In a linear economy, industries produce or extract raw materials from nature, convert them into products, and then discard them as waste. This contributes to the rising climate, biodiversity, and pollution crises. However, a suitable foil for this is embracing a circular economy. So how can carriers and suppliers incorporate aerospace circularity to achieve sustainability goals? 

What is aerospace circularity? 

Aerospace circularity, also known as circular aviation or a circular economy, is a way of designing, making, and using products within planetary boundaries (boundaries within which humanity can continue to develop and thrive) or to maintain the stability of earth. As such, recirculating products rather than discarding them after use minimises waste and greenhouse gas emissions. 

A circular economy would encourage aviation to produce high-quality aircraft cabin interiors while minimising the demand for natural resources. Circularity promotes the use of materials in a continuous cycle, mirroring natural processes and eliminating the need for additional input or waste. 

How does circularity relate to the cabin interiors industry? 

Aerospace circularity influences how aircraft cabin components and designs are developed, produced, maintained, and disposed of. 

In FlyZero’s bespoke circular economy model for the cabin sector, for example, it’s shown that only part of the industry is practicing circularity by recycling materials into other industries, refitting onto other aircraft, or selling to other operators during the end-of-life stage. 

The lack of appropriate material marking or data sharing between OEMs, airlines, and recyclers is one barrier to the effective realisation of circularity. Material marking helps OEMs, airlines, and recyclers identify the types of materials used throughout the cabin product life cycle. Some materials are more volatile, thus the importance of material marking. Data transparency across the cabin product life cycle will help find cost-effective materials that can be recycled. 

“Life cycles are much shorter in the cabin, and there are structural solutions that can be implemented right now.” 

Sandra Bour Schaeffer, SVP Procurement Cabin and Cargo, Airbus 

Branding is also a challenge, as nearly half of cabin interiors are customised. To apply aerospace circularity, airlines can homogenise the designs for cabin furniture in all classes. This enables re-customisation should cabin products be re-sold. It minimises the manufacturing impact of customisation while maximising experiential differentiation for the customer. 

Circularity also needs to be scaled up to business models in the whole cabin industry, not just to individual cabin OEMs. Moreover, the industry should consider what to do during end-of-life scenarios and how to maintain cabin products in the higher-value phases of their lifecycles. 

Aerospace circularity is crucial to cabin interiors, particularly in selecting aircraft cabin structures. Recycling cabin materials can sometimes lead to inconsistent structural and visual performance, which makes them unfit for in-flight application by authorities. The industry needs to develop strategies and certification approaches that will not limit the use of recycled cabin interiors. 

Why is aerospace circularity important? 

AIX and PAX Tech Magazine discussed how the role of the circular economy in cabin construction is crucial to the overall sustainability goals of aviation. Aerospace circularity helps the industry have a holistic lifecycle view. This, in turn, will allow for the development of an infrastructure that will support sustainable activity and look for new recycled materials and solutions for the market. 

“I am pleasantly surprised about the discussions taking place from sustainability to production sites.” 

François Delaleu, Purchaser, Air France 

Cabin interiors are resource-intensive, and circularity promotes resource efficiency, longer lifespans, and easier repair and refurbishment. Aerospace circularity also helps the sector comply with sustainability requirements and minimises costs. 

Circularity is a key enabler for a more sustainable cabin. It involves responsible management of materials, design, manufacturing, operations, and end of life. It allows for a common lifecycle assessment baseline and comparisons, consolidating data and tools for sustainability standards. 

“The popularity of this show makes it very sustainable for people to find new products but also for suppliers to talk and problem solve on a wider scale”  

Eniz Sahbegovic, Head of Sales & Marketing, ZIM Aircraft Seating GmbH 

What are airlines/suppliers doing?

Aviation has been exploring various circular economy principles. 

Gatwick Airport, for example, converts organic waste into biomass fuel, while Torino Airport cultivates chamomile in its green areas to promote biodiversity and minimise the risk of wildlife strikes. 

The Dutch airport company, Royal Schiphol Group (RSG), has several circularity programmes, one of which is its collaboration with Philips, wherein airport lights will be given to them during the end-of-life phase for recycling. 

Cabin interior suppliers are also adhering to aerospace circularity. 

Diab Group has developed a thermoplastic sandwich panel for aerospace cabin interiors that is 100% recyclable. Meanwhile, Huntsman and V-Carbon Technologies joined forces to recover carbon fibre material systems that could be integrated into existing manufacturing platforms.  

Recycling aluminium from decommissioned aircraft and reintegrating it in the aerospace value chain is the goal of Constellium SE and TARMAC Aerosave’s partnership. 

Adient Aerospace, a joint venture between Boeing and automotive seating manufacturer Adient, employs thinner and lighter materials to improve fuel efficiency. Boeing uses crop flax on its sustainable wall panels, which can also be applied in manufacturing seat shells, aircraft cabin walls, and other elements. Airbus reduces the environmental impact of the cabin interior supply chain through smart digital solutions, like the Internet of Things. 

Attaining sustainable aviation through aerospace circularity

Aerospace circularity is an approach that mainly relies on the extraction of the maximum value from resources in use and keeps materials in circulation for as long as possible. It is being applied in aviation, from converting waste into biomass fuel to using materials complemented by recycling strategies.  

Cabin interior suppliers are also practicing circularity, like recovering carbon fibre and aluminium. 

While circularity in aviation is valuable, it still comes with challenges, such as significant upfront investments and difficulties in finding recyclable materials that meet aviation safety and performance standards. 

FlyZero adds that the cabin is one of the most difficult parts of an aircraft to apply circular economy principles to because it requires intra-sector and cross-sector partnerships. Currently, the industry lacks material and product flows at viable scales. OEMs also rely mostly on less eco-friendly designs and materials. 

To achieve sustainable aviation, the industry needs to develop more efficient and consistent solutions to reduce environmental impact without sacrificing passenger comfort or economic growth. While some sustainability efforts are underway, there is a lack of green action in end-of-life solutions, maintenance, operations, and production.

Aerospace circularity is expected to address environmental challenges beyond in-flight operations and even in the production of air vehicles and cabin interiors. 

All industries are making efforts to minimise their environmental impact, and aviation is no exception. The aviation sector is working hand-in-hand with governments and regulatory bodies to improve efficiency measures, fuel consumption, and carbon capture technologies, among other initiatives. But one particular area being focused on is sustainable cabins and their vital role in a zero-carbon future. 

What are the current initiatives? 

The goal of net-zero carbon emissions in the aviation industry is a complex and long-term one that requires coordinated efforts from multiple stakeholders. Collaboration among airlines, manufacturers, governments, research institutions, and organisations is essential to accelerate the development and deployment of sustainable aviation technologies and practices. 

Between 2005 and 2019, airline carriers reduced their fuel consumption per passenger kilometre by approximately 39%, according to a McKinsey analysis. The study reveals that the underlying factors behind fuel efficiency gains came from fleet upgrades and fuel-efficiency programmes, such as continuous descent approaches, reduced engine taxis, and optimised routes. 

Carbon offsetting is another strategy that the aviation sector is using to take immediate action to combat climate change. Some of the airlines that offer carbon offset programmes include Emirates, Qantas, Virgin Australia, Delta Airlines, and British Airways. 

Airports are also adopting different sustainable practices, from using renewable energy sources to implementing energy-efficient infrastructure. Additionally, the industry has been switching to biometrics for screening and check-in at airports. For instance, Alaska Airlines will start to remove its check-in kiosks in airports in 2024 to go digital and “paperless”. 

So what actions is the sector taking when it comes to the cabin? 

Sustainable Aviation Fuels (SAFs) vs. cabin interiors design 

One of the primary strategies in the industry is the use of Sustainable Aviation Fuels (SAFs) to significantly minimise carbon emissions. With SAFs crucial part in the aviation industry’s efforts to reduce carbon emissions, the question arises: are SAFs the real key to meeting aviation’s net-zero goals?  

The International Energy Agency (IATA) estimates that SAFs can contribute up to 65% to the reduction of emissions in the industry. However, it’s not the sole solution. One problem is that the technology to produce SAFs themselves is not yet economically sustainable.  

Production currently costs costs four times as much as conventional jet fuel. Plus, it makes up less than 1% of fuel available in the market. According to Rhodium Group‘s research, US production of SAF is around 4.5 million gallons per year. This is still not enough to fully decarbonize aviation by 2050, and carriers and suppliers want to act now. 

“Most countries in Europe are waiting for the big countries to produce [SAFs]… No European country will be in a condition to produce enough to export anything, because this is transformation to a level we’ve never seen before. So, it is important that every country takes action.”  

Rafael Schvartzman, IATA regional VP for Europe 

Consequently, in recent years, the demand for updating aeroplane interiors sustainably has also significantly increased. That is just one driving factor meaning that the aircraft refurbishing market is expected to reach a market value of US$5.4 billion by 2033 with a compound annual growth rate (CAGR) of 5.7% (2023–2023).  

A vital element in the aviation industry’s drive towards a zero-carbon future is cabin interior manufacturing. Maintenance, repair and overhaul (MRO) plays a crucial role in the aviation industry and can also ensure that older aircraft are more environmentally friendly by aligning cabin components with current standards and regulations.  

The primary purpose of SAFs is to replace conventional fossil jet fuels with more environmentally friendly alternatives. SAFs can significantly lower emissions compared to conventional jet fuels.  

Meanwhile, the focus of cabin interior design is largely on the passenger experience. But many manufacturers are implementing greener practices, such as recycling and repurposing materials, to drive sustainability.  

Cabin interior design can indirectly affect emissions by improving the aircraft’s efficiency and passenger experience. For instance, sustainable cabins with light materials can reduce fuel consumption by decreasing the aircraft’s weight. Cabins may not have a direct impact on the environment, but the way they are manufactured and operated does. 

The BDLI Cabin/Cargo Working Group believes that aircraft cabins are vital in reducing the aviation industry’s ecological footprint. The cabin and its operations represent 10–20% of the overall environmental impact during the entire lifecycle of an aircraft. Therefore, sustainable cabins offer plenty of opportunities for fostering decarbonisation, recycling, and circularity. 

To achieve sustainability while maintaining superior levels of passenger comfort, Airbus launched its Airspace Cabin Vision 2035+, mainly focusing on three pillars:  

• Transparency 
• Decarbonisation 
• Circularity 

Airbus will provide full transparency about the environmental impact of its cabin parts and operations and increase the use of full lifecycle analysis.  

The company will also introduce new cabin interior solutions and materials with low carbon dioxide impacts. Airbus estimates that using bionic design and biomimicry on their cabins can reduce the weight of all structural and lining elements by up to 40%. Finally, Airbus will integrate the next-generation cabin using hydrogen-powered aircraft, which will reduce emissions intensity. 

Credit: Pixabay 

Lightweighting

Sustainable cabins can contribute to net-zero goals through lightweighting. Airlines can generate fuel savings between 0.65% and 0.85% by simply choosing lighter seats and other weight-reduction practices. And at a fraction of the overall cost, opting for lightweight interior options can produce a high return on investment.  

Well-designed aircraft interiors, such as cabins, In-Flight Entertainment (IFE), lavatory, or security systems, that use lightweight materials also help operational savings. Anything that requires less cleaning, fewer repairs and replacements of spare parts equals less supply chain involvement and therefore greater carbon savings. 

Original equipment manufacturers (OEMs) carefully select materials used for cabin interiors not only to improve passenger comfort and safety but also to enhance product design and operators’ green credentials.  

Designers at Boeing, for instance, have been working with several seat manufacturers to use lighter-weight components like titanium and carbon fibre frames. 

Carbon composites are also a great material for sustainable cabins, known to provide weight savings and durability without sacrificing strength. Replacing traditional aluminium in manufacturing aircraft components has helped reduce the overall weight of aircraft like the Airbus A350 and Boeing 787 by 20%.  

Traditional aluminium can be found on various parts of aircraft like, the trims, rivets, fuselage, doors, wings, cabin pillars, and more. However, fibre-reinforced matrix systems are largely stronger. The huge benefits of composite materials include providing a smooth surface as they don’t corrode easily and holding up well in structural flexing environments. As such, using composite materials for airline cabins can also mean lower maintenance and repair costs. 

The French designer Expliseat uses advanced materials like carbon fibre and titanium, which make their aviation seats approximately 35% lighter. Note that an individual aviation seat typically weighs from 11 kg (short range) up to 17 kg (long range). This means that aircraft with between 100-700 seats may have a total seat weight of between 1.4-12 tonnes (approx.).  

Expliseat’s line of aviation seats produces lower seat mass, which in turn contributes to sustainable aviation. The company will deliver its new TiSeat E2 model to Kuwaiti’s Jazeera Airways by 2024. This is projected to deliver a substantial weight savings of 1.2 metric tonnes per aircraft. 

Retrofitting

An aircraft may be built to be structurally sound for years, but it will eventually show signs of wear and tear, which can be more apparent in aircraft cabins. This is where retrofitting becomes part of an aircraft’s lifecycle. 

Airline cabin retrofitting may include modifying seats to be thinner so more can be added, which can reduce the fuel required to transport each passenger. In addition, one study showed that aircraft cabins with elevated ozone levels may impact people with respiratory health impairments. Also, volatile organic compounds (VOCs) come with short- and long-term adverse health effects.  

As such, retrofitting cabins can mitigate ozone and volatile organic compounds in cabin-air environments. Other types of airline cabin retrofitting that can reduce energy consumption involve the installation of energy-efficient systems, better waste management, the incorporation of noise-reducing materials and engineering solutions, and upgrades to avionics systems. 

United Airlines, for instance, has been working on a retrofitting project since 2021. Its fleet of Boeing 737-800s underwent cabin retrofitting and now comes with new, larger overhead bins. The seats are equipped with LED lighting, USB and charging ports, Bluetooth connectivity, and refreshed lavatories.  

Digitising sustainability?

Carriers and manufacturers are rapidly producing technological advancements that are allowing the aviation sector needs to adapt to a digital future. Although, the concept of digitisation should also aim to solve environmental challenges without creating unreasonable expenses airline adopters. 

For instance, Inmarsat offers digitalised air traffic management (ATM) infrastructure to airlines. ATM can reduce delays and enable a more efficient service by safely bringing a number of aircraft closer together in the same airspace. By their estimations, with current ATM infrastructures, airlines may be sacrificing 23% fuel efficiency. 

Another example is IATA’s digital toolkit. With this suite of digital tools, airports can estimate carbon dioxide emissions associated with construction projects. So, whenever airports have development projects for terminal buildings, runways, and multi-story car parks, the digital toolkit can analyse the project’s carbon footprint. Then, authorities can discuss the results with airport operators and find a way to mitigate them. 

Applying digitisation in airline cabins boosts passenger engagement through in-flight entertainment systems, mobile apps, and interactive displays. AERQ’s Personal Electronic Device (PED)-friendly inseat system, for instance, allows passengers to customise and deploy applications directly to the seatback display.  

Passengers can easily connect to Wi-Fi or pair their devices with Bluetooth for an upscale entertainment experience. And these can also be used to inform people on narratives regarding carbon offset programmes, sustainable travel practices, and ways to minimise their environmental footprint.  

Airlines can also customise the content of the seatback system to display food, beverages, or products that can be bought on board. This eliminates the need to print out menus or brochures, as passengers can easily navigate through their options digitally. 

Digitisation can also ensure cabins are maintained efficiently without compromising on sustainability. This is evident in the case study led by Air France KLM Group IT and AirInt Services. Their solution was to go digital to simplify process of inspection and defect reporting. In turn, with the delivery of accurate and reliable data, they will reduce the likelihood of mechanical issues that can result in fuel inefficiency. 

Credit: Unsplash 

Sustainable cabins are vital 

As part of overall efforts to reduce the environmental impact of air travel, airline cabins undoubtedly play a significant role. Cabin interior manufacturing and supply chain management can buoy sustainability goals whilst the lightweighting of components can contribute throughout their lifecycle. 

Incorporating lightweight materials, including composite materials, into cabin construction can reduce the weight of the aircraft, which can minimise the amount of fuel needed to operate. Airline cabin retrofitting can also improve cabin-air environments to keep passengers and crew members safe and healthy.  

Subsequently, digitalisation in airline cabins is not just for the connectivity needs of travellers or crew. Digital-forward cabins can also be utilised to promote various sustainable practices, allowing passengers to be informed on the work done by airlines and how to minimise their environmental footprint further. 

Overall, sustainable cabin innovations are vital to a holistic consideration when formulating strategies on achieving net-zero carbon targets. 

Frequently asked questions

What are the 4 pillars of aviation sustainability? 

ATA developed a 4-pillar strategy as a guide for the entire aviation industry, covering aircraft R&D and economic and social measures to reduce emissions. The four pillars include: 

• Technology 
• Operations 
• Infrastructure 
• Socio-Economic Initiatives 

Technology covers propulsion systems and recommends adding the latest fuel-efficient aircraft to the global aviation fleet. Operations throughout the entire aviation industry should be overseen. Infrastructure should work on both the needs of air and ground. Socio-economic initiatives like taxation, emissions trading, and carbon offset programmes should be promoted.

How can the aerospace industry contribute to sustainability? 

The aerospace industry can implement decarbonisation measures to contribute to sustainability. For one, manufacturers can enhance engine designs or explore the use of lightweight fabrication material for improved fuel efficiency. The aerospace industry can also rely on urban air mobility to further shape sustainability.  

Electric vertical takeoff and landing (eVTOL) and drone deliveries have zero emissions since they are electrically powered. Moreover, the aerospace sector can take advantage of advanced propulsion systems like solar, hybrid, electric, or fuel cell technologies to achieve better fuel efficiency, which can significantly cut greenhouse gas emissions.

Why is sustainability important in aviation? 

Aerorplanes emit around 100 times more carbon dioxide than buses or trains. The aviation industry also emits an estimated 2.4% of global carbon dioxide annually. Sustainability in aviation is an important concern as carbon dioxide emissions pose a serious threat to the planet through climate change. The industry needs to reduce its environmental impact and contribute its share in mitigating this whilst improving efficiency and reducing costs for a sustainable future.

In association with PAX Tech Magazine, Aircraft Interiors Expo (AIX) hosted a roundtable discussion with industry leaders in the lead-up to the 2023 event to examine notable cabin interior trends, and explore how suppliers, through their work with brands and airlines, are continuing to revolutionise the cabin environment.

While the pandemic has had a lasting effect on airline maintenance, repair, and overhaul (MRO) budgets, with forecasts suggesting a 39% decline in MRO revenues across the industry, cabin interior refreshments are on the rise.

Demands for improved in-flight connectivity and passenger comfort continue to spark new interior trends, while the focus on creating lightweight, efficient, comfortable and sustainable solutions continues to challenge designers and manufacturers.

Discussing the notable cabin interior trends emerging in the industry, Karyn McAlphin, Design Director, SEKISUI KYDEX; Beth de Young, VP Business Development, Aircraft Interiors, Safran; Sama Wain, Account Manager, Sabeti Wain Aerospace; and Carsten Laufs, SVP Product Innovation and Digitalisation, Diehl Aviation joined Alex Preston, Senior Editor at PAX Tech magazine to look to the future, discussing the challenges of responding to expectations in respect to cleanability and connectivity, and how sustainability is continuing to drive change.

Mirroring recent outlook reports on the state of the industry, all participants shared their optimism for the future of the interiors market. “It’s very exciting right now because after the pandemic, the market is kicking in again and we are seeing a lot of very, very good discussions on the future of cabin interiors, regarding cleanability, sustainability, and all those interesting issues,” explained Carsten Laufs, SVP Product Innovation and Digitalisation, Diehl Aviation.

He continued, “connectivity is one of the most important trends. And, we see airlines coming back and asking questions, starting upgrade solutions packages. So, there is a lot of movement.”

Beth de Young, VP Business Development, Aircraft Interiors, Safran, agreed: “It really is exciting and it’s changing on so many different fronts that it’s a wonderful time to be in the industry. I think Carsten hit it when he said that sustainability and digitalisation are big.

Passenger comfort is important too. And while, during the pandemic, there was a tremendous amount of research on cleanliness in the cabin, there are a few items that have stayed, and we will expect to see them in the future. But fundamentally, the building blocks of the interior are changing and it’s a great time to be in the aircraft interior business.”

Reflecting on the challenges presented by the pandemic, Sama Wain, Account Manager at Sabeti Wain Aerospace, agreed that despite it being a difficult couple of years for the industry, the general trend was “onwards and upwards”. While Karyn McAlphin, Design Director at SEKISUI KYDEX, said it was “thrilling to see what’s going on the industry right now”, suggesting that the evolving interest in sustainability, was leading to “exciting times ahead.”

Embedded technologies put smart cabins on course

In response to the pandemic, airlines were quick to explore new materials for aircraft seating to enhance cleanability and cabin hygiene. It left cabin interior suppliers racing to embrace antimicrobial technologies, putting many on a steep learning curve to meet airline expectations. “One of the most interesting things we learned (during the pandemic) was that there is a lot available in terms of antimicrobial materials, and other ways of making clean surfaces, but it’s not enough,” said Beth.

She continued: “You also must have the appearance, durability, and flexibility in terms of branding, along with a range of other requirements. So certainly, incorporating these types of technology into the product moving forward makes sense, as long as you can meet the other demands of the market.”

Karyn concurred that there was tremendous interest in antimicrobial protection early on in the pandemic and that at SEKISUI KYDEX, lots of samples were put forward for testing: “It’s been very interesting to see the transition to an interest in cleanability. We’ve been supporting our partners by providing details about how our material holds up to these aggressive cleaners that have been used throughout the pandemic.

And now it really has transitioned, I think, for airlines to support the whole antimicrobial topic. They really needed to focus on their marketing and communications to customers. And there haven’t been many airlines that have been willing to take that on, quite honestly. It has been more about the cleaning and how you’re going to maintain it. And Beth made a very good point. It’s about durability and aesthetics, maintaining the finish.”

Perception and educating passengers are key considerations for airlines according to the panel. Karyn explained: “I think about everyone’s laptops, about how it has that little badge that says Intel inside. Unless you wanted to put something similar on your passenger tray tables, for example, no one would know that it was an antimicrobial material. Airlines don’t have in-flight magazines onboard any longer, so you really can’t communicate to passengers with a message from the president about this amazing technology that is keeping the aircraft clean.”

Sama agreed and highlighted how the interest in these technologies peaked at the beginning of the pandemic, and that a subsequent move towards leather and synthetic materials has been noted.

Transparency in communications with suppliers and passengers was also noted as a positive transition emerging from the pandemic. Carsten said: “We did a tremendous job in showing transparency regarding the materials, material durability, and using those technical solutions for cleanliness and hygiene. I agree that some of those technical solutions are relevant today. And for example, in the galley or lavatory areas some of them will stay as standard.”

Along with antimicrobial technologies, Beth suggested that touchless technologies were no longer seen as high-end features, but as a standard in what the airlines look for, particularly in areas like onboard lavatories.

Speaking about its adoption in the cabin, Beth said: “We introduced touchless into the lavatory on the A350 and have added it to the 737 in the past. What we see is an acceleration of this trend within our industry since the pandemic. The adoption rate is likely much faster than it would have been without it, but it probably would have come anyway, particularly in areas outside of the lavatory and galley, for example.

“You’re seeing a lot of touchless or low touch features getting incorporated into seats in the surrounds where it may not be an actual push button, but a very, very light touch surface that is easily cleaned. And, while mechanical is good in some ways because it’s simpler to control, we’re moving into the digitalisation of the cabin, and I think we’ll see more of those types of electronic interfaces as we learn to make them more reliable.”

Carsten agreed that touchless technologies would likely become the norm in the cabin. “I think there will be an increasing demand for those components. But the major purpose when we bring such equipment on board is that it’s maintained well, functional, and reliable at all times.”

Hidden innovation, seamlessly integrated

With the concept of touchless travel – from self-service, hands-free accessibility and surface hygiene improvements – quickly being embraced, those suppliers specialising in the more tactile elements of the cabin environment are also noticing a step-change.

Hinting at announcements to follow at this year’s show, Karyn explained that low touch and easy cleaning features that are clearly indicated are being incorporated into new designs, and “there has been tremendous interest in infusing wireless symbols into our materials so that [people know they can] charge their cell phones in an easily accessible area. It’s exciting to see some of the things that you see in automotive now making their way into aviation.”

Echoing this, Sama suggested that there was an increased demand from customers requesting wireless logos to be embossed into the trims of their business class or first-class seats for indication. And, while the developments in the premium offering onboard were leading these technological developments, the panel agreed that changes were being adopted throughout the cabin and not just in particular classes.

He explained: “Some airlines really push the economy product. I think it’s standard to have mobile phone charging now and even the low-cost airlines are retrofitting these technologies. Wireless charging is just the next step that we will see soon.”

The future of the connected cabin

While wireless charging features were considered to be common onboard most fleets, the connected cabin was declared a major focus of recent innovation. Carsten explained that in this space there is a heightened demand for connectivity within the cabin that isn’t limited to seats or any one specific cabin element. He explained that “there is a necessity for monitoring and collecting data throughout the cabin” and as a result, “multifunctional interoperable systems are needed.”

He went on to explain that this is a major focus for Diehl. “We work on specific solutions that are already available, and they will be enhanced in the future to manage all of this data and ease the work within the cabin interior. So, crew operations and passenger experience will be prominent topics we will follow up on.

“The other focus area is that when we talk about monuments and galleys, there is a lot of energy to manage all these systems and drive these systems. What we provide are energy-efficient solutions that tick the sustainability box as well. There is a great demand for a reduction in that energy consumption and therefore energy efficiency and weight reduction are a major topic for us.”

Enhancing the performance of the cabin, as well as the passenger experience, is a key topic that the supply chain has a notable focus on according to the participants. Karyn explained: “At SEKISUI KYDEX, we bring out new products and make some suggestions about how people might use them, and then we sit back and wait and see how people use them.

Sometimes they come up with amazing things that have never occurred to us. I’ve seen a lot of designs recently from various design firms where they’re using clear screens, where dividers have traditionally appeared, and information that is relevant to what the passengers are experiencing at that point in the flight is being cast upon that screen.

We have several new materials that can be used in that way and we’re looking for partners to explore that with us. That’s part of the development process. We know the technology exists in other places, as we’ve referenced before, and I think we can begin taking advantage of it within the aircraft environment.”

And, while the focus on innovation in product design continues, there is an increased focus on examining the manufacturing processes themselves to see where improvements can be made in the full product lifecycle. For example, sourcing sustainable or recycled materials for use within new product development.

“It is obviously a very big drive to find sustainable materials and for the whole supply chain for an airline to be more sustainable,” explained Sama. “It is difficult in the dress cover area because the lighter you go with a material, the more likely you are to have a flam test failure in the full combination test. Material suppliers are always trying to reduce the weight of their material but it’s not that simple.

So often lighter materials potentially mean poorer durability, and sometimes you do have to introduce a heavier fire blocker and it’s counterproductive. It’s also difficult to use recycled materials generally in all areas of the cabin because we have to use highly engineered materials that are not allowed to have foreign objects or inconsistencies. But material suppliers are all working on new sustainable materials.”

Karyn celebrated the emphasis on sustainability but admitted it had taken a while. “People are embracing this and realising that it’s a serious problem for our planet. SEKISUI KYDEX has been recycling material for 20 years, so it’s nothing new to us, but we’ve been very working very closely with Tony Saville at AIRA to recycle scrap. Beth’s company, Safran, is one of our best customers and we’ve been working with Tony to get their scrap recycled back into the thermoplastic that we’re manufacturing for them.

“Last year we did a soft launch of a new product called 5555 RCL – RCL for recycled – and there has been tremendous interest in the product.”

“It needs to go through all the testing, and everyone works with us over an extended period of time to make sure that it will work for them and that they embrace the concept”. Adding to the discussion, Beth explained that recyclability as well as the lower weight and longer life span of the aircraft, are all key sustainability goals for interior suppliers.

“If you’re going to achieve it, it’s going to take fundamental building block changes, she explained. We can’t just make a small adaptation of the fundamental materials in this industry. It’s going to take new materials, new production methodology, and new specifications. A lot is going on and we’ll see incremental solutions, everything from the product to the systems to the passenger experience”.

“It’s important to passengers and its probably the number one thing we hear about from our customers. Meanwhile, manufacturing processes such as additive manufacturing, or 3D printing, are helping to create lower-weight products”, as Beth explained. “Additive manufacturing is being used and deployed in our industry now, and on a production basis”.

“There may be opportunities because of the way that you can build up some products, instead of assembling them, that you can end up with lower-weight products. Material science is a big part of what has to happen for the future of our industry. We’re all working very hard in these areas”.

Carsten agreed, highlighting that sustainability and new manufacturing processes are not only important for innovation but need to be realised for multiple reasons. “There are two major streams. One has already been mentioned the carbon-neutral production of our products. That includes our own production and of course, incorporating all the material suppliers and supplier landscape we work with.

There is a tremendous effort already being done, but further efforts are needed for this to be realised. The other element is looking at our products in life, in service. And there we have two topics weight saving and of course recyclability. We have always saved weight on all our new platforms, and we have always used recycling processes within the production cycles of our products. But I think were entering a new decade of these things now, and so we need new solutions.

The key to success is to use the right technology for the right product to balance weight reduction and recyclability as one part of the circular economy. We need to rethink our product design to use different materials and enhance recyclability. And so, there is a lot of effort being done right now and we will carry it on into a very bright future”.

Karyn agreed, stating that it starts with design. She elaborated, “As new items are being developed, they need to be designed in such a way that they can be taken apart at the end of their life, separated, recycled, and put back in for a cradle-to-cradle experience.

And what we found with a lot of seats and monuments that have been developed in the past is that they might have had materials that had a capped surface or something that you can’t separate easily. Going forward, we need to be very cognisant of how we design these items that are going into the aircraft cabin”.

Speaking about who holds the responsibility for enacting change, all participants agreed that it is a group effort. “I think we in the industry need to embrace it and move forward and come up with great solutions on our own,” Karyn explained. “Otherwise, we will face regulation.

And I think the aviation industry typically has tried to avoid that in the past. If you develop something on your own, then it can be on your own terms as opposed to being forced to do something a certain way.”

Carsten added: “I believe that the passenger is one of the major drivers because we’re globally connected. Globalisation is a key topic and people want to see and experience other cultures. So, they will travel in the future, but they will want to travel sustainably. As a group, we need to serve our customers very well and have answers to their questions.”

The science of colour onboard

Colour psychology has long played an important role in the design choices made by airlines, either to complement brand identity and represent national culture, or to build on common associations by matching certain colours with certain emotions.

However, with a drive to increase the use of recycled materials, the selection of bespoke colours has become notoriously difficult, as Karyn explains At SEKISUI KYDEX, we create custom colours for our seat manufacturers and our airline customers. And you can have any colour you want on your seat. But then when that scrap gets recycled, it results in colours that may have some variation because weve committed to a minimum of 50% recycled material and up to 100sed on the available scrap in our RCL product.

Airlines that want to visually demonstrate the use of recycled materials may be disappointed. Going back several years, I think a lot of designers were very interested in recycled materials and so they were looking for material that looked recycled, Karyn explained. I think they were hoping that Thermoplastics could have that recycled look. When it gets extruded, its combined together and comes out in a flat sheet and it’s as smooth and even as can be.

So, the RCL product that I referenced earlier that we launched last year was black.We’re trying hard to develop other colours and make those available to people. But designers don’t seem to be as concerned about having something that looks recycled as just having a product that is recycled. I view that as a significant evolution in the market that is positive because it’s embracing something that has been a challenge in the past.”

Beth added: “The current trend with passengers right now is comfort and colours that bring about comfort. Feeling safe and clean is also important. The airlines generally have a colour preference; I think our job is to be flexible and to be able to enable the colour palette, but also the comfort items.”

Colour was also deemed an important topic for Diehl, as Carsten explained: “More standardised, more bright colours are a topic for us. On the other hand, we see more standardisation and that is a very good topic for the complete sustainability story of the cabin as well. If we can achieve more standardisation and we can achieve weight savings, it serves two aspects.

So, we always use a double approach: comfort, and cleanliness, but also the design approach of our products as well. And that is incorporating the surface finish not only one colour, but it’s the complete surface finishing when we introduce new technologies to make a surface decoration that serves both those items.”

External factors inspiring change

To close the discussion, all four roundtable participants were asked about their inspiration and influences not only as aviation professionals, but as passengers. Beth pointed out the undeniable role of technology and digitisation: “We talked about connectivity within the cabin, but one of the biggest things that’s happening is the air-to-ground communication that is also being added to that.

So, while you have flight attendants with their pads on one network, you have also a whole maintenance aspect going on with air-to-ground communications. And it’s going to revolutionise the cabin experience.” Carsten agreed, putting connectivity as the biggest trend impacting life on the ground and in the air.

Sama suggested that there was a growing domestic influence on cabin designs that enhance the image of comfort within passenger perceptions. While Karyn suggested that the focus on affecting the passengers’ emotional response to their environment and creating aesthetically pleasing finishes to surround themselves will be a key focus, and an exciting development to see in the industry.

Thank you to Alex Preston and PAX Tech Magazine for moderating the AIX Cabin Interior Trends roundtable. A special thanks go out to Karyn McAlphin, Design Director, SEKISUI KYDEX; Beth de Young, VP Business Development, Aircraft Interiors, Safran; Sama Wain, Account Manager, Sabeti Wain Aerospace; and Carsten Laufs, SVP Product Innovation and Digitalisation, Diehl Aviation for their candour and insightful contributions. 

Small, consistent changes, pioneering leadership, and more education are vital if the airline cabin interiors industry is to achieve its net zero and circularity goals; so said leaders from different sectors within the cabin interiors industry, brought together by AIX to discuss the role of the circular economy in cabin construction as part of a series of roundtable events.

The lively panel discussion was led by Matthew Nicholls from Tapis Corporation with contributions from Chris Brady, CEO, Unum Aircraft Seating; Nico den Ouden, COO, Generation Phoenix; Sohaib Ahmed, Programme Manager – Interiors, AJW Technique Interiors; and Ben Smalley, Director of Business Development, SEKISUI KYDEX.

The session began with panel members sharing their views on the role cabin interior manufacturing can play in the drive towards a zero-carbon future for the airline industry.

“We have to play a role as citizens of the planet, much less of the industry and all businesses; people are going to have to make lots and lots of small changes. We’re not looking for some magic wand or one great big banner-waving initiative. It’s about just chipping away,” said Unum Seating’s Chris Brady, who stressed his belief that progress lies with leadership, rather than technology.

“There are lots of technologies that are going to be deployed, but we need to create demand for them, and we need to create a burning platform as leaders to make sure that the people who work around us are making changes in the right direction,” he said, highlighting that this means supplying all the information people and businesses need to make informed decisions.

He added that where currency – be it dollars or any other currency – is currently the ultimate measure of competing products and profitability, the conversation needs to shift. “We’ve got to add another currency to profitability, which is climate impact and carbon dioxide equivalent… As a society, and certainly as an industry and as managers, we’ve got to work out how we’re going to measure what good looks like.”

He underlined that most people understand the price of a cup of coffee, but few have a sense of how many kilos of carbon dioxide emissions or equivalent is produced by making a cup of coffee on a flight, adding: “We’ve got to change that.”

Small changes, big impact

Nico den Ouden, COO of Generation Phoenix, the materials recycling and repurposing specialist, said it is possible for the industry to ‘move the needle’ towards a circular economy by learning from other industries, such as consumer markets where many products provide cradle-to-cradle, life cycle information.

“That’s a starting point of dissecting what one material versus another will contribute to carbon emissions…The planet has produced enough natural resource of raw materials in the past and we should be learning how to reuse what’s around us while trying to maintain the economic value as much as we can,” he told his fellow panel members.

Ben Smalley, Director of Business Development for SEKISUI KYDEX stressed net zero is achievable if everyone plays their part. “I think we know that we all have to play a part in it…and that will be incremental. It’s not going to be through just recycled plastics or leather.

It’s how they’re made. It’s down to the manufacturing process, how they’re shipped. However, I get worried that the industry is so hung up on this massive net zero target, that it’s not making those little incremental steps that need to be made.”

He told the panel that education is crucial, followed by a need for the industry to take a look at itself and measure its output in a coherent way. “I think we as an industry have to get aligned on tackling the fundamentals before we can reach for something like net zero, and every single one of us has to play a part in it – whether that’s providing products that are recycled and/or sustainable, down to the manufacturing process of products.”

Sohaib Ahmed, Programme Manager – Interiors, AJW Technique Interiors, made the point that the right conversations are taking place, with operators asking about the life cycle of materials at the point of seat cover changes.

“Unfortunately, when seat covers are made with the lamination foam and adhesives, 90% of the time they do end up in landfill. But there are some repurposing programs, such as that for Southwest Airlines, where they’re converting leather seat covers into school bags for certain communities,” he said, also pointing to companies that can convert fabric seat covers into yarns for carpet and underlay manufacturing.

“Every operator we’re working with right now has the same question… ‘What do we do towards the end of the life of seat covers?’”

However, he stressed there is still the issue of who pays for that repurposing. “Do airlines remove all the covers from, let’s say 100 aircraft, send them to a facility where, there’s a team working on them, sorting out the covers and manufacturing into these bags, for example?”

Matthew then asked the panel if sustainability and design for end-of-life means compromising.

Chris was emphatic that designing products with sustainability in mind does not mean compromising. “Idon’t agree with the mindset that says green is worse or somehow less luxurious or will diminish the passenger experience. To design is to choose.

You make a series of choices, and you make those choices based around the requirements and your constraints. And you just need to add a new constraint, which is how much carbon is involved and what the end-of-life story is. And then you come up with really clever new solutions.

“That’s why I say there are loads of small choices, because every time you pick up the pen to draw a shape or to define something, you’ve got to consider its performance – it’s old-fashioned performance, as in certification strength and cost, which is the business requirement, and now, a new business requirement which is it’s life cycle analysis.”

Driving change from the top down

Matthew then asked panel members how they believe the industry can increase its knowledge around zero carbon and the circular economy, and better understanding of materials. “And then how do we track and trace and sort of control those materials?” he asked.

Ben stressed:“It has to come from leadership and be part of your company’s core DNA.” And Nico added: “There’s still there’s still a lot of hurdles to overcome, but I’m convinced it has to go in that direction because otherwise, how would you know you’re moving towards your target of net zero and you’re moving the needle in the right direction?”

Chris added that it was important to understand that the industry’s net zero efforts should not be a tick box exercise, but a conviction that it’s the right thing to do. He also made the point that sustainability moves can only continue to improve the passenger experience.

He also made the point that “there’s nothing special about aviation”, and it should learn from other industries. “We just need to join in with the world and get on with producing life-cycle analysis,” he said, with Ben adding that the industry needs “more pioneers to lead the way”, because regulations typically form over time and by example. “I don’t want everybody to get so hung up on waiting for regulation rather than pioneering what the future can be.”

Concluding the discussion, Nico said: “It comes back to my life cycle analysis. Rather than reinventing the wheel, we should just utilise the tools, which are around it and drive them through the industry.”

Even to the layperson, the historical differences between the design of business jets and commercial aircrafts have been identifiable. We associate private jets with comfort, luxury and exclusivity, with commercial aircrafts it’s safety, durability and efficiency. However, in recent times, thanks to the proliferation of choice, the dividing lines between the two are becoming increasingly blurred.

We spoke with six Aircraft Interiors Expo (AIX) exhibitors, across a variety of sectors, to learn more about this phenomenon.

Comfort is critical, regardless of the cabin

While historically comfort has always been one of the key considerations of the cabin in business jets, it would seem a seamless, relaxing and comfortable flight is increasingly high up the priorities list for commercial passengers in the present day.

Marjan Trobis, CEO of Boxmark, d.o.o Slovenia, believes a key transition in the industry is the modernisation of commercial cabins “by adding more comfort and making them more attractive with sophisticated design”. He notes that Boxmark has noticed that more and more airlines wish to improve the seating comfort and attract more passengers with their unique design, adding that Boxmark is “convinced that design, functionality and greater comfort will become even more important in commercial cabins.”

Despite the increasing importance of comfort for commercial passengers, for Celso, a foam seat manufacturer, comfort in business jet interiors remains a much greater consideration. Aurélien Timbre, Sales Development, argues “the comfort of the passengers of the business jet is largely superior to the commercial cabins.

The volume of foam of the cushions is superior and allows us to optimise and work on the comfort to its maximum because the cushions are ‘custom-made’ and not a series as one can find in commercial aviation.”

That said, despite obvious disparities around comfort in both cabin types, Timbre notes a “major similarity in terms of design for private and commercial aviation cushions,” in part due to “the regulatory constraints in terms of fire, and crash tests lead us to use and propose similar materials for the design of our products.”

For Trobis, there is one thing that stands out when designing for business jet interiors. “Exclusivity is what prevails,” he notes. “Material tailor-made to the customers’ preferences and unique details are also of utmost [sic] importance. On the other hand, what counts in commercial cabins more and more is that design, comfort and sustainability are ensured through affordable serial production.”

And is there potential for designers of products in both cabins to learn from one another? Timbre believes so. “The business jet industry can be inspired by research in terms of weight savings and lighter cushions. Also, the manufacturing methods and processes implemented for commercial aviation can be a source of development applicable to the business jet sector, which sometimes remains locked in a “luxury high-end craftsmanship”.

Commercial cabins catching up on connectivity

Inflight entertainment and connectivity (IFEC) is one area which is experiencing considerable change when it comes to its impact on business jets and the commercial cabin. The ever-changing state of play in these respective cabins is being dictated by an increasing digital dependency, accelerated by the pandemic, of consumers who are demanding the same connectivity experience they have on the ground, 35,000 feet in the air.

According to Alois Sanktjohanser, VP Sales, SkyFive AG, the demand and expectations for inflight connectivity on commercial flights are catching up with that of business jets, to the extent that it is “highly demanded by regular travellers using commercial airlines.” He adds that today “an ever-increasing percentage of passengers on commercial aircraft rate inflight connectivity as important for their overall journey experience, much more than other amenities.”

Sanktjohanser’s statement is supported by the research. Inmarsat’s Passenger Experience Survey found that over three-quarters (77%) of passengers now view inflight Wi-Fi as critical to their inflight experience – an increase of 40% since 2018. Moreover, 82% of passengers said that they would be more likely to rebook with an airline that provided quality Wi-Fi.

According to William Huot-Marchand, SVP Inflight Connectivity, Inmarsat Aviation, this “demonstrates that reliable connectivity is now a must-have, not a nice-to-have” and that airlines, especially with regard to their commercial fleets, must “keep up and deliver the connectivity experience their passengers crave.”

Similarly, Sanktjohanser believes this trend is mirrored for business jets, “particularly for charter flights but also from owners,” adding that “the expectation of having a reliable, robust, and consistent high-speed connectivity solution available during the flight is common for both market segments.” In fact, it has been predicted that the number of IFC terminal installations in the business jet market will increase to almost 32,000 in 2029 – up from 20,689 at the end of 2019.

Despite the twin-demand for IFEC across fleets, there are different considerations for designers of both types of cabins. According to Sanktjohanser, considering the aircraft size and the number of passengers, “a commercial aircraft obviously requires more Wireless Access Points to be distributed in the cabin” while it’s the “size of the system that matters a lot” for business jets, considering the importance of comfort and the smaller size of the craft.

He adds airlines “typically aim to provide a comprehensive (walled garden) entertainment and e-commerce environment to enable ancillary revenue creation through onboard and offboard connectivity.” Despite these differences, Sanktjohanser believes that fundamentally, there are strong parallels between the two. “The approach to designing and implementing a base connectivity concept to meet client needs is very similar, if not the same.”

Durability key in the long-term

When it comes to coatings and materials, clear coat systems are common across wooden surfaces in business jets, as René Lang, Executive Managing Director Aviation at Mankiewicz, explains. “The special feature of [clear coat paints] is that they ensure the usability of the surfaces for years and protect the wood veneer from damage. The clear coat is a hidden champion for these substrates, bringing protection and depth of image together.”

And it seems the protective properties of coatings and materials are a key consideration, irrespective of the type of cabin. In commercial aircrafts, where the objective is to transport large numbers of people from A to B efficiently, Lang contends that its “the long-term robustness of the surfaces” that is of the “utmost importance.

“Even during the boarding process, the priority of the passenger is not to treat the surfaces gently. Therefore, every design concept is supplemented by advice on the surface durability in an aircraft life cycle and the perspective of easy inflight repairability.”

This importance of durability in the commercial cabin is also emphasised by Verena Bintaro, Head of Marketing & Public Relations, AERQ. While on business jets the exchange of passengers is on average much lower, commercial cabins are “characterised by high occupancy and utilisation” and must prepare for the incessant turnover of passengers. Therefore, the materials need to be “very durable, to extend the MTBUR (meantime between unscheduled removals),” i.e., the length of time an aircraft part can expect to stay on the aircraft until it needs to be removed.

Are there any similarities between the design of the cabin in relation to coatings? Lang thinks so. “There is an overlap. Within the last few years, sustainability has become a crucial perspective while the requirements for the surface and design remain at the highest level. Preference is given to sustainable alternatives to previous technologies. In the coatings sector, this leads to increased use of water-dilutable paint systems, the replacement of heavy foils with light topcoats, and the representation of metal optics with appropriate paint systems.”

Furthermore, regardless of whether the aircraft is business or commercial, and how creatively a cabin is designed, Lang adds that one essential consideration, in the context of a fast and sustainable implementation of design in industrial practice, is aviation-specific requirements like fire behaviour. “This is one of the reasons we only work with our design partners with aviation-approved paint systems so that once a design has been defined, it can go into industrial implementation anywhere and without delay.”