I’m not at all happy about the merger between United and Continental airlines. It means two things: 1) the Continental staff will smile as much as the United staff now, 2) I have to fly through O’Hare more often. Both are dim prospects for a happy Clevelander. Keeping a smile on the faces of the staff and making flying as pleasant as possible is something you would think the airlines would try to do considering the usual accommodations we get. I hope the merger works out for the staff and things get better for United. As for O’Hare, the only way to fix that travel disaster is to move the airport. I’m here in Europe and with our Director of Development who flew from Ohare and lost a day and half due to weather. Some things, you can’t change.
The new 737 interior has arrived and its beautiful. Cramped in or not, delayed on the ground or not, it’s an improvement. Wider walls, easier baggage stowage, and LED lighting will make the experience of flying nicer. They also fixed a longstanding problem of passengers accidentally touching the flight attendant call button instead of the lights. While I haven’t seen the layout, this was a great thing to improve. Even with as much as I fly, I’ve hit the wrong button myself. Of course, on United, I’m afraid to hit the call button for fear of angering the flight attendant, but sometimes you do need help. It might seem like this was an easy thing to do, but changing wiring on an airplane is very hard to do.
The 737-8s are beautiful planes. For all the noise that Airbus is making with the NEO, it’s not taking 737 sales as the two airplanes are very different now with the 737 being larger. It’s surprising to see that no one has latched onto Bombardier’s C-Series yet and at this point, that’s a critical mass moving in the wrong direction. Down but not out, I think it’s going to force Boeing’s to have to build a new airplane that competes with the NEO, the C-Series, and the Sukhoi and 919. Single aisle competition is fierce and It will be very interesting to see what happens in a few years when China and its neighbors consume the 919 and Russia and its satellites consume the Superjet.
This trip to Europe and the stop at the Airshow in Paris reminded me of my last trip here a few months ago and a very special visit to Sweden. While I stayed at a normal hotel 10 minutes from the airport, staring at me out of the window was a retired Boeing 747 in a field. You can get there by car, bus, and even a backpack…it’s the local youth hostel! Definitely run down, but still beautiful in its bulge, the airplane now hosts dozens of trekkers who want cheap housing. While it is cool, to be honest, when I can get out of airplanes, I try to do so. Sleeping in them isn’t in my list of goals.
But others would disagree. Turning old airplanes into houses has a select group of fans behind it. There are old 707s and 727s pockmarked thru the world that are now homes. You can see them online if you search around. One very cool entry way is this one:
The Hotel Costa Verde overlooks the Pacific Ocean in Costa Rica.
Photo: Hotel Costa Verde
It’s a hotel so you get the travel feel without the round walls. The clipped wings is a downer but functional. We’re not big enough yet to have our own airplane so we built something of our own as we expanded recently. Now encompassing about 10,000 square feet, the brand new Active Fiber Optics lab greets visitors when they arrive in our new entrance:
No cubicles…airplane. Custom built by the best construction team not actually building airplanes. Painted an appropriate ugly shade of green on the inside, several Agilent 86100 mainframes, and our own Optofy test gear, we can do active testing of wiring and systems using actual aviation cable, termini, connectors, and LRUs at speeds up to 10Gbps. Other facilities can test the cable or passives but we can now do both. It’s not our business to qualify components, but we’ve got some complicated development work coming up and now have a unique facility to design and test them. By the end of this year, we’ll have our RJ and SFF series fully released and qualified at temperatures better than Industrial rating, at 850nm and 1310nm, speeds of 100Mb to 4Gbps, and even some support for HD Video. All of the parts will have 2x the link budget of industry standards and be hold measurements more consistently across temperature. The maximum speed rating of 4Gbps will be just a rated limit as the designs of the 850nm will operate at 10Gbps and will be packaged for release at that speed and in a new form factor in Q1 of 2012.
Trains are next on our list to upgrade. I never thought I’d hear engineers who design wiring for locomotives worry about weight, but it seems that running all those wires for ITE (In-Train Entertainment) and other systems weighs a lot and can be an EMI issue. Can you imagine a 10Gbps fiber optic backbone travelling at 100 MPH and configured in any kind of weather?