Three weeks ago my wife and I flew China Eastern from Beijing to Shanghai and, thanks to traffic miracles on both ends and the absence of the usual Beijing departure hold, made it door-to-door in about four hours.
Today I flew US Airlines from Washington to Boston, a more-or-less comparable route, in just about the same door-to-door time. One difference: Beijing-Shanghai is more than half again as far (576 nautical miles, vs. 343). Another: often I’ve been loaded onto a 747 for the Chinese route, versus the Airbus 319 that is standard for US Air. But here’s the general compare/contrast rundown:
Category: Transportation
American Airlines
Dave mentions his recent poor experience with American Airlines. I’ve had a number of those tight connections / run through the airport / arrive at gate / flight is closed / yet there is 5 or 10 minutes until departure time experiences.
However, I can recall two positive AA experiences:
- Extremely poor cabin conditions:
I arrived at my middle seat (9E) for a redeye West Coast to Chicago flight only to find that my left seatmate (9D) was very, very big and had the armrest up while occupying some a portion of my seat. The woman to my right in 9F had a cat under her legs….
I wrote a letter to AA’s CEO (Bob Crandall) and they promptly sent me my money back.
- Years later I flew through AA’s then hub in Nashville. My in bound flight was delayed and I faced a very tight connection to the last Dallas/Fort Worth plane of the evening. I stood up to depart my plane when my name was called. A bus drove me to the departing plane, just in time. That will probably never happen again.
I’ve also had many good experiences on United and Midwest Airlines. Your mileage may vary.
A conversation with Ed Iacobucci about the reinvention of air travel
In Free Flight, the seminal book on the forthcoming reinvention of air travel, James Fallows tells a story about Bruce Holmes, who was then the manager of NASA’s general aviation program office. For years Holmes clocked his door-to-door travel times for commercial flights, and he found that for trips shorter than 500 miles, flying was no faster than driving. The hub-and-spoke air travel system is the root of the problem, and there’s no incremental fix. The solution is to augment it with a radically new system that works more like a peer-to-peer network.
Today Bruce Holmes works for DayJet, one of the companies at the forefront of a movement to invent and deliver that radically new system. Ed Iacobucci is DayJet’s co-founder, president, and CEO, and I’m delighted to have him join me for this week’s episode of Interviews with Innovators.
I first met Ed way back in 1991 when he came to BYTE to show us the first version of Citrix, which was the product he left IBM and founded his first company to create. As we discuss in this interview, the trip he made then — from Boca Raton, Florida to Peterborough, New Hampshire — was a typically grueling experience, and it would be no different today. A long car trip to a hub airport, a multi-hop flight, another long car trip from hub airport to destination.
First Look at Branson / Rutan’s Space Terminal
Making private space travel possible and accessible to everyone has been a recurring topic at recent TED conferences, discussed by speakers such as Burt Rutan at TED 2006 (watch his speech), Peter Diamandis at TEDGLOBAL 2005, Richard Branson at TED 2007 and others. This week the first images of the central terminal and hangar facility at New Mexico’s future private spaceport have been released.
Waiting for My Air Taxi
One powerful force that’s dispersing economic opportunity is of course the Interent. A decade ago there were a few lucky souls who could pull an income through a modem. Today there are lots more, and we’ve yet to see what may happen once high-bandwidth telepresence finally gets going.
But a second force for dispersion has yet to kick in at all. It is the Internetization of transportation — and specifically, of air travel. That’s where Esther Dyson comes in. She’s investing in several of the companies that are aiming to reinvent air travel in the ways described by James Fallows in his seminal book on this topic, Free Flight. In that vision of a possible future, a fleet of air taxis takes small groups of passengers directly from point to point, bypassing the dozen or so congested hubs and reactivating the thousands of small airports — some near big cities, many elsewhere.
There are two key technological enablers. First a new fleet of small planes that are lighter, faster, smarter, safer, and more fuel-efficient than the current fleet of general aviation craft with their decades-old designs.
The second enabler is the Internet’s ability to make demand visible, and to aggregate that demand. So, for example, I’m traveling today from Keene, NH to Aspen, CO. If there are a handful of fellow travelers wanting to go between those two endpoints — or between, say, 40-mile-radius circles surrounding them, which circles might contain several small airports — we’d use the Internet to rendezvous with one another and with an air taxi.
A Conversation with Kip Hawley, TSA Administrator
In April, Kip Hawley, the head of the Transportation Security Administration (TSA), invited me to Washington for a meeting. Despite some serious trepidation, I accepted. And it was a good meeting. Most of it was off the record, but he asked me how the TSA could overcome its negative image. I told him to be more transparent, and stop ducking the hard questions. He said that he wanted to do that. He did enjoy writing a guest blog post for Aviation Daily, but having a blog himself didn’t work within the bureaucracy. What else could he do?
This interview, conducted in May and June via e-mail, was one of my suggestions.
AirTran’s Presentation to the Midwest Airlines Board of Directors
Presentation via www.sec.gov.
Airliners.net extensive discussion.
The demise of Midwest into AirTran will be a dark day for travelers….
Lufthansa Pondering an Economy Class Sleeping Area
Via Airliners.net:
To increase the travel comfort on intercontinental night flights, Lufthansa is thinking about a separate sleeping area within Economy Class. There, you would have the possibility to sleep in beds with an angle of 180? (Full Flat). This option could be booked instead of a seat.
In the future, when booking a night flight with Lufthansa from Johannesburg to Frankfurt, would you generally be interested in booking into the sleeping area instead of a seat in Economy Class?
A Bidet at 40,000 Feet
And Yamamoto may also earned the day’s chuckle award for his quip about one of the innovations ANA brought to the 787’s design. The airline teamed with Toto to create commercial aviation’s first bidet. The subject brings some amused reactions from Boeing executives, but they’ve included it in their furnishings catalog.
“We will be the first airline to refresh the parts (of people) that other airlines cannot reach,” said Yamamoto.
Much more on the new 787 here.
Milwaukee’s Briggs & Stratton Once Had the Lead in Hybrids
We are all seeing our personal mobility threatened by rising petroleum prices and dwindling resources. The fundamental appeal of electric cars is that they allow us to use energy sources other than petroleum on the road.”
A quote from a major auto maker rolling out a new hybrid concept at a recent auto show?
No.
In November 1979, Briggs & Stratton Corp., the Wauwatosa, Wis.-based maker of lawnmower engines, rolled out its sleek, futuristic plug-in hybrid-electric concept car with the very same motivations and goals as today’s car makers. On Earth Day the following spring, the manufacturer hauled it to Washington, D.C. and demonstrated the car running on domestically produced ethanol.
Like today’s Toyota Prius, the B&S Hybrid sported hump-backed styling for minimal aerodynamic drag. The forward-looking design was penned by the agency of famed industrial designer Brooks Stevens, who is credited with sketching the Willys Jeepster, Harley-Davidson Hydra-Glide, Evinrude outboard boat motor and the Oscar Mayer Weinermobile.
Fascinating story.