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This assignment was a very fun learning experience that was very grounded in reality, as the COVID -19 pandemic has introduced many problems for designers to adapt to and fix. I learned a lot about seating arrangements, fixtures and layouts of aircraft which was very interesting as I got a designers perspective of how close and cramped aircraft cabins really are. Designing around personal space was a big challenge for me as the features I wanted to implement had to be kept minimal. Integrating personal space within certain aircraft seating arrangements was key to making the design feasible. Materials research was very important when creating the design as they needed to have some sort of anti-microbial properties, or properties that make the surface easy to sanitise and clean. I was overall satisfied with my design, but feedback indicated that I could do much better with the seats sizing and the better integration of certain functions on the chair.

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BioCote® antimicrobial protection is a globally recognised treatment suitable for a range of plastic and polymer materials.

Antimicrobial Additives for Plastics & Polymers

BioCote's antimicrobial protection range includes antimicrobial additives for plastics. These additives will be integrated into the material during the manufacturing process to provide lasting protection from microbes. An additive will encompass a specific antimicrobial active, such as silver, and can be formulated into a concentrated powder, liquid suspension or masterbatch pellet depending on the type of plastic, the manufacturing process employed and the desired end-use of your product.

BioCote's unique range of Antimicrobial Additives can be easily and cost-effectively manufactured into all types of plastics and polymers including the following:

Acrylonitrile butadiene styrene (ABS)

Ethylene vinyl acetate (EVA)

High impact polystyrene (HIPS)

Polyethylene (PE)

Polymethyl methacrylate (PMMA)

Polypropylene (PP)

Polycarbonate (PC)

Polystyrene (PS)

Polyvinyl chloride (PVC)

Silicone

Thermoplastic polyurethane (TPU)

What are the Benefits of Antimicrobial Plastic Additives?

Our scientifically proven antimicrobial technology will provide lasting and effective protection against harmful bacteria, mould, fungi and viruses by up to 99.99%, minimising the risk of staining, bad odours and material degradation. Once infused into your plastic, our silver ion antimicrobial additives will not leech from the surface, cause discolouration or affect the clarity of the plastic. We also have data to prove that BioCote's antimicrobial plastic additives will last for the expected lifetime of your product.

Formulated to deliver optimum antimicrobial performance and only released for sale having been through our externally accredited quality control process, BioCote® hold a stock of antimicrobial plastic additives in a variety of formulations to suit your moulding or extrusion process and performance requirements.

High quality actives at low addition rates means that you will benefit from both superior antimicrobial performance against a wide variety of microbes and a differentiated plastic product range with an extended functional lifetime that doesn't break the bank.

Why Trust BioCote®?

BioCote® antimicrobial plastics and polymers are used and trusted by millions of people around the world in some of the most testing environments. Plastic products protected with BioCote® Technology include medical breathing devices, soap dispensers, food containers and piping to name but a few. Take a look at the list of globally renowned companies that utilise our antimicrobial plastic additives.

Request an Antimicrobial Plastic Additive Sample

If you are looking to trial an antimicrobial plastic additive, BioCote® will happily provide a free-of-charge* sample for you to include in your manufacturing process. Once the antimicrobial additive has been added into the plastic, we will then ask you to send it to BioCote® for analysis at an independent certified laboratory where a team of experienced microbiologists will measure the antimicrobial performance of your plastic using the appropriate international ISO test method.

To request an antimicrobial plastic additive sample, or to speak to a member of the BioCote® team about making your plastics and polymers antimicrobial, submit a contact form or call us on +44 (0) 2477 712 489.

Which Antimicrobial Plastic Additive Would BioCote® Recommend for my Product?

Short of time? Use our intuitive widget to see which antimicrobial plastic additive we would recommend for your product.

*Subject to terms and conditions

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Antimicrobial Plastics & Polymers | Antimicrobial Additives | BioCote Ltd

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BioCote's antimicrobial protection range includes antimicrobial additives for plastics. These additives will be integrated into the material during the manufacturing process to provide lasting protection from microbes. An additive will encompass a specific antimicrobial active, such as silver, and can be formulated into a concentrated powder, liquid suspension or masterbatch pellet depending on the type of plastic, the manufacturing process employed and the desired end-use of your product.

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Antimicrobial fabric, what is it? What's it made of? Why is it effective? What do you need to know about this specialty fabric and why is it great for use in so many products?

First, let's define what antimicrobial means. The term 'antimicrobial' is defined as: "destroying or inhibiting the growth of microorganisms, and especially pathogenic microorganisms."

Antimicrobials and Fabrics

Microorganisms " include bacteria, viruses, protozoans, and fungi, like mold and mildew. " Antimicrobial products are common in medical facilities and are used in textiles. At first, it might seem strange that antimicrobials are found in fabrics, but the truth is, without this layer of protection, many fabric products would succumb to contamination and have to be discarded. Here are is a quick list of where you might find an antimicrobial fabrics.

Medical bedding

Medical curtains

Uniforms - military, hospital, and more

When it comes to specialty fabrics and the use of antimicrobial features, it's important to understand that including a pathogen fighting layer of defense prolongs the life of the textile and protects the fabric surface from microbes.

Basically, an antimicrobial is applied to a fabric to help fight off pathogens that could develop on the surface of the fabric. This means that the antimicrobial is constantly working against microorganisms and prolonging the life of the fabric. For medical facilities, investing in antimicrobial textiles is one way to ensure the longevity of the fabric and also help keep replacement costs down.

For example, Sure-Chek® brand medical fabrics are enhanced by a controlled release system, which enables the "slow release" of a specially formulated antimicrobial system to the fabric surface, lasting for the life of the medical fabric. Sure-Chek® Healthcare medical fabrics are the original healthcare textiles that were patented for use as protective covering fabrics and are the industry standard today. These fabrics are used in hospitals, dorms, prisons, and camps.

Antimicrobial Fabric Composition

Antimicrobial fabrics can be made of a variety of textiles, including but not limited to polyester, polyester-vinyl composites, vinyl, and even acrylics. The effectiveness of an antimicrobial fabric lies in its ability to fend off microorganisms, and its ability to help prolong the life of a textile. Think about hospital blankets, bedding, and even mattresses. These are constantly imbued with sweat, oils, and other contaminants, and can easily become breeding grounds for bacteria, mold and mildew. But, through the use of an antimicrobial, coupled with the application of other features - like flame, stain and odor resistance, and waterproofing - the fabric can withstand regular wear and tear and last far longer than expected.

The primary function of antimicrobials is to help prevent bacteria and other microorganisms from attaching to the fabric surface. Keep in mind, microorganisms can live in a fabric and grow. That's why antimicrobials are so effective -- they prevent the growth and spread of microorganisms within the fabric. This is especially useful in the healthcare industry where exposure to bacteria and other pathogens is possible on a daily, hourly, basis. From beds to pillows, to hospital gowns, and even the scrubs a nurse or doctor wears, fabrics in the healthcare industry must be designed with protection in mind. That's why the use of antimicrobial fabrics is so common and so helpful in the places like hospitals.

The first line of defense starts with a product that does its job.

When considering the use of an antimicrobial fabric in a project, it's always best to find the right company who can provide a textile that will last and utilize other features. That's why doing your research and understanding what antimicrobial means is a great first step in finding the right supplier for your needs.
Do You Need a College Roommate Agreement? Take the free quiz to find out if you would benefit from a written roommate agreement.

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A Beginner's Guide: What is Antimicrobial Fabric?

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Antimicrobial fabric, what is it? What's it made of? Why is it effective? What do you need to know about this specialty fabric and why is it great for use in so many products? First, let's define what antimicrobial means.

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Sketches and Ideation

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Aviointeriors Glassafe Hood Solution

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"Passengers in window seats have the lowest likelihood

of coming in contact with an infected person...
...but illnesses are most likely to be transmitted only to

passengers within one row of the infected person."
- Pennsylvania State University

"A study revealed in 2018, most passengers left their seat at some point—generally to use the restroom or check the overhead bins—during these medium-haul flights."
- National Geographic

“‘Glassafe’ is made of transparent material to make the entire cabin harmonious and aesthetically light, but perfectly fulfilling the objective of creating an isolated volume around the passenger in order to avoid or minimize contacts and interactions via air between passenger and passenger, so as to reduce the probability of contamination by viruses or other,”
- Aviointeriors

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Existing solutions are seen to include distinct visual changes including:
- Dividers made of plastic composites that limit contact between passengers, acting as a protective barrier.
- Changing the positions of the seats, such as reverse seating.

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made under regulations 208 and 235 of the Civil Aviation Regulations 1988.

Contents
Air service operations - carriage of persons
14 Persons or passengers who require assistance due to sickness, injury
or disability 7

Notes to Civil Aviation Order 20.16.3 9

Section 20.16.3

Air service operations - carriage of persons

1 Application

This section applies to all Australian registered aircraft.

2 Definitions

In this section, unless a contrary intention appears:

An aisle is a longitudinal passageway between seats.

A cabin attendant is a crew member, other than a flight crew member, who is qualified in the execution of emergency procedures in accordance with the requirements of section 20.11.

A child is a passenger who has reached his or her third but not his or her thirteenth birthday.

An infant is a passenger who has not reached his or her third birthday.

A passenger is a person who is not a crew member.

3 Seats

3.1 Each crew member and each passenger shall occupy a seat of an approved type:

(a) during take-off and landing; and

(b) during an instrument approach; and

(c) when the aircraft is flying at a height less than 1000 feet above the terrain; and

(d) in turbulent conditions:

except:

(i) infants, children and stretcher cases carried in accordance with subsections 13 and 14 respectively; and

(ii) package dispatchers carried in accordance with section 29.5; and

(iii) parachutists carried in accordance with subsection 15.

3.2 Each crew member and passenger shall occupy a seat of an approved type during agricultural operations and during acrobatic manoeuvres.

3.3 The operator of the aircraft must ensure that exit rows in the aircraft are occupied only by persons who are fully able and willing to assist with access to the emergency exits in the event of an emergency.

4 Seat belts and safety harnesses

4.1 Except as provided in subsections 14 and 15 safety harnesses, or seat belts where safety harnesses are not fitted, shall be worn by all persons at the times listed in paragraph 3.1. Seat belts and safety harnesses shall be adjusted to fit the wearer without slack.

4.2 At least 1 pilot crew member shall wear a seat belt or harness at all times during flight.

4.3 When a cabin attendant is not required to be carried in an aircraft, and the passenger seating capacity is 10 seats or more, an approved and serviceable electronic public address system shall be provided to enable the pilot in command to notify passengers when a seat belt or safety harness is to be worn.

5 Adjustment of seats

5.1 All seats (with the exception of those specified in paragraph 5.2) shall be adjusted to their upright position for take-off and landing.

5.2 When it is desirable through illness or other incapacity that a passenger's seat remains in the reclined position during take-off or landing, that seat, notwithstanding the provision of paragraph 5.1, may be left reclined during take-off or landing if it is forward facing, there is no person occupying the seat immediately behind, and it will not impede the egress of any person in an emergency evacuation.

6 Cabin attendants

6.1 Subject to subsection 6A, aircraft engaged in charter or regular public transport operations shall carry cabin attendants appropriate to their passenger complement as follows:

(a) aircraft carrying more than 15 but not more than 36 passengers shall carry a cabin attendant, except that aircraft:

(i) carrying not more than 22 passengers, at least 3 of whom are infants or children; and

(ii) crewed by 2 pilots;

need not carry a cabin attendant if the duties and responsibilities of the flight crew concerning the briefing and control of passengers in normal and emergency operations are specified in the operations manual;

(b) aircraft carrying more than 36 but not more than 216 passengers shall carry at least 1 cabin attendant for each unit of 36 passengers or part thereof;

(c) aircraft carrying more than 216 passengers shall carry the number of cabin attendants as prescribed by CASA which shall not be less than 1 cabin attendant for each floor level exit in any cabin with 2 aisles;

(d) notwithstanding the specifications of (a), (b) and (c) above, in an aircraft in which cabin attendants are required to be carried, there shall be not less than 1 cabin attendant in each separate compartment occupied by passengers, and, where the number of cabin attendants used in the emergency evacuation demonstration required by section 20.11 was in excess of the numbers required by (a), (b) or (c) above, the number of cabin attendants on an aircraft shall be not less than the numbers required by (a), (b) or (c) as applicable plus the excess number of attendants used in the demonstration.

6.2 When cabin attendants must be carried in accordance with paragraph 6.1, the number of cabin attendants need not be increased when infants or children are carried and the total number of passengers exceeds that permitted by the number of cabin attendants provided that:

(a) the number of excess passengers does not exceed 5% (to the next highest whole number); and

(b) the excess passengers are infants or children.

6.3 When parachutists are carried on aircraft engaged in parachuting operations they shall not be regarded as passengers for the purpose of determining the number of cabin attendants required.

6A Manned balloons and hot air airships

A manned balloon or hot air airship engaged in charter operations need not carry a cabin attendant if:

(a) the operator's operations manual (the manual) mentions the duties and responsibilities of the pilot in command for the briefing and control of passengers in normal and emergency situations; and

(b) for a manned balloon or hot air airship that has more that 2 passenger compartments - the pilot in command has a separate compartment centrally located among the passenger compartments; and

(c) during the operations:

(i) the number of passengers does not exceed 24; and

(ii) an approximately equal weight of passengers is located in each of the passenger compartments; and

(iii) not more than 6 passengers are located in each passenger compartment; and

(iv) the passengers are always in a position to hear any instructions given by the pilot in command; and

(d) during passenger loading and launching operations, and as far as possible during landing and passenger unloading operations, at least the following are available to help the pilot with loading or unloading passengers:

(i) if not more than 16 passengers are carried - 1 ground crew member trained in accordance with the manual (a trained ground crew member); and

(ii) if more than 16 passengers are carried - 2 trained ground crew members, with 1 at either end of the basket or as directed by the pilot in command of the balloon; and

(e) the manual contains a detailed statement of ground crew training and duties, including a system to record for each trained ground crew member when and how he or she successfully completed training; and

(f) the operations are conducted in accordance with all other relevant requirements of this Order.

Note Subject to compliance with certain conditions, Civil Aviation Order 95.53 exempts a manned balloon or hot air airship, engaged in aerial work or charter operations, from the requirements of regulation 251 of the Civil Aviation Regulations 1988 concerning seat belts and safety harnesses. Therefore, subsections 3, 4, 7 and 15 of Civil Aviation Order 20.16.3 do not apply to such a manned balloon or hot air airship.

7 Aisles

7.1 An aircraft which is engaged in charter or regular public transport operations and which is required by subsection 6 to carry 1 or more cabin attendants shall be provided with an aisle, which shall at all times enable the cabin attendants to have unobstructed passage through the compartment from front to rear.

7.2 An aircraft which is engaged in charter or regular public transport operations and which:

(a) carries 15 passengers or fewer; or

(b) satisfies the requirements of subparagraph 6.1 (a)

need not be provided with an aisle, provided that the relevant requirements of section 20.11 can be complied with.

8 Smoking

Pursuant to paragraph 255 (2) (a) of the Civil Aviation Regulations 1988, a notice(s) specifying the periods during which smoking is prohibited may be permanently displayed in the crew compartment and toilets of all aircraft and in the passenger compartment of aircraft which have only 1 passenger compartment and a maximum take-off weight of 5 700 kg or less.

9 Stowage of loose articles

9.1 Loose articles in the cabin of an aircraft, including items of equipment and crew members and passengers' personal effects, shall be stowed so as to avoid the possibility of injury to persons or damage to the aircraft through the movement of such articles caused by in-flight turbulence or by unusual accelerations or manoeuvres.

9.2 Except as provided for in paragraph 4.2 of section 20.16.2 all aisles, passageways and exits shall be kept clear of obstructions when the aircraft has passengers on board and is in flight below 1 000 feet above terrain or, except when embarking or disembarking passengers, is on the ground.

9.3 All solid articles shall be placed in approved stowage at all times when seat belts are required to be worn in accordance with paragraph 4.1.

9.4 Approved stowage for solid articles means:

(a) under a passenger seat, where the stowage compartment has an approved means of preventing solid articles from shifting forwards; or

(b) in an overhead locker in accordance with the design weight limitation of the locker; or

(c) in any other locker or rack, excluding overhead racks, which have been designed to contain solid articles in flight.

Note Underseat stowage compartments which comply with the forward restraint provisions of section 103.10 are approved for the purposes of this section.

10 Passenger service

Except when in use, all items provided for passenger service, such as food containers, vacuum flasks and serving trays, shall be carried in their respective stowages and secured against movement likely to cause injury to persons or damage to the aircraft. In any case, all such items shall be stowed during take-off and landing.

11 Carriage of passengers in seats at which dual controls are fitted

11.1 Except as provided in paragraph 11.2, in all aircraft for which the Certificate of Airworthiness specifies a minimum crew of 1 pilot, a person may occupy a seat at which fully or partially functioning dual controls are fitted if the pilot gives adequate instruction to that person to ensure that the controls are not interfered with in flight and there is satisfactory communication available at all times between the pilot and that person.

11.2 In respect of aircraft engaged in regular public transport operations, the seat referred to in paragraph 11.1 shall not be occupied by a person other than a licensed pilot or an employee of the operator of the aircraft unless approved by CASA. Details of such an approval shall be included in the Operations Manual.

11.3 The provisions of these paragraphs shall not be construed as limiting the exercise of the authority of CASA in accordance with regulation 226 of the Civil Aviation Regulations 1988.

12 Passenger capacity

12.1The number of passengers carried in an aircraft for which an emergency evacuation demonstration is required by subsection 15 of section 20.11 shall not exceed the number demonstrated or the number otherwise approved by CASA, except that when infants are carried the number may be increased by 5% (to the nearest whole number), provided the excess passengers are infants.

12.2 The number of passengers carried in an aircraft for which an emergency evacuation demonstration is not required may exceed the number of approved passenger seats fitted in the aircraft only if the excess number of passengers:

(a) has been approved by CASA; or

(b) does not exceed the number specified in column 2 of the following table opposite the number of passenger seats specified in column 1;

and the excess passengers are infants or children:

Table

13 Carriage of infants and children

13.1 Where their combined weight does not exceed 77 kg, 2 children may occupy 1 seat if:

(a) seated side by side; and

(b) restrained by a lapstrap only; and

(c) the seat-belt is adjusted to secure both children at all times when a seat belt is required to be worn.

13.2 (1) An infant may be carried in the arms or on the lap of an adult passenger, in a bassinet or in an infant seat in accordance with paragraphs 13.3, 13.4, 13.5 and 13.6 providing the bassinet or infant seat is restrained so as to prevent it from moving under the maximum accelerations to be expected in flight and in an emergency alighting, and precautions are taken to ensure that, at the times seat belts are required to be worn, the infant will not be thrown from the bassinet or infant seat under these accelerations.

(2) When an infant is carried in the arms or on the lap of a passenger in accordance with subparagraph 13.2 (1) the seat belt, when required to be worn, shall be fastened around the passengers carrying or nursing the infant, but not around the infant.

(3) When an infant is carried in the arms or on the lap of a passenger in accordance with subparagraph 13.2 (1) on an aircraft engaged in charter or regular public transport operations, the name of the infant shall be bracketed on the passenger list with the name of the person carrying or nursing the infant.

(4) An infant must not be carried in an exit seat during take-off or landing unless the pilot in command is satisfied that the infant's presence in the seat will not obstruct or hinder the escape of other persons from the aircraft.

(5) In subparagraph (4), exit seat means a seat that is in a row of seats adjoining an exit.

13.3An infant seat, being a seat designed for the seating and restraint of infants, must not be used on an aircraft unless CASA or a recognised authority has approved the seat in writing as being of a type that is suitable for use by infants in an aircraft.

13.4 In paragraph 13.3, recognised authority means the Civil Aviation Authority of the United Kingdom, the Federal Aviation Administration of the United States of America or the authority of another country that is responsible for the safety of air navigation and that CASA declares in writing to be a recognised authority for the purposes of paragraph 13.3.

13.5 An infant seat must not be used on an aircraft:

(a) if it is secured to a side-facing seat; or

(b) unless it is secured at all times during the flight, by means of a seat belt or as otherwise approved, to a seat ordinarily used by an adult passenger.

13.6 The use of an infant seat on an aircraft is subject to such conditions (if any) of which CASA notifies the operator of the aircraft in writing.

14 Persons or passengers who require assistance due to sickness, injury or disability

14.1 The operator of an aircraft must, as much as possible, identify any person on the aircraft who requires assistance due to sickness, injury or disability.

14.2 The operator and pilot in command of an aircraft must ensure that any person who requires assistance due to sickness, injury or disability is not seated where he or she could obstruct or hinder access to any emergency exits.

14.3 If a person who requires assistance due to sickness, injury or disability is carried on an aircraft, the operator and pilot in command must:

(a) take all reasonable precautions to prevent hazards to other persons on the aircraft; and

(b) ensure that there are procedures in place to enable particular attention to be given to any such passenger in an emergency; and

(c) ensure that individual briefings on emergency procedures are given to any such person in accordance with Civil Aviation Order 20.11.

14.4 The carriage of stretcher patients on any aircraft must be in accordance with the following requirements:

(a) the stretcher must be secured in the aircraft so as to prevent it from moving under the maximum acceleration likely to be experienced in flight and in an emergency alighting such as ditching;

(b) the patient must be secured by an approved harness to the stretcher or aircraft structure.

Note Psychiatric restraint equipment is not an approved harness for this purpose.

15 Carriage of parachutists

15.1 Where a parachutist is not provided with a seat of an approved type, he or she shall be provided with a position where he or she can be safely seated.

15.2 During the times specified in paragraph 3.1, he or she shall, except when he or she is about to jump:

(a) occupy a seat or a seating position;

(b) wear, adjusted to ensure adequate restraint;

(i) a seat belt; or

(ii) a safety harness; or

(iii)a parachute connected to an approved single point restraint.

Notes to Civil Aviation Order 20.16.3

The Civil Aviation Order (in force under the Civil Aviation Regulations 1988) as shown in this compilation comprises Civil Aviation Order 20.16.3 amended as indicated in the Tables below.

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Civil Aviation Order 20.16.3 - Air service operations - Carriage of persons (02/12/2004)

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made under regulations 208 and 235 of the Civil Aviation Regulations 1988. Contents Air service operations - carriage of persons 14 Persons or passengers who require assistance due to sickness, injury or disability 7 Notes to Civil Aviation Order 20.16.3 9 Section 20.16.3 Air service operations - carriage of persons 1 Application This section applies to all Australian registered aircraft.

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After coming to a near standstill due to the coronavirus outbreak, the air travel industry is turning its collective attention to what it will take to get passengers flying again. The first step: making fliers feeling safe in the confined space of an airplane with new onboard regulations.

In addition to increased sanitizing procedures, airlines across the globe are changing their boarding protocols, are allotting more space for fliers onboard planes, and have begun mandating passengers and flight crew wear personal protective gear, like face masks and gloves.

Face masks in particular have been widely endorsed across the industry in recent weeks. The Association of Flight Attendants-CWA, which represents 50,000 flight attendants, has called upon the Department of Transportation and Health and Human Services to make masks a requirement for all air passengers nationwide. Similarly, the International Air Transport Association and U.S. Travel Association have both released guidelines for passengers and crew to wear masks, as well as other changes to the check-in and boarding processes to allow for social distancing during travel.

Here are the latest policies among individual airlines.

Air Canada

Starting May 15, Air Canada will begin no-contact infrared temperature screenings for all passengers. Any flier with a fever-a temperature of 99.5 degrees or higher-will not be allowed to board. Following an order from Canada's Minister of Transport, Air Canada has also required masks or facial coverings for all passengers since April 20. Coverings must be worn over the mouth and nose while at check-in, during the boarding process, and during flight. While on board the aircraft, the masks may be removed for eating and drinking, if the emergency oxygen is deployed, or if flight attendants deem adequate physical distance can be maintained in-flight. Customers must bring their own face coverings, but they "do not need to be medical masks-any face covering including a scarf or similar item is acceptable," the airline's policy says.

Air Canada has also adjusted its boarding process to minimize potential contact between passengers by allowing fewer people to board at a time, and its gate agents are re-seating fliers to maintain social distancing.

Air France

Masks will be compulsory for all Air France passengers starting May 11. The airline says it will be contacting all customers on upcoming flights via email or text to remind them to have one or more facial coverings for their trip. All crew members must also wear masks. When possible, Air France is also spacing fliers out. "On most flights, the current low load factors make it possible to separate customers as required," the airline says.

American Airlines

Starting May 11, all passengers on all flights must wear face coverings. (Flight attendants have been required to wear masks since May 1.) As supplies and operational conditions allow, the airline will distribute face masks and sanitizing wipes to all customers. "Very young passengers and those with conditions that prevent them from wearing a face covering will be exempt from the requirement," American's policy says.

The carrier's gate agents are reassigning seats to create more space between fliers (family groups can be placed together, however). American says through May 31, it "will not assign 50 percent of main cabin middle seats or seats near flight attendant jump seats on every flight, and will only use those middle seats when necessary."

Delta

As of May 4, Delta began requiring all passengers to wear face masks at all points throughout their journey. Face coverings are "required starting in the check-in lobby and across Delta touch-points including Delta Sky Clubs, boarding gate areas, jet bridges, and on board the aircraft for the duration of the flight-except during meal service," according to the airline's policy. Delta employees will undergo temperature checks and must also wear masks when within six feet of of others. Passengers will be reminded of the new rules via email and through the Delta app. "We continue to encourage customers to bring their own face covering when traveling with us, supplies will be available for customers who need them." (People unable to keep a face covering in place, including children, are exempt from the new regulations.)

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How Airlines Are Changing Their In-Flight Rules for Coronavirus

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After coming to a near standstill due to the coronavirus outbreak, the air travel industry is turning its collective attention to what it will take to get passengers flying again. The first step: making fliers feeling safe in the confined space of an airplane with new onboard regulations.

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When an outbreak strikes, it is natural to become leery of hopping on an airplane. It is even more alarming when two serious viruses are circulating at once.

The world is gripped by a new coronavirus that started in China and has since moved into more than 85 countries, including the United States. Meanwhile, it is also flu season, which so far has caused 18,000 deaths in the U.S.

Major airports have begun screening passengers for the coronavirus, and more than three dozen airlines- including Delta, American, and United -have cut their flights to China and other places affected by the crisis. But those measures may not provide much solace to anyone who has to board a flight.

After all, you can avoid the person who is sneezing in line at Cinnabon, but you're more or less left to fate once you've strapped on that seatbelt inside a flying metal canister.

While there is still much to learn about the Wuhan outbreak, scientists do know a bit about similar coronaviruses and other respiratory illnesses like influenza. So how do those viruses spread-and specifically on airplanes? And how serious is the coronavirus threat compared to the likes of influenza? Let's take a look.

How do respiratory illnesses spread in general?

If you've ever sneezed into your arm or steered clear of an office colleague with a hacking cough, you already know the basics of how respiratory illnesses spread.

When an infected person coughs or sneezes, they shed droplets of saliva, mucus, or other bodily fluids. If any of those droplets fall on you-or if you touch them and then, say, touch your face-you can become infected as well.

These droplets are not affected by air flowing through a space, but instead fall fairly close to where they originate. According to Emily Landon, medical director of antimicrobial stewardship and infection control at the University of Chicago Medicine, the hospital's guidelines for influenza define exposure as being within six feet of an infected person for 10 minutes or longer.

"Time and distance matters," Landon says.

Respiratory illnesses can also be spread through the surfaces upon which the droplets land-like airplane seats and tray tables. How long those droplets last depends both on the droplet and the surface-mucus or saliva, porous or non-porous, for example. Viruses can vary dramatically in how long they last on surfaces, from hours to months.

There's also evidence that respiratory viruses can be transmitted through the air in tiny, dry particles known as aerosols. But, according to Arnold Monto, professor of epidemiology and global public health at the University of Michigan, it's not the major mechanism of transmission.

"To be sustained, to allow true aerosols, the virus has to be able to survive in that environment for the amount of time it's exposed to drying," he says. Viruses would rather be moist, and many fade from being infectious if left dry for too long.

What does that mean for airplanes?

The World Health Organization defines contact with an infected person as being seated within two rows of one another.

But people don't just sit during flights, particularly ones lasting longer than a few hours. They visit the bathroom, stretch their legs, and grab items from the overhead bins. In fact, during the 2003 coronavirus outbreak of the severe acute respiratory syndrome (SARS), a passenger aboard a flight from Hong Kong to Beijing infected people well outside the WHO's two-row boundary. The New England Journal of Medicine noted that the WHO criteria "would have missed 45 percent of the patients with SARS."

Inspired in part by that case, a team of public health researchers set out to study how random movements about the airplane cabin might change passengers' probability of infection.

The "FlyHealthy Research Team" observed the behaviors of passengers and crew on 10 transcontinental U.S. flights of about three and a half to five hours. Led by Emory University's Vicki Stover Hertzberg and Howard Weiss, they not only looked at how people moved about the cabin, but also at how that affected the number and duration of their contacts with others. The team wanted to estimate how many close encounters might allow for transmission during transcontinental flights.

"Suppose you're seated in an aisle seat or a middle seat and I walk by to go to the lavatory," says Weiss, professor of biology and mathematics at Penn State University. "We're going to be in close contact, meaning we'll be within a meter. So if I'm infected, I could transmit to you...Ours was the first study to quantify this."

As the study revealed in 2018, most passengers left their seat at some point-generally to use the restroom or check the overhead bins-during these medium-haul flights. Overall, 38 percent of passengers left their seats once and 24 percent more than once. Another 38 percent of people stayed in their seats throughout the entire flight.

This activity helps pinpoint the safest places to sit. The passengers who were least likely to get up were in window seats: only 43 percent moved around as opposed to 80 percent of people seated on the aisle.

Accordingly, window seat passengers had far fewer close encounters than people in other seats, averaging 12 contacts compared to the 58 and 64 respective contacts for passengers in middle and aisle seats.

Choosing a window seat and staying put clearly lowers your likelihood of coming into contact with an infectious disease. But, as you can see in the accompanying graphic, the team's model shows that passengers in middle and aisle seats-even those that are within the WHO's two-seat range-have a fairly low probability of getting infected.

Weiss says that's because most contact people have on airplanes is relatively short.

"If you're seated in an aisle seat, certainly there will be quite a few people moving past you, but they'll be moving quickly," Weiss says. "In aggregate, what we show is there's quite a low probability of transmission to any particular passenger."

The story changes if the ill person is a crew member. Because flight attendants spend much more time walking down the aisle and interacting with passengers, they are more likely to have additional-and longer-close encounters. As the study stated, a sick crew member has a probability of infecting 4.6 passengers, "thus, it is imperative that flight attendants not fly when they are ill."

What does it mean for the new coronavirus?

As Weiss points out, we don't know yet the preferred way that the new coronavirus transmits. It could be primarily through respiratory droplets, physical contact with saliva or diarrhea followed by oral consumption of viral material, or perhaps even aerosols.

He notes that this model doesn't include the transmission of aerosols, though the FlyHealthy team hopes to research this topic in the future. In the study, the researchers also warn that this model cannot be directly extrapolated for long-haul flights or airplanes with more than one aisle.

Landon agrees that we don't yet know how the coronavirus transmits, but believes the results of this study are applicable. All previous coronaviruses have transmitted through droplets, she notes, so it would be unusual if this new pathogen was different. And indeed, the new coronavirus is behaving much like SARS in many respects. Both are zoonotic, meaning they started in animals before jumping to humans, and both appear to have started in bats. The pair also transmit from human to human and have a long incubation period-up to 14 days for the Wuhan coronavirus, compared to about two for influenza -which means that people might be sick and transmitting the disease before symptoms show up.

With all that in mind, Landon suggests following the CDC guidance for infectious diseases when you're on an airplane.

That includes washing your hands with regular soap or using an alcohol-based hand sanitizer after touching any surface-especially since there's evidence that coronaviruses last longer on surfaces than other illnesses, around three to 12 hours.

You should also avoid touching your face and contact with coughing passengers by whatever means possible.

What's worse, the coronavirus or influenza?

There are many ways to estimate the risk posed by a disease, but let's focus on two numbers often used by public health researchers: the reproduction number and the case-fatality ratio.

The reproduction number -R0 or "r naught"-simply refers to the number of additional people that an infected person typically makes sick. Maia Majumder, a faculty member at Boston Children's Hospital and Harvard Medical School, has been tracking exactly that.

With flu we have vaccines, a couple antivirals. We don't have those for this coronavirus.

Her preliminary results indicate a transmissibility rate for the new coronavirus ranging from 2.0 to 3.1 people. That's higher than influenza- 1.3 to 1.8-but similar to SARS, which has a basic reproduction number in the 2 to 4 range. So, coronaviruses are slightly more prone to spreading between people.

The case-fatality ratio-or death-to-case ratio-is the number of people killed by disease divided by the number of people who catch it. Seasonal influenza, despite being considered a global scourge, technically kills a relatively small proportion of its cases, with a case-fatality ratio around 0.1 percent. The reason the flu is an annual public health emergency is because it infects boatloads of people- 35.5 million in the U.S. across 2018 and 2019, which led to 490,000 hospitalizations and 34,200 deaths. That's why health officials perpetually recommend that people receive a flu shot.

The case-fatality ratio also helps explain why public health agencies send up alerts over emerging outbreaks of coronaviruses. SARS had a case-fatality rate of 10 percent, about 100 times higher than influenza, and the rate for the new coronavirus is currently near 3 percent, which is on par with the 1918 Spanish influenza pandemic.

If SARS or the Wuhan coronavirus ever reached millions of people, it could be devastating. Unlike with influenza, Landon says, the entire human population is susceptible to this coronavirus because no one has ever had it before-and there is no specific treatment like a vaccine.

Health officials and the public are dependent on infection control, such as washing hands, reducing contact with afflicted individuals and quarantines. Monto suggests that these public health measures could make a difference in turning the tide against this coronavirus as they did with SARS.

"That's the hope here, that it can be controlled by standard public health measures-because that's what we've got," he says. "With flu we have vaccines, a couple antivirals. We don't have those for this coronavirus."

Editor's Note: This story originally published on January 28, 2020. It has been updated to reflect the latest statistics and news on airline cancellations.

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Here's how coronavirus spreads on a plane-and the safest place to sit

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When an outbreak strikes, it is natural to become leery of hopping on an airplane. It is even more alarming when two serious viruses are circulating at once. The world is gripped by a new coronavirus that started in China and has since moved into more than 85 countries, including the United States.

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This year's Aircraft Interiors Expo in Hamburg, which was originally scheduled for the first week of April, was cancelled due to the coronavirus pandemic. But that hasn't stopped the industry from thinking of solutions that might help passengers fly again safely.

Aviointeriors SpA has released two designs, the first of which features a middle seat turned backward and surrounded by a plastic shield, which would give all passengers better social distancing and would give middle seat occupants more room. The Italian aircraft seat manufacturer dubbed the seat Janus, after the two-faced Roman god.

Aviointeriors proposal for the Janus seat, a forward/aft facing seat combination which would give ... [+]
Aviointeriors

"'Janus' is a two-faced seat, in fact this arrangement allows all three passengers to be separated with a shield made of transparent material that isolates them from each other, creating a protective barrier for everyone. Each passenger has its own space isolated from others, even from people who walk through the aisle," Aviointeriors explains.

Though Aviointeriors says the Janus seat could use the same cabin footprint as ordinary seats, the forward/aft configuration raises questions as to whether it would increase difficulty of food-service in-flight as well as evacuation in an emergency. Greater row separation could address these questions, and give passengers more legroom.

Airlines might embrace that prospect more readily now, since they could still have higher load factors with this approach-eliminating one or two rows to compensate-than they would have with social distancing configurations that leave each middle seat empty.

The wrap-around shield, which could be made of a transparent material, is one of the more compelling design elements. It would adequately buffer passengers from each other.

Overhead image of Aviointeriors Janus triple seat, with shield wrapping around the three passengers. ... [+]
Aviointeriors

Aviointeriors has also considered airline's needs for existing aircraft seats and is offering a shield which can be fitted onto conventional seating. The "Glassafe" kit would create a cocoon around each passenger so that passengers might be seated together.

The Aviointeriors 'Glassafe' hood could be added to seats to create greater isolation between ... [+]
Aviointeriors

"'Glassafe' is made of transparent material to make the entire cabin harmonious and aesthetically light, but perfectly fulfilling the objective of creating an isolated volume around the passenger in order to avoid or minimize contacts and interactions via air between passenger and passenger, so as to reduce the probability of contamination by viruses or other," Aviointeriors states.

Aircraft seats fitted with the Aviointeriors 'Glassafe' shield.
Aviointeriors

Airlines could choose to install these hoods on seats rather than maintain social distancing measures for empty seats, assuming that regulators would allow it.

Overhead view of airline triple seats with Aviointeriors 'Glassafe' shield installed.
Aviointeriors

"'Glassafe' is supplied in various executions with fixing systems to the seat that allow easy installation and removal. The shield is shaped in such a way as to leave complete accessibility to the accessories normally installed on the back, such as tables, magazine pockets, coat hooks or other," the manufacturer states. "'Glassafe' can be supplied in opaque material or with different degrees of transparency, all easy cleaning."

The company has already patented both of these product proposals and says it is ready to go into production.

There are still a few details for the airline industry to sort out before a relaunch of service. The greatest challenge will be to reach a uniform agreement with the world's governments and regulators on service requirements. But it is likely that air travel mid- and post-coronavirus will require greater some level of protection of passengers from potential viral transmission, and some level of separation.

Aviointeriors' proposals are not the only way to address these needs, but they do give airlines and other manufacturers something to think about. And they might be a boon to passengers-offering a comforting bubble of silence in the cabin and providing a good excuse to avoid awkward conversations with chatty seat neighbours.

... Read More

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These May Be The Ideal Aircraft Seats For The Coronavirus Era

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This year's Aircraft Interiors Expo in Hamburg, which was originally scheduled for the first week of April, was cancelled due to the coronavirus pandemic. But that hasn't stopped the industry from thinking of solutions that might help passengers fly again safely.

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There are many challenges that will arise with these design goals, including:
- Implementing ways of self-sanitising/sanitation friendly seating solutions along with innovative arrangements.
- How new seating designs will work with other in flight facilities
- Modularity of these solutions when the pandemic settles to decrease social distancing.
- Creating innovative solutions that also adhere with safety standards and flight precautions.

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In the post COVID-19 era, aircraft seating will have to make dramatic changes to conform to hygiene and social distancing standards introduced with the pandemic. Some insights that I derived from the research I did were:
1.  The reduction of social contact through physical barriers.
2.  Decreasing the probability of infection with different seating arrangements
3.  Creating solutions that are cater towards new sanitation procedures.