The vintage 1952 Grumman Albatross – Photo: Jason Rabinowitz
“Do you have time this week for a flight in a 1952…”
â€œWhat time do you have avaâ€¦â€¦â€
â€œIâ€™ll make time available. Just grab me a seat!â€
Thatâ€™s pretty much the conversation I had prior to the 2015 APEX Expo, where Global Eagle subsidiary Row 44 had its Grumman Albatross on hand to give demo flights throughout the week. Naturally, when offered the chance to hop on board for one of the flights, I made it my business to be available.
The classic controls – Photo: Jason Rabinowitz
Global Eagle is the in-flight internet provider to a few major airlines in the United States, including Southwest Airlines. While its satellite equipment is installed on hundreds of commercial aircraft, an aircraft it can call its own is necessary to constantly test the service and upcoming products. While our friends at Gogo now have a 737 to call their own, Global Eagle kind of went the other way on this one. Its test aircraft is this wonderful oldÂ Albatross. What better way to test the future of in-flight connectivity than with a half century old twinâ€“radial engine amphibious flying boat?
Southwest 737-700 (N711HK) seen at Dallas Love Field with Row 44 raydome between the strobe and vertical stabilizer. It also sports a retro-livery design.
On November 20, 2013 Southwest Airlines announced that, effective immediately, customers could use their portable electronic devices (PEDs) gate-to-gate. This was expected as other airlines had been making similar announcements earlier in the month after the FAA relaxed their rules. What wasnâ€™t expected was that in-flight entertainment (IFE), through their Row 44 WiFi, would also be available gate-to-gate, making them the first U.S. airline to offer a seamless integrated experience, regardless of altitude.
Southwest Airlines has long been a renegade, going against the grain, often being successful with that strategy. When the industry zigs, they zag and usually find themselves with a competitive advantage. And thatâ€™s exactly what they did when they bucked the trend of U.S. airlines signing on with traditional passenger-level-hardware IFE. Instead, Southwest chose Row 44, an industry underdog to provide their connectivity. Row 44’s network is powered solely by satellite, whereas (at the time) the other big domestic players (i.e. GoGo) focused on terrestrial (land-based cell tower) service.
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I’m a known critic of IFE at the airline-provided-hardware level. I am of the school of thought that if you can give me WiFi, Iâ€™ll find a way to entertain myself, with my own device(s). BYODÂ (that is, “bring your own device”) is gaining in popularity across many industries and applications, so why not with airlines? Traditional IFE is expensive to implement, heavy to fly around, and requires added maintenance. With passengers likely to bring the added weight of their own devices anyway, why not simply eliminate the cost and complexity?
Southwest’s in-flight connectivity is nothing new, but has matured well beyond basic WiFi.Â I recently had the opportunity to try out the new gate-to-gate, or in my case, gate-to-gate-to-gate Row 44 on a business trip from Kansas City with a stopover at Dallas Love Field on my way to San Antonio. Let me say, I was impressed.
Passing Mt Rainier on-board a Southwest Airlines 737.
When I wanted to get between Seattle (SEA) and San Jose (SJC) via a direct flight, I didn’t have too many choices. I could have either flown on Alaska or Southwest Airlines. Â Since I had never flown Southwest before, I decided to give it a try and tick a new airline off my list.
The whole experience began the day before my flight when it was time to check in. Â I had read a few guides (although not the one written by the founder of this very website — oops) on how to deal with a Southwest flight.
Southwest, unlike any airline I had ever flown before, does not assign seating — it is a â€œFree for allâ€. Â Your ticket simply lists your boarding group (A, B or C) and a number which is your place in line. Â When you get on-board you are free to sit wherever you want.
The first 15 in the A group are reserved for Southwestâ€™s frequent flyers or â€œA listersâ€. Some fare classes and those who pay for automatic early check-in [aka EarlyBird] snag the majority of the A group. Â The first 60 guests get the A group, the next 60 get B and whatever is leftover gets C. You obviously donâ€™t want to be in the C group, if you donâ€™t like middle seats. I luckily scored an A group ticket — game on.
Two will enter, one will leave. Some will have Wi-Fi.
United has announced today that Continental intends to add Wi-Fi to 200 of their Boeing 737 and 757 aircraft. It is not officially, official that this will happen, but I would imagine it will go through.
If you get confused on who and what United and Continental Airlines are right now, you are not alone. Although they will be merging, they are still two separate airlines. This gets more confusing since they have started to re-paint planes and doing joint announcements.
Add to the confusion that currently, United flies fourteen aircraft with Wi-Fi already on their Premium Service (PS). 13 of those aircraft are using Go-Go Inflight Wi-Fi and one is using Row 44. The Continental aircraft will be using LiveTV’s ViaSat-1 satellite internet. Those are a lot of different providers and I would imagine as the merger settles down, the new United will be looking at which service package they would want to provide to the entire fleet. Since the new United has so many international destinations, it makes sense for them to look at using a satellite provider like Row44 or LiveTV.
Becoming the world’s largest airline is not easy. There are a lot of things that still need to be dealt with to make sure the new United has a consistent brand.Time is of the essence since the new United doesn’t want to alienate loyal customers for both airlines during the transition.
To learn a bit more, check out my story on AOL Travel News.