branding etc."

The right calculation should be how many people SHOULD have used it: So take 200 planes X 600 seats a day (this equates to 200-seat planes operating 3 flights a day or 400 seat widebody operating 1 ½ flights a day) X 320 operational days a year X 0.8 load factor = 31 million passengers a year.

Take the usage rate Gogo is getting (good estimate) of 10% and that equates to 3.1 million passengers a year! - significantly more than David Friedman's 250,000 per year.

Also, the 2-year period makes no sense - NO ONE expects to cover capital costs in 2 years - 5 years is much more reasonable.

NOW if you multiply 5 years X 3 million users X $10 per session = you get $150 million which is much, much better compared to the capex of $100 million (which was a good figure for Connexion)

However, as you did mention, there are some "small" operating costs which amount to about 65% of the revenue - leaving only $50 million to cover $100 million investment.

So bottom line - calculation was flawed but result is same (even though not so extreme).

The answer of course is: 1) cheaper systems than those of Connexion - the new generation should not be more than $350K per plane and 2) Utilizing the system for phones too.

To be profitable on a KU system - Wi-Fi is not enough. There must be revenue from phone calls. (Sidenote from moi - note that Panasonic sees voice playing a big role in its eXConnect offering).  

The additional investment for making phone calls from planes is relatively low - not more than $100K per plane, infrastructure is identical, and revenues will probably be at least twice or three times as large as Wi-Fi revenues

Eureka - a losing business becomes a profitable one!

Continental reveals that some 10 Boeing 737-900ERs have been equipped to date. This link will take you to the carrier's web page on the matter, and check out the graph below.

We're still in the dark about Continental's connectivity plans, although one commenter to this blog seems to think Continental is going with Aircell's Gogo solution (which would make lots of sense). Aircell is not commenting and Continental could not be immediately reached for comment.

I don't pretend to understand all of this airplane and connectivity stuff (if I did, you aeronautical engineers would have far too much fun at my expense). But I'd like to think I can smell a story. That's why I'm posting the following link.

Thu_AM-Inmarsat_Colledge.pdf

It will take you to a wonderful presentation about the evolution of Inmarsat safety services and how SwiftBroadband will eventually support these services. Inmarsat aeronautical product and safety services manager Gary Colledge gave this speech at the firm's recent aeronautical conference in Vancouver.

Quite handily, it includes LOTS OF DIAGRAMS - such as the one below on separation standard trials - or pretty pictures, if you will :)

For obvious reasons Bill had to be a bit cautious when discussing the subject of Lufthansa. But here he is in his own words.

"One of the things to point out is the airlines have a comfort level when it comes to purchasing cabin avionics with known players in the industry and while T-Mobile is obviously a world-class company and communications service provider, they don't really have a history in the provision of cabin avionics for airlines. It was an interesting test [the pursuit of Lufthansa]. I don't believe the deal is done between Panasonic and Lufthansa but as I understand it, they now have the position we once enjoyed, exclusive negotiations status.

"So, it was a good test [in whether] an airline would purchase cabin avionics from a non-traditional player. We've seen the case where Southwest Airlines is purchasing it from Row 44. Row 44 is an upstart. They are aviation people but they don't have a long history of providing cabin avionics. But Lufthansa has been leaning back towards the cabin avionics supplier they are more comfortable with. Clearly Panasonic has a very large portfolio [and I'm] sure they could make very aggressive offers. They have the pockets in terms of...doing a lot of things for a lot of airlines. [They] have a lot more flexibility in the kinds of deals they can make with an airline."