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When you get on a plane and sink into your seat, you probably don't think much about the seat cover, unless it's stained or wrinkled. Sure, the visually appealing design might grab your attention. And if the material is smooth and soft, it may guarantee a significant moment. Otherwise, the humble seat cover usually doesn't attract much attention.
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One of the main trends is that airlines are increasingly using contrasting fabrics to change the actual and perceived value of the various segments of economy class. By simply changing the color, trim and finish—and, of course, adding extra legroom—United Airlines has been able to differentiate Economy Plus from regular Economy on its new Bombardier CRJ550s, as shown below.
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Note the color transition from purple to blue. The physical structure of the seats remains the same. Photo: Jeremy Dwyer-Lindgren
That's the kind of thinking that drives Carpet Corp., and it's exactly the kind of innovation that the New York-based company showcased on the #PaxEx show floor.
Led by long-time president and CEO Karen Caputo, Carpet is the global fabric distributor for Ultra Fabrics Holdings, a Tokyo-based factory that uses proprietary "Takomi Technology" to manufacture polyurethane materials, to deliver such an experience. The goal is to change expectations. Performance fabric.
Takumi, which means "workman" in Japanese, is a unique process used by Ultra Fabrics. Materials include a protective surface layer, a top skin layer, a microfoam layer, and a substrate.
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During the Aircraft Interiors Expo in Hamburg earlier this year, Tapis strategically collaborated with the latest generation of seat suppliers to demonstrate how ultrafabric materials, specifically its leather alternative, UltraLeather , can replace #PaxEx.
Among the exposed seats, Molon Lab's more plush side-slide seats are arranged in two rows to describe Economy Plus and Economy.
Carpet explained the difference this way: "The Economy Plus row is topped with a beautifully contoured laminate seat cover with UltraLeather Bresa and UltraLeather UltraTech. The UltraLeather Bresa has breathability and comfort that goes through most clothing. The headrest Visual aesthetic quality is crafted in a style that mimics the look and feel of a comfort pillow for maximum comfort. The second row of economy is trimmed in ultraleather Promisa and ultra-leather Cora in base style to highlight the center seat and extra room. That provides it. The innovative use of contrasting fabrics breaks up the look of the cabin, giving it an interior look and feel.
Carpet also introduced the Butterfly Single Aisle Seat (SALF), featuring a seat shell liner covered in soft, stain-resistant "TapiSuede" recycled polyester to illustrate how simple variations of color and texture can create a boutique luxury experience. create .
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Your writer hung out in the #PaxEx lounge for a while, then sat down with carpet sales manager Matthew Nichols to learn more about the company's flight.
First, some key statistics: Carpet has several customers in the United States, including JetBlue Airways, Spirit Airlines, and Allegiant, and is "extensive" with United Airlines.
Additionally, Carpet has long-term contracts with a number of seat manufacturers - Recaro and Safran, to name two - and has been added as a new main supplier for the Acro Aircraft Setting. It's also a catalog supplier for Thompson Aerospace and Italian seat maker Gion, for which rugs are "offered with virtually everything they do," Nichols said.
But do the airlines buy the seat covers directly from the carpet, or do they simply choose the fabric but get it from the seat manufacturers as part of the seat structure?
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"It depends," Nichols explained. "So some companies will, some won't. So take Delta for example, Delta is a big, big fan of BFE [Customer Furnished Equipment] parts. So they'll buy their own clothes and even buy their own seat covers. .and the cushions themselves and they'll ship them directly to Travels or Collins or whatever because their theory is, "We're getting a good deal on this because we bought these products. We can pay a little more on the asset side, but on the spare parts side, we will have very low prices overall." So I understand that Safran has now launched a new group to deal with spare parts. To have more competitive prices, faster and faster delivery times. So I think that's probably a good thing, but it's a big deal for the airlines to secure from all the suppliers. It takes longer, it's more expensive. is and all that stuff. So I think the Zeros in particular are making some really big inroads and it's going to be really interesting to see what they do.
Also on display on the carpet stand is the Slim Plus chair from Safran Seats, which is billed as the "flagship of regional chairs for Embraer and Bombardier". In the iteration shown in Hamburg, the seats were kept in a combination called "Promisa AV" and "Ultratech Metrotec".
PromessaAV is "a one-of-a-kind replacement for natural leather, very high-tech, very high-performance, very, very light. It weighs 460 grams per meter, which is half the weight of leather. Leather weighs about 950 Up to 1000g per yard Our competitors' products, other synthetic leathers - things like e-leather - usually weigh 500g to 550g, so we're lighter than them, but this is our heaviest product, we more We also spit," explained the Tapas manager.
"It also has what we call our four-layer construction which is a Takumi technology… What we do is we start with the substrate, which is basically our fabric layer. It has a liquid polycarbonate resin. Bathing system included. We only use polycarbonate for the same reason that TUMI makes very expensive cases and their best seller is the polycarbonate case. It's a very high quality product. That's why it's so efficient yet light. . So these are all liquid resins, they go through the bath process, they come out the other side..."
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The advantage of this process, he said, is that no adhesive is used. "There's no gluing and no lamination is used. If there's no lamination, we can't delaminate, so it's absolutely 100% impossible for our products to delaminate. And that's a really big problem in the industry. It's. A lot of people have. Subject matter. So it's pretty neat."
Although Carpet offers a variety of airplane seat covers using fabrics from ultra-fabrics, a common theme is that none of them require dry cleaning. "So you can have the performance of the fabric but you don't have any of the costs associated with the fabric. Because normally a fabric seat cover, every three or four months you have to remove the seat cover, [and] dry clean it. Send it in. There's a cost to that, a time element involved, Nichols said. "You don't have to do that with any of our materials."
An important consideration for carpets when designing a new seat cover is to meet strict flammability requirements. But that's where the company's 38,000-square-foot Dallas factory is well positioned; It is dedicated to flame curing and quality control and, according to Nichols, ensures that every seat cover is seaworthy.
Having a facility in Texas could be particularly convenient given Corbett's growing list of American Airlines customers, which Nichols told RGN now includes American Airlines for Boeing 787s.
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Founder, editor and publisher Mary Kirby has covered the aviation industry as a journalist and editor for 20 years. After cutting teeth in a weekly world... Read more
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