Sweet Shiny Cockpit: Boeing 787 From The Inside

Mike Carriker, chief pilot for the Boeing 787 program, in a nice new report lays out the twinjet's flight deck design and features, as well as Boeing's philosophy.

Carriker notes, for example, that more features are provided as basic including: dual HUD, vertical situation display, large format map 1280 NM range, independent TCAS displays, RNP .1, full face O2 masks, triple tuning control panels, ATC uplink preview windows/MCP, electronic flight bag, electronic checklist, enhanced ground proximity warning system, airport map, single SATCOM w/full provisions for dual*, flight deck printer, HF data link*, light interphone system, dual cockpit voice recording (extended recording), auto scan weather radar, full time tactical map, and message based synoptic selection.

*Optional on the 787-3

Swift Aviation Completes A Giant Task; Eyes Fleet Growth

If someone asked me to name the winner of the Super Bowl – and told me I couldn’t Google the answer – I’d be hard-pressed to say who played whom or where the event was held (unless the Pittsburgh Steelers were involved). Please don’t judge me. I spent some rather formative years in Ireland and then moved to western Pennsylvania.

But even I admit I was impressed by some Super Bowl stats (and glossy pics) made available by Swift Aviation Group, a fixed based operator (FBO) with a luxury terminal at Phoenix Sky Harbor International Airport.

Swift, which was the official FBO of the Super Bowl Host Committee last weekend, handled 455 aircraft and pumped over 280,000 gallons of Jet A fuel during this period. The company filled up all of the available parking space at its terminal as well as a special overflow area secured specifically for the Super Bowl (see pic to the right).

It was, by all accounts, a record for the company. In fact, it pretty much blew "the charts off on that", Swift Air VP of flight operations Michael White tells Runway Girl.

Okay, you ask: "What does all of this mean to me, a commerical air transport staffer, executive, enthusiast, avid Runway Girl reader (ahem)?" Well Swift’s charter airline, Swift Air, operates a fleet of 10 aircraft, including Cessna Citation and Embraer Legacy business jets and three 68-seat Boeing 737s (one former Icelandair bird and two ex-US Airways aircraft). It mainly flies for sports teams and corporations. And while Swift isn't interested in competing with scheduled carriers, it is eyeing fleet growth "and is looking at a handful of options right now", including more 737s, reveals White.

Should you be interested in chatting about these opportunities with Swift, you should know that the firm really hasn't looked outside of the 737 in terms of narrowbodies because it "likes the reliability", has a lot of experience with the type and "a lot of support with vendors and partners with that particular model", says White.

However, he adds: "We previously owned a 757 – we might look at that again at some point."

Very light jets might be on the horizon if a business case can be made. "We’re taking an optimistic view on that market until we make a determination. There is room for expansion but don’t know what our role will be at this point. [I'm] not sure that the model is mature enough to support it from a business perspective," says White.

Swift is also studying "other opportunities in other parts of the country"

All this action helps explain why the company recently announced it is one of the “few charter airlines in the country” to reach an agreement with the FAA to establish an aviation safety action program (ASAP), which encourages voluntary reporting of safety issues at airlines and maintenance centres.

“Participating in ASAP not only the right thing to do for our customers, it’s also a strategic business decision that we believe will set us apart from our competitors,” says White.

“In fact, we’re one of only a handful of companies to participate in all four areas of the program – pilots, maintenance, dispatch and flight attendants – even among the major commercial carriers.”

American says New-Design Narrowbody Needs to Show “Significant” Step-up in Fuel Efficiency; Actively Searches for MD-80 Replacement

With 300 aging Boeing MD-80s on its books, American Airlines is actively searching for a replacement aircraft. But should the US major wait until Airbus and Boeing launch successors to their highly-successful narrowbody programs (not likely to occur until at least 2015 if not later) to place a significant new order, or should the airline place more incremental orders for current-model types? The latter appears a likely tide-over method. And what about Bombardier's proposed 110/130-seat CSeries? Is that a viable consideration for the Oneworld alliance member in light of its anticipated 2013 entry-into-service?

I asked these questions to American and here is what one of the carrier's prominent spokesmen had to say:

“Obviously [MD-80 replacement] is something we’re in very close contact with all the manufacturers [about]. Of course Boeing and Airbus are our suppliers for the mainline, and then we have relationships with some of the other guys through American Eagle and that sort of thing,” says the spokesman, adding: “I’m sure we’ll look at the timing too with whatever anyone puts out there.”

But a new-design aircraft’s time-to-market is not American’s only consideration. “This is not just a timing question. We want to make sure the decisions we make … are the right decisions," says the spokesman.

American must also “consider fleet commonality, training, maintenance”. It’s “not just when we can get it”, he notes.

Fuel efficiency, for example, “needs to be significant” step up. “I don’t think there is a magic number…but we’re also looking at the potential for … government and environmental emissions issues and less fuel means less emissions. So there is a lot to that and so yes, it has to be significant."

There is a balancing between how many current generation narrowbodies are purchased as MD-80 replacements and “at what point does the actual assuredly of a new generational narrowbody” [prompt] that transition, he says.

While a final decision awaits, American has been pulling forward orders for Boeing 737-800s, and adding incremental orders on top of that. If Boeing sticks with a 2015 launch of its narrowbody successor, it’s clear that American will “need to definitely bring in a sizable number of existing technology types…because with the 300 MD-80s, it took many years for those to arrive and will take several years to replace them all as well”.

(Photo courtesy of American's web site http://www.aa.com/aa/i18nForward.do?p=/aboutUs/ourPlanes/boeingMD80.jsp )

Fond Falcon Memories: A Look Back at AirCell's First Press Demo and Latest Achievement

(Amended to include comment from American)
Excitement is building in the world of onboard connectivity after American Airlines today announced it has completed installation of AirCell’s air-to-ground (ATG)-based broadband solution on the first of 15 transcontinental Boeing 767-200s set to trial the system.

The installation is a real achievement for Colorado-based AirCell, which first proved its technology to a group of journalists (including myself) on September 13, 2005. It was a day I’ll never forget. The flight demonstration was conducted on board a specially-equipped Falcon 2000 business jet at an altitude of about 11,000ft (3,400m) near Kansas City, Missouri. That's all of us standing in front of the jet BEFORE the flight. Things got rather bumpy on the ride and I felt certain I would toss my biscuits, as they say. AirCell execs were kind enough to give me a bag (clear and plastic) should I come face-to-face with my lunch. They also brought that plane down – THANK YOU AGAIN!

More to the point, however, AirCell in 2005 demonstrated how its system supports WiFi over a common air-to-ground pipe, providing access to voice, email, Internet and corporate virtual private networks, or VPNs (as well as mobile phones and Voice over Internet Protocol (VoIP) communications).

Today, American has equipped its first 767 with the solution, and is eyeing a fleet-wide equipage. The carrier previously said it expects the trial to get underway this quarter. It is now looking at offering the service on those 15 767s by the end of the second quarter, an American spokesman says.

The intention at American is to offer Internet to passengers with a couple of caveats. "AirCell is going to block VOIP and also very high bandwidth utilisation applications so that there is a DSL-like experience across the customer base," American manager of in-flight communications and technology Doug Backelin recently told me.

Despite that, this offering looks pretty damn cool (and you could hear me blabbing about it last Friday on New York Public Radio's "Sound Check" show here http://www.wnyc.org/shows/soundcheck/episodes/2008/01/18/segments/92108 )

Customers in all classes of service will be able to access the broadband signal using their own WiFi enabled devices for a fee. American says passengers will get the following:

1) Complimentary access to AA.com including services such as gates and times, fares and AAdvantage information;
2) Access to the Wall Street Journal Digest Edition,
3) Compatibility with VPNs that provide access to corporate intranets and email accounts;
4) And seamless coverage over the continental US above 10,000 feet.

"Access to broadband Internet access on our flights will be a fee-based service throughout the entire aircraft. AirCell will set the price, though specific pricing plans are still in development," says an American spokeswoman.

"Pricing will be similar to what consumers pay on the ground at a WiFi hot spot. At launch, the service will be offered only on longer routes (above 3 hours in duration) and will be priced at $12.95. In the future, the service on more typical length flights can be expected to be around the $10 mark."

A350 Gets Another Shot in the Arm After TAM Firms Order

It seems like only yesterday (well, Paris in June) that TAM was readying to announce whether it would affirm its original order for Airbus A350 aircraft or acquire Boeing 787 twinjets. At that time, TAM president Marco Bologna predicted an announcement would come within 30 days. True to Bologna's word, the Brazilian carrier signed a MOU for 22 A350 XWBs on June 28 2007.

Sadly, about three weeks later, TAM was faced with a tragedy of significant scale, when one of its Airbus A320s crashed on landing at Sao Paolo. The catastrophe claimed 199 lives. In the wake of the accident, TAM's focus rightly shifted to investigating the cause, and tackling a new climate of fear in Brazil (as well as media speculation over the crash), rather than acquiring new aircraft.

Today the carrier reaffirmed its position as a major player in Latin America by firming up its order for 22 A350 XWB models 800 and 900. The aircraft will be delivered from 2013 onwards.

TAM also confirmed the acquisition of four A330-200 aircraft with deliveries from 2010 onwards and of 20 more aircraft from the A320 family. According to the price list, the total value of the 46 aircraft is approximately $ 6.9 billion.

The deal is also very good news for Airbus, which saw TAM order four more Boeing 777-300ERs last year (for a total of eight). During a recent interview with Airline Business, Bologna explained the Boeing purchase. "We had to increase capacity and we could do this only by increasing the size of the aircraft," he said. The airline compared the Airbus A340-600 and the 777-300ER and in August ordered another four 777-300ERs for delivery in 2012.

(Photo courtesy of Agencia Brasil http://upload.wikimedia.org/wikipedia/commons/3/36/TAM_Linhas_Aéreas_Flight_3054.jpg )

ILFC President John Pleuger Discusses Boeing 787 Delay

(Amended: Click here for one of two forthcoming articles on this subject).

You might be struck by the absence of dialogue on my blog about the Boeing 787’s latest delay. It’s not for lack of interest on my part. On the contrary, I have been covering the story as a journalist since shortly after it broke on Tuesday.

At that very moment, I was sitting down to lunch in Alexandria, Virginia with fellow teammates at Flight International, including FlightBlogger Jon Ostrower. Once you’ve read his blog, you can see why there is little sense in my trying to duplicate it.

However, in my quest to take a fresh look at the story, I had the very good fortune of speaking with International Lease Finance (ILFC) president John Pleuger, who was kind enough to give me his two cents on the latest delay.

Since Sesame Street is nearly over, and it’s just about time for my daughter to hit the sack, I’m going to make my blogging life very easy by simply reprinting just a few of John’s thoughts here (you'll have to wait until Flight's next edition for the rest).

With respect to the 787’s latest delay (and when deliveries can be expected) John says:

“I am expecting that our deliveries in 2010 will be impacted.” [ILFC is scheduled to take delivery of 10 787s in 2010]

“None of our first ten are specifically targeted as going into China. [We have] not yet broken out where they are going.”

“I think you have to look at the circumstances for this aircraft. There is so much more subcontractor supplier scheduling that is impacting this program so I actually think it is very truly difficult for Boeing to be able to [give] a really accurate assessment …"

“I think there is just so many variables. I think those variables make it really difficult to really know definitively where we’re going to be. I think Boeing has done their best job of getting a handle on it. And I know they have had many, many really thorough scrub downs…to find out what is a reasonable time estimation.”

“I think what they will do is those [airlines/lessors] that they are sure they’re impacting, they’re going to tell them. The thing about this is that the entire supply chain in aerospace is completely maxed out. It has reached its maximum point of elasticity.”

Shit Or Get Off The Pot: Post-bankruptcy Majors Said to be Merger Sniffing Again

As reports surfaced today that Delta Air Lines is once again in the merger market, who among us felt a rather nauseating case of déjà vu? One need only Google the words “Delta merger” to see just how much ink has been wasted on the “will they/won’t they” debate (arguably first started when US Airways made an ultimately failed bid for Delta). Is anything different this time around? Possibly!

First of all, if reports hold true, Delta has whittled its choices down to two other post-bankruptcy US majors – Northwest Airlines and United Airlines (hey, at least they all have something in common). The former is a partner with Delta in the SkyTeam alliance, and has been rumoured to be a likely match for quite some time.

Star Alliance member United, on the other hand, is the same United that Delta CEO Richard Anderson rejected as a would-be partner in November.

“There have been no talks with United regarding any type of consolidation transaction and there are no such ongoing discussions,” Anderson said at the time, following calls by common shareholder Pardus Capital management for the two US carriers to consolidate.

Delta’s pilots feel pretty convinced that management is seriously considering a merger this time around. The Delta chapter of the Air Line Pilots Association (ALPA) has written a veritable treatise to members discussing just how calmly they’re going to handle the news - open a strike operations center and mobilize the strike preparedness committee.

Should anyone assume that Delta’s pilots are flatly against a merger, the union assures that “the flexible nature” of the strike preparedness committee will also allow union officials “to task them in support of a consolidation effort - but if and only if it is the right consolidation, a merger opportunity that provides the Delta pilots with the protections and equity we have communicated so clearly and unambiguously from the outset”. Well that’s a mouthful indeed. But the message seems rather clear – you’re not doing anything without our stamp of approval.

It’s a message that American Airlines’ pilots union, the Allied Pilots Association, made loud and clear to management in December 2006. At that time, APA officials approved a resolution to oppose any future company merger that would integrate another pilot group into the employee group’s seniority list. American in April 2001 acquired TWA’s assets. Merging the two carriers’ pilot seniority lists proved a thorny issue during the integration.

Merging the flight attendants’ lists proved a disaster. Thousands of former TWA flight attendants lost their seniority after American acquired the carrier and were furloughed after September 11.

Hoping to ensure that this never happens again, US Senators Claire McCaskill and Kit Bond last month secured a provision to the Senate’s omnibus spending bill – since signed into law - to provide air carrier employees with a base level of protection during mergers. This provision would make it harder for one airline or union to add the employees of another airline or union to the bottom of the seniority list.

Interestingly, the APA did not support the measure. “While this legislation is no doubt well-intentioned, APA does not favour legislative branch involvement in any aspect of labor negotiations,” said APA president Lloyd Hill in a recent statement.

Mega-pilot union ALPA, meanwhile, supports the law, which only applies to mergers going forward. “The legislation does not have any impact on US Airways and America West,” notes an ALPA spokesman. You’ll recall that even though US Airways and America west merged in September 2005, their major labor groups continue to work under terms of transition agreements reached after the merger. You want to talk about thorny!

But despite all the possible headaches stemming from mergers, it seems that major US airlines are hell-bent to come together.

Should Delta merge with current-partner Northwest, it would have access to, among other things, some very nice Boeing 787 delivery slots, some new Airbus narrowbodies and widebodies and a crop of old McDonnell Douglas DC-9s (some as old as 40 years – see one of my first blogs “40 Years Old But Still No Virgin”).

Should Delta opt for a merger with United, it.....SHEESH I'm worn out. Let's tackle this another time. I need a Guinness. Who's with me?

(Photo above right from Delta ALPA portal at http://crewroom.alpa.org/dal/DesktopDefault.aspx?tabid=2421)

Body Count: JetBlue and Southwest Eye Aircraft Offload (Plus Titbits on that AWAS A320 Deal)

It’s lucky for JetBlue Airways and Southwest Airlines that the market for Airbus and Boeing narrowbodies remains strong (at least for now). Both US low-cost carriers are readying to offload excess assets to keep capacity growth in check.

JetBlue has confirmed it will only increase capacity this year by between 6% and 9% compared to the 11% to 13% range advised for 2007. To accomplish this, the carrier is considering selling more aircraft (in addition to the two A320s it will sell in the second quarter), returning leased aircraft and postponing deliveries (pretty much what it did last year). Having this sort of flexibility, says JetBlue, is an asset. (Photo from www.jetblue.com/about/whyyoulllike/about_whyairbus.html)

It’s an all too familiar story. Among a bevy of US carriers cutting capacity in the face of rising fuel costs and a potential slowdown in demand, Southwest in December said it will slash as many as 10 737s from its already-amended growth plan (which includes the disposal of some owned 737-700s). The carrier’s new plan calls for a net addition of no more than 10 737s this year.

On a separate note, Irish lessor AWAS - which today placed a firm order for 75 Airbus A320 family aircraft - has confirmed the following:

1) The company can pick and choose the mix (A318s/A319s/A320s/A321s).

2) Deliveries of new Airbus narrowbodies to AWAS will begin in 2010; an end date has not been disclosed.

3) An engine selection for the 75-strong order has not yet been made. AWAS is currently in talks with manufacturers.

So is there room for AWAS to swap out later deliveries should a Airbus narrowbody successor come on board? What do you want - all the answers?

Rockwell on a Roll: Tapped by Mitsubishi to Provide Flight Computers, Pilot Controls for MRJ

Rockwell Collins on Monday plans to discuss an expansion of its relationship with Japan’s Mitsubishi Heavy Industries (MHI). But if you've landed on Runway Girl on this Friday night, I can tell you right now what that expansion entails.

MHI has selected Rockwell to provide primary flight control computers, pilot controls and the horizontal stabilizer trim system for the Mitsubishi Regional Jet (MRJ).

The deal makes Rockwell a key supplier for the 70- to 90-seat MRJ. Rockwell initially helped the MRJ get off the ground by providing its Pro Line Fusion avionics for the aircraft.

You’ll recall that the Boeing 787 uses Rockwell technology. And earlier this week, this blog discussed the likelihood that Rockwell will be selected by Bombardier to provide the flightdeck avionics for the CSeries (if the CSeries is to launch).

Now get on out of here. It's Friday night for goodness sake :)

US Airways Says No Thanks to ex-Maxjet Airways Boeing 767s But Looks to Acquire Some A340s

Where will the all-business-configured Boeing 767s flown by now-defunct Maxjet Airways end up? Well, one thing’s for sure - they won’t be flying under US Airways’ banner.

Flight International's ACAS database shows Maxjet had four 767-200ERs and a single 767-200 in its fleet.

Asked by an employee if US Airways is interested in acquiring Maxjet’s 767s, the carrier's senior VP of schedule planning and alliances Andrew Nocella reports the carrier does not have any interest in the aircraft at this time.

“We understand them to be of a similar age as our 767s and we are happy with the financial performance of the 757s to Hawaii and Europe. With 17 new A330-200s entering the fleet in the next few years we have lots of wide-body long range planes coming soon," says Nocella.

There is no doubt that US Airways has quite a bit of widebody lift coming its way. What it needs, however, is an aircraft capable of flying from Philadelphia to Beijing after last week receiving final DOT approval to initiate the service in 2009 (the same China rights that Maxjet tried to snag after US Airways complained about gate space at Philly…ouch).

It’s no secret that US Airways intends to operate Airbus A340s on the route. The carrier this week reiterated this plan to me. And, if all previous statements hold true, the aircraft will be an A340-300.

Let’s look back at those previous statements, shall we? In July 2007, I wrote that US Airways is looking at adding up to five A340s to its fleet. The article ran on Flight International magazine’s premium service Air Transport Intelligence. Here it is for your consumption:

US Airways considers adding up to five A340s
Mary Kirby, Philadelphia (27Jul07, 16:56 GMT, 204 words)

US Airways may add up to five Airbus A340s to its fleet to support future long-haul markets, the carrier has revealed.

“We are currently exploring used A340 options and expect that we could have four or five units in the fleet overtime,” says senior VP of schedule planning and alliances Andrew Nocella in the carrier’s latest employee newsletter.

ATI this week revealed that US Airways intends to use A340-300 aircraft on service from Philadelphia to Beijing in 2009, if it receives US DOT authority on the route.

The carrier holds rights to convert its 10-strong Airbus A330-200 order to A340s, but is also sourcing aircraft on the open market. These widebodies will be considered interim lift until US Airways’ Airbus A350 aircraft are delivered.

Nocella says a detailed review was done of the A340-300 and A340-500 for China and other future US Airways markets.

“While we would not completely dismiss adding this A340-500 to the fleet, we have found that it is more airplane than we require for Beijing service which we plan to operate with the -300 model in a 269-seat configuration,” he says.

The US Airways executive also notes that “very few -500s have been produced so they are hard to find”.

Source: Air Transport Intelligence news

CSeriously: Bombardier says it is in final downselect mode for CSeries flightdeck suppliers

Rumour has it that if Bombardier is to launch the CSeries (and I stress the word “if”), the manufacturer will select Rockwell Collins to provide the flightdeck avionics.

Bombardier has been working closely with Rockwell on flightdeck avionics for the 110/130-seat CSeries for the last few years, although it has held discussions with Thales and Honeywell. Commonality with the Boeing 787 avionics suite (manufactured by Rockwell) is said to be playing a role in the decision.

Asked to respond, the official word from Bombardier is: “We are not able to comment on the CSeries suppliers selection as we are currently in a final ‘downselection’ process. As you may be aware, we only announced the selection of Pratt & Whitney (power plant) and AVIC 1 (centre fuselage) for the CSeries program, subject to the launch to the CSeries aircraft.”

The key phrase, of course, is “subject to launch”. The CSeries might very well never see the light of day. Some well-placed sources feel downright certain that it won’t.

Time will tell. And that time is nearing. Bombardier has said it is waiting until calendar 2008 before announcing a launch decision. As of yesterday, the clock is ticking. (CSeries specs from Bombardier's site)

Oh, and Happy New Year folks. I took a little break over the holiday. Now I'm back to business.

Southwest Airlines Rejects Arinc/Rockwell Collins' Bid for In-flight Broadband

A little bit of sccop in the world of in-flight connectivity, for your pleasure...

It seems that the teaming of Arinc and Rockwell Collins has lost a bid to provide Ku band-based broadband connectivity to Southwest Airlines’ fleet of Boeing 737s.

Rockwell has confirmed its joint proposal with Arinc was not accepted by the low-cost carrier. The manufacturer remains convinced that its biggest opportunities in this sector remain with business jets.

Arinc and Rockwell this summer brokered a deal to reintroduce the avionics manufacturer’s Exchange service for business jets, which was disconnected when Connexion by Boeing was shut down last year.

Further to that, Rockwell yesterday completed the purchase of the SkyLink broadband terminal product line from Arinc.

“Through the conclusion of this purchase, Rockwell Collins will be able to offer passengers true broadband connectivity at the lowest service price available for high speed data,” said Tommy Dodson, vice president and general manager, Cabin Systems for Rockwell Collins. “We look forward to providing customers around the world with similar connectivity in the sky to what they experience on the ground.”

So what does Arinc have to say about Southwest's decision? I've called them to find out. You'll recall that the decision to bid for the Southwest deal represented a reversal for Arinc, which launched SkyLink for business jets in 2003, but later postponed stated plans for deploying its service on board commercial aircraft, citing the financial troubles suffered by US airlines.

Southwest, meanwhile, has yet to reveal its broadband provider. The carrier is one of several US operators readying to offer some form of airborne connectivity services to passengers.

JetBlue Airways has begun testing a limited air-to-ground (ATG) offering on board one of its Airbus A320 aircraft. Frontier Airlines is eyeing a similar offering to JetBlue. American Airlines and Virgin America are working with AirCell – owner of the 3MHz broadband ATG licence – to equip aircraft in 2008. Alaska Airlines recently agreed to trial US firm Row 44’s Ku-band-based solution.

AirCell to Launch on American Airlines Boeing 767 as Early as March

American Airlines could launch AirCell’s wireless broadband connectivity service on its transcontinental Boeing 767-200ERs by the end of March, says AirCell senior vice-president airline solutions Fran Phillips.

This is a few months earlier than the mid-2008 launch previously predicted, and could indicate just how eager is American to offer connectivity to passengers.

Installation on the first 767 is slated to begin on or around December 18 in Kansas, says Phillips. Once completed, supplemental type certification (STC) on the type will be sought. If the trial is successful, equipage of the domestic fleet is anticipated.

So, just what types of WiFi-enabled handheld devices will the AirCell service support?

Here is the list: Alltel PPC 6800, Apple iPod Touch, AT&T 8525, AT&T Tilt, Blackberry 8320, Blackberry 8820, Cingular 8125, HTC PPC6700, Mogul by HTC, Nokia N95, Qwest 6700Q, Samsung SCH–i760, Sprint PPC-6700, T-Mobile Dash, T-Mobile MDA, T-Mobile Wing, Verizon Wireless XV6700 and Verizon Wireless XV6800.

American Airlines Mulls Satellite-Based Airborne Connectivity Options

By now it’s well known that American Airlines will test AirCell’s air-to-ground (ATG) broadband solution next year on board its transcontinental Boeing 767-200 aircraft.

But the Oneworld alliance member is also “actively engaged" with connectivity suppliers in the satellite area, says American manager of in-flight communications and technology Doug Backelin.

You may recall that American was one of three US majors, including Delta Air Lines and United Airlines, to sign on as equity partners in Boeing’s now-defunct Connexion (CBB) in-flight broadband service. All three carriers pulled out of the project following 9/11.

AirCell can offer ATG service across the USA, and expects to expand to Canada and Mexico. But overseas flights require a satellite link.

“We’re concentrating most of our efforts right now to make the AirCell test a success, but at the same time keeping an eye on satellite solutions, talking to satellite providers,” says Backelin.

Japan Airlines to Remove Connexion Antenna from Boeing Widebodies; Seeks New In-flight Connectivity Solution

Well, it has finally happened. A former Connexion by Boeing (CBB) customer, Japan Airlines (JAL), has confirmed plans for removing from its Boeing widebodies the Mitsubishi Electric (MELCO) antenna that supported the now defunct airborne connectivity service.

Over the last year, the in-flight entertainment/communications industry has speculated about whether the likes of JAL - and CBB launch customer Lufthansa - might seek out a provider willing to assume the service requirements of CBB (and let that big ole MELCO antenna stay put).

Panasonic, for one, proposed a solution that would support that very scenario, as part of a wider commitment to its own Ku band-based connectivity system.

But it wasn't meant to be for JAL, which says the MELCO antennas will come off in 2008. “At the moment we are focusing on broadband connectivity options similar to CBB rather than using an on-board mobile phone station called a ‘picocell’," says a JAL spokesman.

As previously reported here, Lufthansa is strongly believed to have selected a team that includes T-Mobile for its connectivity needs.

Priming the Masses: Las Vegas Carrier Primaris Continues to Tout All-Business Boeing 787s; Hires for 757 Charters

A Las Vegas-based operator that made headlines in October 2004 when it announced its intent to acquire 20 Boeing 787-8s (then known as the 7E7) and 20 Boeing 737-800s is still touting plans on its web site to operate both types in all-business class configuration.

I’m sure Primaris Airlines does not mean to be disingenuous when it says: “As early as 2009, Primaris will be the first US airline with a fleet of the new Boeing 787 Dreamliner – a new airliner for a new world”.

It also says its initial new aircraft deliveries, which will be “from the Boeing 737 family”, will offer 2x2 wide leather seating and separate restrooms for ladies and gentlemen.

In June 2006, Boeing stopped recognizing Primaris as a potential customer for either its 787 or 737-800.

What Primaris does offer – and what its web site should more clearly state – is Boeing 757 charter service. Trinidad-based travel agency Constellation Travel Service contracts Primaris to fly charters to Fort Lauderdale, Florida; New York; and Toronto as well as to Guyana.

Flight International’s ACAS database says the carrier’s fleet comprises two 757-200s on lease from Lehman Brothers and Pegasus Aviation.

Primaris is also in a hiring push, but not for the aircraft types its web site most vocally promotes. Rather, the carrier is seeking Boeing 757 and 767 mechanics, as well as flight attendants and a crew scheduler.

What’s the deal, Primaris? Or rather, what isn't your deal?

(Photo Above: Copyright Carlos Borda)
See http://airlinersgallery.blogspot.com/2007/02/primaris-n740pa-now-wears-constellation.html

Aurela's first Boeing 757 spotted

Lithuania’s Aurela, a private airline that flies charters for tour operators in the Baltic States, is pressing ahead with plans to expand its fleet with Boeing 757s.

Spotters in Germany have scored some of the first shots of Aurela’s first 757, an ex-Vim Airlines bird.

The carrier’s current fleet comprises two Boeing 737-300s on lease from Pembroke and Triton.

Aurela has also said it will add a 737-400 to the fleet.

Air New Zealand Begins Flogging 747s

Anyone want to buy a Boeing 747? Air New Zealand (ANZ) has begun a dedicated effort to shed its 747-400 widebodies.

The carrier is listing four 747-400s for sale – three powered with Rolls-Royce engines and one with General Electric CF6 powerplants for delivery in 2012. There’s nothing like having a four- or five-year time period to make a sale.

The aircraft, with build dates ranging from 1989 to 1998, are being replaced with Boeing 777-300ERs that ANZ has on order with the manufacturer. The 777s will be delivered in parallel with already-ordered Boeing 787-9s between late 2010 and 2011.

Once the 777s are in service and have replaced the carrier’s 747-400s, by 2012, ANZ’s fleet will be made up entirely of twin-engined aircraft.

Eight is Great: Embraer Reveals Timeline for Next Generation Aircraft

Embraer could introduce its next generation aircraft in under eight years. The Brazilian manufacturer has revealed it is looking at a "mid-next-decade" timeframe. Hey folks, that's right about the time that Boeing is expected to introduce a new-technology replacement for its 737.

Far be it for me to speculate, but could Embraer be gearing up to challenge Boeing - and Airbus for that matter - in the mainline sector? CEO Frederico Curado in July told Bloomberg that the company is mulling it over. A decision now, he said, would be "premature" because "there'd be no sense bringing to the market a product that will be similar to existing products". New engine technology must first be developed, he said.

Nonetheless, the use of composites seems almost assured. Embraer VP market intelligence-airline market Luiz Sergio Chiessi says composites will probably be considered for the next generation airliner's wing and fuselage. He sees no point in rejigging the current E-Jet line with these materials.

Bombardier, meanwhile, is looking to bridge the gap between regional and mainline with its proposed CSeries. As currently defined, the CSeries will be made up of 46% composites, but retains an aluminium lithium fuselage. A launch decision is expected by calendar 2008 with a targeted entry into service in 2013.

Chiessi says he is "almost sure" Bombardier will opt for Pratt & Whitney's geared turbofan (GTF) to power the 110- to 130-seat aircraft.

Curb Your Enthusiasm: Canada's Submission in EU-US Subsidy Row is Standard Practice

Some journalists got excited this week over the news that Canada has jumped into the EU-US row taking place at the WTO concerning large aircraft subsidies. In a third party submission, Canada says Europe’s argument fails on a number of levels. The home of aircraft maker Bombardier certainly has reason to care about the case since it could set precedent in other commercial discussions, like the previous one fought between Canada and Brazil, where rival manufacturer Embraer is based.

What hasn't been mentioned yet is that the submission is standard practice. Oh yes, and Brazil has made one too, as has China, Korea, Australia and Japan (let’s try to sniff these out…such submissions are confidential unless made public by the submitting country)!

The EU says it feels Canada’s submission “is fully appropriate” since WTO Members frequently intervene as third parties to express views. After all, the EC does this in almost every case.

It hasn't yet responded to Canada’s arguments, saying the appropriate time to do that would be at the so-called third-party session, a meeting in Geneva with the panel, the parties, and third parties, currently scheduled for January 15.

Both the EU and the USA have filed separate subsidy complaints with the WTO. The core of the EU’s challenge is the alleged research and development support provided by the US government to Boeing. The EU claims the US airframer will have benefited from more than $23 billion worth of subsidies between 1987 and 2024.

The USA, meanwhile, alleges the benefit of EU member state financing to Airbus alone amounts to as much as $205 billion.