Go to the front page of Mesa Air Group's web site and you'll discover that the regional has launched an all-out hiring blitz. The web page is flanked with hiring notices. Captains, first officers, mechanics and dispatchers are all urged to apply for "immediate" openings.

If you're looking for "great, friendly service or you're keen to work in a fun, professional environment with the best in the business, we'd love to welcome you to Mesa, ATW Regional Airline of the Year 2005", beckons the carrier.

At a time when US carriers are downsizing at a rapid and alarming rate, why is Mesa seemingly moving in the opposite direction? Hasn't its Air Midwest unit just shut down, and didn't Delta just sucker punch the carrier's CRJ flying? 

Perhaps Mesa's web site simply needs to be updated. Or is more at play here?

A quick browse through airline employee forums will give you some indication of how Mesa staffers feel about their jobs. To put it kindly, many aren't necessarily singing the praises of the company (although crew members on one site were grateful that management had given them instructions on what to do if they find bed bugs in crew hotel rooms and the steps to take if they get bitten).

The Air Line Pilots Association, which represents Mesa's pilots, says more than 500 pilots left the company in 2007. It might be best if both sides can stay on the same page right now because Mesa is at a critical juncture in its history.

Myriad troubles have served to deplete the company's cash, cash equivalents and marketable securities to $60.1 million at 30 June from a 31 March total of $158.1 million.

This prompted Mesa's recent decision to sign a letter of intent to sell its interest in Chinese joint venture Kunpeng Airlines to majority owner Shenzhen Airlines. In explaining its decision, Mesa chairman and CEO Jonathan Ornstein perhaps put it most succinctly when he said: "We felt that if we had the opportunity to generate some cash that might make some sense right now."

Now let's try to make sense of the rest of it.

With all systems now go, go, go on American, the onus is on Aircell to prove that its long-touted system not only works, but works really well. All eyes are on the carrier - and all ears on Gogo users - as the three- to six-month test of Aircell's system begins.

The stakes are ever so high. The outcome of American's trial will help determine the speed at which in-flight connectivity is adopted in the United States.

If the system proves robust and passenger take-up is fierce, Aircell is in a very sweet place, and could very well capture a sizeable chunk of the US market. An Aircell success could also prompt LiveTV, which holds a narrowband slice of air-to-ground spectrum, to step into broadband via satellite-based means (heck, it's got loads of experience with satellite television). 

If Aircell's system falters or doesn't live up to expectations, it would be a major setback for the Colorado-based company (and its investors alike) as well as other connectivity providers because carriers will grow ever more cautious about adopting new services. 

The Aircell trial will also decide - perhaps once and for all - whether an air-to-ground network can truly support broadband services. The jury is currently out on whether Aircell can offer in the air the type of high-speed functionality that we have all come to know and love on the ground.

Stay tuned...

"We received several complaints from customers and employees on the content of this ad and erred on the side of avoiding objectionable content," says Northwest VP of communications Tammy Lee.

"The airport is a place where people of all political persuasions come for business and pleasure and we wanted to avoid any issues related to what was perceived as a political message."

Erected on 13 August, the billboard is one of two placed by UCS at the Minneapolis and Denver airports to coincide with the Republican and Democratic conventions. They urge both parties' presidential candidates to address the threat of nuclear weapons. 

The UCS says Northwest officials in an email exchange with Clear Channel complained that the billboard image is "scary" and "anti-McCain" (click on the photo above for a clearer image).

"Nuclear weapons are scary, and that's why we need to pay attention to them. But to say that the billboard is anti-McCain is ludicrous," says Elliott Negin, a UCS spokesman.

"In fact, both McCain and Obama largely agree with us that we need to rid the world of nuclear weapons. These are not 'attack ads', they are a strong reminder to both candidates that this is a very serious issue they need to address. Northwest Airlines is trying to censor free speech, and I don't think that's their role."

Development has been completed and the system is ready for flight testing. A prototype of Mijet-Lite will be unveiled next month at the World Airline Entertainment Association (WAEA) conference and exhibition in Long Beach, California, Starling VP marketing and sales Jacob Keret told Flight's premium affiliate ATI.

He says the system is a lighter weight, lower cost version of Starling's standard Mijet antenna but larger than the mini-Mijet for business jets (click on graph for specifications of each).

Mijet-Lite will provide about two thirds of Mijet's performance, while saving about 50% of the weight, he says.

Separately, Starling is working in partnership with EMS Technologies' Georgia-based Defence & Space Systems (D&SS) division to offer a new ultra-fast, ultra-lightweight (45lb/20kg) Ku-band airborne antenna system for the US commercial airline market.

"We are making a lot of progress with EMS on our partnership. [I can] make a good guess that EMS will announce something soon," says Keret.

Panasonic Avionics previously picked Starling as a non-exclusive antenna partner in its satellite-based connectivity system, eXConnect, but requested performance improvements to the firm's fuselage-mounted Mijet antenna as well as from other would-be suppliers. It is not yet clear whether Starling's antenna offerings are still being considered by Panasonic Avionics, which is expected to reveal further details of its solution in the near-term.

The in-flight entertainment (IFE) hardware giant has been working to fill the void left by Connexion by Boeing's December 2006 closure.

"It wasn't wrong what Connexion did. They just had some problems," says

Panasonic Avionics director of strategic product marketing David Bruner, adding that the eXConnect system will be "lighter, better and have less drag".

He adds: "We didn't want to have a system that was limited to basically the geography of the United States. We wanted something that could scale better and this solution at least we believe is the right solution."

The satellite was launched on a Proton Breeze M rocket from the Baikonur Cosmodrome in Kazakhstan on 18 August.

Inmarsat launched the first two I-4 satellites in 2005. With this latest achievement, the satellite network provider's new, higher-bandwidth aeronautical service, SwiftBroadband, will be accessible worldwide - except the extreme polar regions.

"The Inmarsat-4s are the world's most sophisticated commercial network for mobile voice and data services, and the successful launch of the third I-4 allows us to complete the global coverage for our broadband services," says Inmarsat chairman and CEO Andrew Sukawaty.

"Once the third I-4 is operational, Inmarsat will have the only fully-funded next-generation network for mobile satellite services."

The satellite will now undergo a period of deployment and several weeks of comprehensive tests and manoeuvres before being positioned in geostationary orbit at 98º West.

In-flight connectivity provider OnAir is offering a SwiftBroadband-based GSM solution.

On 2 April Air France started the voice element of ongoing trials during commercial flights across Europe on an Airbus A318.

Irish budget carrier Ryanair is readying to begin a trial of the service. Other international carriers have committed to the OnAir solution.

(Photo care of Inmarsat)

"Clearly, the words 'Glenn's Gotta Go' are nothing more than an expression of encouragement for Glenn to consider his career options," says Greg Davidowitch, president of the United chapter of the AFA-CWA, in a letter to management.

The Air Line Pilots Association-represented pilots have their own fun over at the "Glenn Tilton Must Go" web site. But here's the AFA-CWA's letter in its entirety for your reading pleasure.

August 15, 2008

Doug McKeen, - HDQPO
Senior Vice-President
United Airlines Labor Relations
P.O. Box 66100
Chicago, IL 60666

RE:  "Glenn's Gotta Go" Wristbands

Dear Doug:

John Nelson's letter of August 14, 2008 was received in our office.  It would appear management is planning to harass and intimidate Flight Attendants and is reacting to a "report" that does not contain specific information.  This has the makings of a witch hunt.  As for the wristband alleged to be at the center of this matter, it is quite a trendy adornment.  Nevertheless, I am confused as to how it could be viewed as "disparaging" or "offensive."

Clearly, the words "Glenn's Gotta Go" are nothing more than an expression of encouragement for Glenn to consider his career options.  As you know, employees have no confidence in Glenn and are concerned about the future of United Airlines.  Under his tenure, employees, passengers and shareholders have been subjected to the wholesale destruction of United Airlines.  Employees have openly expressed their displeasure with Glenn through picketing, and other protests including the wearing of Vocal Minority wristbands following the disparaging comments Glenn made about employees at the 2007 Shareholder meeting.

There is no Company policy prohibiting or restricting the wearing of wristbands.  To the contrary, as you are aware, it has been, and continues to be, an open and well-known practice of many Flight Attendants and other employees to wear colored wristbands, while at work, to signify support of many causes.  To our knowledge, no employee has been asked to remove any of these multi-colored wristbands, thus establishing a clear past practice permitting the use of wristbands at work in support of causes or opinions supported by the wearer.

This letter serves to advise the Company to cease and desist from instructing Flight Attendants to remove any wristband they deem an appropriate form of expression and/or association.  Further, harassing, threatening or pursuing any discipline or other discriminatory action based upon the color of an employee's wristband will be dealt with in an appropriate manner.

Time is far better spent on a constructive approach to labor relations so that we can work together in bringing about a fundamental change at United Airlines.

Sincerely,

Greg Davidowitch, President
United Master Executive Council

CC: Alex Marren - WHQSW
     John Nelson - WHQLR

Southwest still expects to trial the system this year onboard four Boeing 737s, but doesn't see it happening until the fourth quarter.

"It's a new process for us so there are approvals that we're going through and the technology is new for Southwest as well," says a Southwest spokeswoman.

Pricing has also not yet been determined but it will be "in line with our low-fare model", she adds.

Southwest isn't working with any other connectivity providers at this point. "We are concentrating on Row 44 and this stage is the proof-of-concept. We're working with them and only them right now."

It's hard not to have some sympathy for Missouri; the state seemingly moved heaven and earth to approve a $240 million tax credit programme to lure Bombardier across the border.

But let's be fair, Bombardier was clear that it was leaning toward Mirabel from the start. And the writing was pretty much on the wall that Mirabel would win the business after Montreal-area machinists voted in favour of a labour contract that gave Bombardier the flexibility to employ up to 15% of its workforce on a contractual basis.

Now that Bombardier has granted Mirabel the business, after receiving a commitment of $350 million in loans from Ottawa and $118 million from Quebec, the Missouri Political News Service is displaying a video reaction from YouTube entity "BombardierWatch" (see below).

Despite it's cutting remarks about Bombardier, the group seems most annoyed with the state of Missouri, accusing government in a blog of having taken a rather uncomfortable ankle-grapping position in its dealings with the Canadian company. Err - ouch!

Co-located with the annual World Airline Entertainment Association (WAEA) conference and exhibition, Interiors' forums will explore how and why airlines should be using the cabin environment to differentiate themselves; what drives a culture of cabin innovation; and how airlines can make new technology pay.

In addition, noted researcher and blogger, Addison Schonland - IAG will deliver the results of a hard-hitting industry and consumer survey about airline comfort. Please feel free to participate in the survey at http://survey.iag-inc.com/interview.cfm?id=105

That all sounds wonderful, you say, but aren't cabin amenities for those of us in steerage being chucked out the window, especially on domestic flights? Aren't we being nickled and dimed for even basic necessities?

Clearly we're going to see more "pay as you go" items. But this is one road warrior who welcomes the chance to browse the Internet, use e-mail or have a quick phone chat in-flight, even if it means paying a fee.

In any case, the future windfall of ancillary revenue from these endeavours could be substantial to airlines. Recent research from MultiMedia Intelligence suggests that the market for in-flight broadband services is poised to grow to $936 million in passenger revenue in 2012, up from initial revenue of $6.6 million this year. Similarly, the market for in-flight live direct broadcast video is projected to grow from $87 million in 2007 to $913 million in 2012.

As a symbol, an American Boeing 757 and an American Eagle Embraer ERJ-145 aircraft displaying Komen's pink-ribbon graphic and logo were revealed - the first two of eight aircraft that will carry the new co-branded fuselage design.

The airline is pledging $8 million dollars over the next eight years to heighten breast cancer awareness and search for a cure. See more pics below.

According to Airbus/SITA partnership OnAir, there are three main reasons why this is so - the OnAir system currently allows up to six simultaneous calls, which is not a high proportion of passengers in any commercial plane; the average length of calls is no more than two minutes; and an aircraft cabin is a noisy place, so the sound of people talking is drowned by other noises.

OnAir has been trialling its service on Air France and TAP Portugal, and is readying to go live on Ryanair.

"Despite the challenging current and foreseeable economic environment in the air transport industry, more and more airlines are trialling, installing or planning to install in-flight passenger communications services in the near future, to allow passengers to use text messages and email, and to make and receive voice calls," says the company.

"The ancillary revenue and service differentiation potential is evidently winning the board-room over."

OnAir CEO Benoit Debains is convinced that once people get a taste of in-flight mobile phone connectivity, they'll want it and come to expect it. He notes that there are "applications that people haven't started to think about" like the ability to access information about each flight, using cell phones as a tool for rebooking and mobile check-in.

Voice calls during flight are presumed to be "something annoying" but the mobile phone "is much more than voice; it can communicate with messaging, make payments, plenty of things and that's why I think there will be a lot of adoption", says Debains.

OnAir's rival, Arinc/Telenor joint venture AeroMobile, has also discovered that in-flight voice call chatter is more than tolerable.

An Emirates Boeing 777 equipped with the AeroMobile system flew into London Heathrow on 7 August with passengers able to make and receive calls, as well as exchange text messages.

"All the evidence so far is that concerns about potential impact on fellow passengers are groundless. The service has been used considerately and with the minimum of fuss," says AeroMobile chief executive Bjorn-Taale Sandberg.

"Text messaging is proving particularly popular, especially because it's an effective way to communicate during a long-haul flight when you are crossing different time zones."

Emirates VP for passenger communications Patrick Brannelly adds: "Passengers have reacted matter-of-factly, as if it was the most natural thing in the world.

"We have had no complaints or incidents since the service was introduced in March.  On airliners the cabin noise level is such that you can't hear people making phone calls, and the call quality has been so good there's been no need to shout."

(Photo of Emirates 777 copyright of AirTeamImages)

The Boingo Wireless contracts mean Boingo's WiFi network will now be available to the more than 24 million passengers who travel through Dulles annually, and the more than 18 million annual passengers who fly through Washington National. A statement will be released today.

As Boingo and other mobile Internet aggregators expand on the ground, one wonders what type of competition they will face from airborne connectivity providers.

Will travellers forgo their airport hotspot hook-up in order to connect on the aircraft via Aircell, LiveTV, Row 44 or Panasonic? Or will Boingo and others be able to convince folks to do their e-mailing/Internet searches pre-flight? 

Flight duration will surely be a factor. A two hour flight might not warrant an airborne connection but passengers on a long-haul flight may get the itchy finger (that is, at least, what American Airlines is counting on as it readies to launch Aircell's Gogo service on transcontinental 767 flights).

There is, of course, the possibility that a marketing arrangement can be reached by Boingo with air-to-ground and satellite-based connectivity players. Boingo serves more than 500 airports including 85 of the top 100 airports worldwide. That's a powerful presence. Already laying some groundwork in this regard is iPass, which recently announced it will offer WiFi roaming with Aircell's Gogo.

(Finger pic at Wikipedia here) 

Fast forward 76 years and a one-way New York-Los Angeles flight on American Airlines, with a little dexterity, can be purchased for as low as - drum roll please - $146 if booked far enough in advance.

So how can airline ticket prices not have changed in nearly 80 years when the price of everything else has? That's the rather astute question posed by American Airlines' pilots union, the Allied Pilots Association (APA), in its latest private message to membership.

Using the government's inflation calculator, $100 in 1932 would be an equivalent of $1,597 today, notes the APA, which is calling to task management's claim that the price of oil is to blame for the industry's current woes.

"Even former AMR CEO Robert Crandall has recognized this flaw by airline managements. Since this past spring, Crandall has appeared on numerous cable news programs and print interviews pointing out that airlines struggled when oil was $20 a barrel, $50 a barrel and now at more than $120 per barrel," says the APA.

"He recognizes that the problem isn't fuel costs, or labour costs, or any other cost - it's the continuing devaluation of ticket prices as the price of everything else increases."

That's why the APA insists it has "drawn a line in the sand" with its latest contract proposal. And it ain't budging. Theirs might just be the ticket to ride.

This follows last year's rather substantial agreement by Continental Airlines to install LiveTV across a large portion of its Boeing narrowbody fleet. While airlines "are distracted", by current operating conditions, many are eager to get a jump on the competition in terms of in-flight entertainment and connectivity, says LiveTV VP of sales and marketing Mike Moeller.

JetBlue was once content for LiveTV to simply supply its own fleet and those of other US low-cost carriers (Frontier, WestJet) with live television and the promise of basic connectivity. Now the message from above is "go forth and prosper young man", says Moeller.

To do that, LiveTV needs the right partners in place. The company recently awarded a $20.1 million multi-year contract to KVH Industries to design, develop and build DirecTV satellite antennas for narrow-bodied commercial aircraft. Moeller says LiveTV hasn't replaced long-time antenna supplier EMS, but that it needs "multiple vendors to be able to meet the level we're going at".

A regular reader of this blog and in-flight connectivity enthusiast recently took the time to listen to KVH's conference call. He reports back that KVH is building and delivering to a very detailed specification, and that the requirement for the FAA and the STC certification is actually LiveTV's requirement.

Obviously there is a lot more to discuss on this subject, and other issues now facing IFE and in-flight connectivity players. Heck, Delta Air Lines - which boasts a transcontinental fleet of Panasonic IFE-equipped aircraft - has just selected Aircell's Internet service for its entire domestic fleet of 330 mainline aircraft. That's the same Delta that posted a $1 billion loss in the second quarter.

I'm currently enjoying some R&R on the banks of Torch Lake, Michigan (thus the reason why things have been a little quiet here lately). But bear with me. We're heading into the fun season. WAEA's annual conference and exhibition and the co-located Aircraft Interiors Expo are just around the corner.

In his piece, Walker captures the joys and pains of a job that gets little recognition but requires the heartiest of constitutions to perform day after day and year after year.

Says Walker: "Brutal labor relations, increasingly automated aircraft, and the dispiriting post-9/11 environment have torched whatever adventure and romance remain in aviation. But freight dogs never got that memo.

"Yes, they bitch endlessly about the hours, the food, the lack of sleep, the death-trap airports of Asia Minor and West Africa. But talk to true dogs for more than five minutes and they betray themselves as hopelessly, permanently, passionately in love with flying and the particular esprit that hauling cargo allows."

As record fuel prices, soaring quarterly losses and other airline industry challenges dominate the headlines, Walker deserves kudos for pointing out the humanity behind the machine.

(Photo from Sept 2000 Air Line Pilot article as featured on ALPA web site)