In-flight entertainment ( IFE ) refers to the entertainment available to passengers during flight. In 1936, the Hindenburg aircraft offered piano passengers, lounge, dining room, smoking room and bar during a 2 1/2 day flight between Europe and America. After the Second World War, IFE was delivered in the form of food and beverage services, along with occasional projector films during long flights. In 1985, the first personal audio player was offered to passengers, along with noise-canceling headphones in 1989. During the 1990s demand for a better IFE was a major factor in the design of the aircraft cabin. Prior to that, the most expected passengers were the projected film on the screen at the front of the cabin, which could be heard through the headphone socket in its seat. Now, on most airplanes, private IFE TV screens are offered in most airlines.
The current European trend is to implement bringing your own device system that provides internet connectivity, enabling users to stream a variety of pre-defined multimedia content. Following this trend, companies like Immfly are fast forwarding to provide on-board entertainment on short-haul commercial flights.
Design issues for IFE include system security, cost efficiency, software reliability, hardware maintenance, and user compatibility.
Flight onboard flight entertainment is often managed by content service providers.
Video In-flight entertainment
Histori
The first flight film was in 1921 at Aeromarine Airways featuring a film titled Howdy Chicago to its passengers as the seaplane flew around Chicago. The Lost World Movie was shown to Imperial Airways flight passengers in April 1925 between London (Croydon Airport) and Paris.
Eleven years later in 1932, the first television in a plane called the 'media event' was shown on Fokker F.10 aircraft belonging to Western Air Express.
The British post-World War II British Bristol Brabazon aircraft was originally designated with a 37-seat cinema in its large body; this was later reduced to a cinema of 23 seats sharing the back of the plane with lounges and cocktail bars. The plane never enters the service.
However, it was only in the 1960s that entertainment on the plane (other than reading, sitting in the lounge and talking, or looking out the window) became mainstream and popular. In 1961, David Flexer of Inflight Motion Pictures developed a 16mm film system using a 25-inch reel for a variety of commercial aircraft. Capable of holding the entire film, and mounted horizontally to maximize space, this replaces the roll of 30-inch diameter film before. In 1961, TWA committed to Flexer technology and first launched feature films in flight. Interviewed by the New Yorker in 1962, Mr. Flexner said, "a lot of ingenuity has come into it, starting from one of my thoughts one day, in flight, that air travel is the most advanced and boring form of transportation." Amerlon Productions, a subsidiary of Inflight, produced at least one movie, Deadly Than the Male , specifically for use on airplanes.
In 1963, AVID Airline Products developed and manufactured the first pneumatic headset used on board flights and provided this initial headset to TWA. This initial system consists of in-seat audio that can be heard with vacuum tube headphones. In 1979 the pneumatic headset was replaced by an electronic headset. The electronic headset was initially only available on selected flights and premium cabins while the economy class still had to use the old pneumatic headset. In the United States, the last carrier offering pneumatic headphones was Delta Air Lines, which switched to electronic headphones in 2003, despite the fact that all Delta aircraft are equipped with in-flight entertainment since Boeing 767-200 has included jacks for electronic headphones..
Throughout the early to mid-1960s, several in-flight films played back from video recordings, using Sony's compact, standardized, early compact recording video recorder (such as SV-201 and PV-201) and Ampex (such as the VR-660 and VR- 1500), and played on a CRT monitor mounted on the top side of the cabin over the passenger seat with multiple monitors placing several seats apart from each other. Audio is played back through the headset.
In 1971, TRANSCOM developed an 8mm film tape. The flight attendant can now change the movie in flight and add a short subject programming.
In the late 1970s and early 1980s, CRT-based projectors began appearing on newer widebody planes, such as the Boeing 767. It used LaserDiscs or video cassettes for playback. Some airlines upgraded old film IFE systems to CRT-based systems in the late 1980s and early 1990s on some of the older widebodies. In 1985, Avicom introduced the first audio player system, based on Philips Tape Tape technology. In 1988, the Airvision company introduced the first on-seat audio/video system using 2.7 inch (69 mm) LCD technology for Northwest Airlines. The trials, run by Northwest Airlines on the Boeing 747 fleet, received a very positive passenger reaction. As a result, this completely replaces CRT technology.
Currently, in-flight entertainment is offered as an option in almost any wide-body aircraft, while some narrow-bodied aircraft are not equipped with any in-flight entertainment. This is mainly due to aircraft storage and weight limits. The Boeing 757 is the first narrow-bodied aircraft that broadly displays Entertainment audio and video in a plane and today rarely found Boeing 757 without an in-flight entertainment system. Most Boeing 757 features CRT screens mounted on the ceiling, although some newer 757s may feature LCD drop-down or audio-video on demand systems behind every seat. Many Airbus A320 and Boeing 737 Next Generation aircraft are also equipped with LCD drop-down screens. Some airlines, such as WestJet, United Airlines, and Delta Air Lines, have equipped several small planes with private video screens in every seat. Others, such as Air Canada and JetBlue, have even completed several regional jets with AVOD.
For the introduction of private TV over jetBlue, the company's management tracks that the toilet queue is much downhill. They initially had two planes, one with a functioning IFE and one without one, which worked then called "happy plane".
Maps In-flight entertainment
System security and settings
One of the major obstacles in creating an in-flight entertainment system is system security. With sometimes miles of wires involved, voltage leaks and arcing becomes a problem. This is more than a theoretical concern. The IFE system was involved in the Swissair Flight 111 crash in 1998. To address any possible problems, the in-flight entertainment system is usually isolated from the main system of aircraft. In the United States, in order for the product to be considered safe and reliable, the product must be certified by FAA and meet all applicable requirements found in the Federal Aviation Regulations. The section on, or title, dealing with the airline industry and electronic systems embedded in the aircraft, is a CFR of title 14 of section 25. Contained in Section 25 is a rule relating to electronic systems of aircraft.
There are two main parts of the FAA eligibility rules governing their aviation entertainment systems and their safety in a transport category aircraft: 14 CFR 25.1301 which approves electronic equipment for installation and use, ensuring that the system is properly labeled, and that the design fits the function intended. 14 CFR 25.1309 states that electrical appliances shall not alter the safety or functionality of aircraft in the failure results. One way for IFE systems intended to meet these regulatory requirements is to be independent of the aircraft's main resources and processors. By separating the power supply and data connection from the aircraft performance processor, in case of failure, the system will be sustainable, and can not change the function of the aircraft. After demonstrating compliance with all applicable US regulations, the in-flight entertainment system is able to be approved in the United States. Certain US design approvals for IFEs may be directly accepted in other countries, or may be validated, under existing bilateral bilateral safety agreements.
Cost-efficiency
Companies involved in a constant battle to cut production costs, without cutting quality and system compatibility. Cutting production costs can be achieved with anything from converting housing to private television, to reducing the amount of software embedded in in-flight entertainment processors. Difficulties with costs also come with customers, or airlines, looking to buy in-flight entertainment systems. Most in-flight entertainment systems are purchased by existing airlines as an upgrade package to the existing fleet of aircraft. This cost can range from $ 2 million to $ 5 million for the aircraft to be equipped with a set of rear-mounted LCD monitors and an embedded IFE system. Some IFE systems being purchased are already installed on new aircraft, such as the Airbus A320, which eliminates the possibility of having trouble upgrading. Some airlines give direct costs to the customer's ticket prices, while some charge user fees based on each customer's usage. Some also try to get most of the fees paid by ads in, around, and on their IFEs.
The largest international airlines sometimes pay more than $ 90,000 for a license to display one movie over a two or three month period. These airlines typically feature up to 100 movies at once, whereas 20 years ago they only had 10 or 12. In the United States, airlines pay a fixed fee each time a movie is watched by passengers. Some airlines spend up to $ 20 million per year on content.
Software reliability
Software for in-flight entertainment systems should be aesthetic, reliable, compatible, and also user-friendly. This limitation describes the expensive engineering of individual-specific software. In-flight entertainment equipment is often touch-sensitive, allowing interaction between every seat in the plane and the flight attendant, which is wireless across multiple systems. Along with a complete aircraft intranet to handle, in-flight entertainment system software must be reliable when communicating with and from mainstream in-flight entertainment processors. These additional requirements not only place additional burden on software engineers, but also on pricing. Programming errors can escape the software testing phase and cause problems.
In-flight entertainment varieties
The map-moving system
The mobile map system is a real-time aviation information video channel broadcasted through to the project cabin/video screen and private television (PTV). In addition to displaying maps depicting the position and direction of the aircraft, the system provides altitude, airspeed, outdoor air temperature, distance to destination, distance from the point of origin, and local time. The mobile map system information is taken in real-time from the aircraft's computer flight system.
The first moving-map system designed for passengers was named Airshow and was introduced in 1982. It was created by Airshow Inc. (ASINC), a small southern California company, which later became part of Rockwell Collins. KLM and Swissair were the first airlines to offer a mobile map system to its passengers.
The latest version of mobile maps offered by IFE producers include AdonisOne IFE, ICARUS Moving Map Systems, Airshow 4200 by Rockwell Collins, iXplor2 by Panasonic Avionics and JetMap HD by Honeywell Aerospace. In 2013, Betria Interactive launches FlightPath3D, a fully interactive moving map that allows passengers to zoom and shift 3D world maps using touch gestures, similar to Google Earth. FlightPath3D was chosen by Norway as a map mover on their new Boeing 787 Dreamliners fleet, which runs on Panasonic's Android-based IFE touchscreen system.
After the 2009 Christmas Day bombing trial, the US Transportation Security Administration (TSA) briefly ordered the closure of a direct map on an international flight landing in the United States. Some airlines complain that it can force the entire IFE system to remain closed. After complaints from airlines and passengers, this restriction is reduced.
Audio entertainment
Audio entertainment includes music, as well as news, information, and comedy. Most music channels have been recorded before and feature their own DJs to provide chat, song recognition and artist interviews. In addition, there are sometimes channels intended for aircraft radio communications, allowing passengers to listen to pilot conversations in flight with other aircraft and earth stations.
In an audio-video on demand system (AVOD), software such as MusicMatch is used to select music from a music server. Phillips Music Server is one of the most widely used servers running under Windows Media Center which is used to control the AVOD system.
This form of in-flight entertainment is experienced through headphones distributed to passengers. The headphone jack is usually only compatible with the audio sockets on the passenger's hand (and vice versa), and some airlines may charge a small fee to get a pair. The supplied headphones can also be used to view private television.
In-flight entertainment systems have been made compatible with XM Satellite Radio and with iPods, allowing passengers to access their accounts or bring their own music, along with offering a full audio CD library of various artists.
Video entertainment
Video entertainment is provided via a large video screen on the front of the cabin, as well as smaller monitors located every few lines above the alley. Sound is supplied through the same headphones that are distributed for audio entertainment.
However, private television (PTV) for each passenger provides passengers with new and classic movie broadcasting channels, as well as comedy, news, sports programs, documentaries, children's events and drama series. Some airlines also feature news and current events, which are often recorded before and delivered in the morning before the flight starts.
PTV is operated through the Aviation Management System which stores the pre-record channel on the central server and streams it to a PTV-equipped seat during the flight. The AVOD system stores individual programs separately, allowing passengers to have special programs streamed to them privately, and can control playback.
Some airlines also provide video games as part of the video entertainment system. For example, Singapore Airlines passengers on multiple flights have access to a number of Super Nintendo games as part of the entertainment system of KrisWorld . Also the new Red Entertainment System from Virgin America and V Australia offers Internet games through a Linux-based operating system.
Private television
Most airlines now install private television (otherwise known as PTV) for every passenger on the longest long haul route. This television is usually located in the back seat or tucked into the arm of the chair for the front row seat and first class. Some show live broadcast satellite television that allows passengers to view live TV broadcasts. Some airlines also offer video games using PTV equipment. Many now provide closed captions for deaf and hearing impaired passengers.
Audio-video on demand (AVOD) entertainment has also been introduced. This allows passengers to pause, rewind, accelerate, or stop programs they have watched. This is in contrast to older entertainment systems where there is no interactivity. AVOD also allows passengers to choose between movies stored in the aircraft's computer system.
In addition to the private televisions mounted on the back of the seat, a new portable media player (PMP) revolution is in progress. There are two types available: commercial off the shelf (COTS) based on exclusive players and players. The PMP can be distributed and collected by the cabin crew, or it can be "semi-embedded" onto the seat or seat armrest. In both of these scenarios, the PMP can enter and exit the enclosure built in a chair, or arm cover. The advantage of the PMP is that, unlike the PTV seatback, the toolbox for the in-flight entertainment system does not need to be installed under the seat, as the boxes increase the weight of the aircraft and block the legroom.
In-flight movie
Private videos on demand are stored in the in-flight main entertainment system, where they can be viewed on demand by passengers on board aircraft built on media servers and wireless broadcast systems. Along with the concept of on-demand appears the ability for the user to stop, rewind, fast forward, or jump to any point in the movie. There are also movies that are displayed all over the plane at one time, often on a shared overhead screen or screen on the front of the cab. The more modern aircraft now allow Personal Electronic Devices (PEDs) to be used to connect to the in-flight entertainment system.
Scheduled regularly in the aviation movie premiered in 1961 on a flight from New York to Los Angeles.
Closed-captioning
Closed captioning technology for deaf and hearing impaired passengers began in 2008 with Emirates Airlines. The title is text that is streamed along with audio and oral videos and allows passengers to enable or disable subtitle/text languages. Closed captioning is capable of streaming various text languages, including Arabic, Chinese, English, French, German, Hindi, Spanish, and Russian. Current technology is based on multiplek Scenarist files so far; However, portable media players tend to use alternative technologies. The WAEA technical committee is trying to standardize closed text specifications. In 2009, the US Department of Transport decided to use all text videos, DVDs and other audio-visual displays played for the safety and/or purpose of information on aircraft to be of high contrast (eg, white letters on a consistent black background [14 CFR Part 382/RIN 2105-AD41/OST Docket No. 2006-23999]). In 2013, several airlines, including
- United Airlines,
- Qantas
- Southwest
- and Emirates,
have closed captions provided on their AVOD system.
In-flight games
Video games are another aspect of in-flight entertainment. Some game systems connect to the network to allow interactive games by many passengers. The next generation of IFE games are beginning to shift the focus from pure entertainment to learning. The best examples of this changing trend are the popular trivia game series and Berlitz Word Traveler that allow passengers to learn a new language in their own language. Appearing as a mixture of lessons and mini games, passengers can learn the basics of a new language while being entertained. Many more learning applications are constantly emerging in IFE markets.
Islamic Prayer and Guidance to Mecca
In some airlines from the Muslim world, the AVOD system provides the direction of Qibla to allow Muslims to pray to Mecca (eg Emirates, Iran Air, Etihad, Malaysia Airlines, Qatar Airways, Kingdom of Jordan and Saudia); Malaysia Airlines already has a Quran e-book and Garuda Indonesia has unique Qur'an channels.
Some Islamic airlines may also switch to Quranic prayers before take off, such as Egypt Air, Etihad, Jazeera Airways, Kuwait Airways, Pakistan International Airlines, Royal Brunei, and Saudia.
In-flight connectivity
In recent years, IFE has expanded to include in-flight connectivity services such as Internet browsing, text messaging, cell phone use (if allowed), and sending email. In fact, some in the aviation industry have begun to refer to all categories of in-flight entertainment as "IFEC" (Entertainment In Aircraft and Connectivity or Entertainment and Inside Aviation).
Boeing aviation manufacturers entered into the in-flight connectivity industry in 2000 and 2001 with a branch called Connexion by Boeing. This service is designed to provide in-flight broadband services to commercial airlines; Boeing builds partnerships with United Airlines, Delta, and America. In 2006, the company announced the closure of its operations in Connexion. Industry analysts call technology, weight, and cost issues because making services impossible at the time. Connexion hardware that needs to be installed in an aircraft, for example, weighs nearly 1,000 pounds (450 kg), which adds more "drag" (a force that works against forward motion) and heavier than can be tolerated for airlines..
Since the closure of Connexion by Boeing, several new providers have emerged to deliver broadband on the plane to the airline - notably Row 44, OnAir and AeroMobile (which offer satellite based solutions), and Aircell (which offers connectivity from air to ground via mobile signals).
In recent years, many US commercial airlines have begun testing and using in-flight connectivity for their passengers, such as Alaska Airlines, America, Delta, and United. The industry's hope is that by the end of 2011, thousands of aircraft in the US will offer some form of broadband in flight to passengers. Airlines around the world are also beginning to test offerings in broadband flights as well.
Satellite and internal phone
Now, airlines provide satellite phones that are integrated into their systems. These are either found in strategic locations on the plane or integrated into the remote control of passengers used for individual in-flight entertainment. Passengers can use their credit cards to make phone calls anywhere on the ground. Tariffs close to $ 10.00/min are usually charged wherever the recipient is located and the connection fee can be applied even if the recipient does not answer. The system is typically incapable of receiving incoming calls. There are also several aircraft that allow faxing and the rate is usually the same as the call rate, but on a per-page basis. Some systems also allow SMS transmission.
The more modern system allows passengers to call fellow passengers who are in other seats simply by entering the receiver's seat number.
Data communications
IFE manufacturers have begun introducing Intranet type systems. Entertainment Systems RED Entertainment Virgin America and V Australia allow passengers to chat with each other, compete with each other in games provided, talk to flight attendants and demand, and pay up front, food or drink, and have full access to internet and email.
Wi-Fi
Some airlines test cabin wi-fi system. In-flight internet service is provided via satellite or air-to-ground network. In Airbus A380 aircraft, data communications via satellite systems allow passengers to connect to the Internet directly from individual IFE units or their laptops via in-flight Wi-Fi access.
Boeing's revocation of the Boeing Connexion system in 2006 raises concerns that Internet flights will not be available for next-generation aircraft such as the Qantas Airbus A380 and Boeing Dreamliner 787 fleets. However, Qantas announced in July 2007 that all service classes in its A380 fleet will have access wireless internet as well as back-seat access to cached email and web browsing when Airbus began operations in October 2008. Certain elements were also installed to Boeing 747-400.
Sixteen major US carriers now offer Wi-Fi connectivity services on their aircraft. The majority of these airlines use the services provided by the Gogo Wi-Fi service. This service allows Wi-Fi enabled devices to connect to the Internet. Delta currently has the most Wi-Fi fleet complete with 500 aircraft now offering in-flight Wi-Fi.
Mobile
As a general rule, the use of cell phones while in the air is usually not only prohibited by operators but also by regulators in relevant jurisdictions (eg FAA and FCC in the US). However, with additional technology, some operators still allow the use of mobile phones on selected routes.
Emirates became the first airline to allow mobile phones to be used during the flight. Using the system provided by the AeroMobile telecommunications company, Emirates launched its commercial service on March 20, 2008. First installed on Airbus A340-300, AeroMobile currently operates on Emirates A340, A330 and B777 aircraft. Emirates plans to launch this system to their entire fleet by 2010.
Ryanair had previously aimed to become the first airline to allow the use of mobile phones in the air, but eventually launched its system commercially in February 2009. The system was installed on 22 737-800 jets based at Dublin Airport and installed on Ryanair's 200 fleet of 737-800 jets in 2010.
OnAir offers mobile connectivity connections to various airlines through its GSM network. The GSM network connects to the inland infrastructure via the Inmarsat SwiftBroadband satellite providing consistent global coverage.
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Source of the article : Wikipedia
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