u/Speedbird87

Recently had the chance to fly Etihad’s A380 First Class Apartment from Abu Dhabi to Toronto. Even at over 14 hours, the flight went by in the blink of an eye.

Found this award in First Class all the way from Nairobi to Toronto via Abu Dhabi for just 120k AAdvantage miles + ~$70 in taxes. Etihad has been releasing first class awards with decent consistency within 5-10 days of departure, provided that there are at least ~5 seats available for sale.

I first flew this product over a decade ago when it first launched, and I’m happy to report that it’s still just about as good as I it was! The single aisle layout on an A380 is iconic, with the amount of real estate only rivaled by Singapore’s new first class. The separate bed vs. lounge vs. vanity areas really made it easy to rest and stretch in any way I want. With that said, I do wish that they used thicker and more plush bedding, as the sleeping surface felt rather hard.

In terms of F&B, it’s definitely been scaled back a bit since a decade ago - gone are the inflight chefs or highly customizable dishes with a dozen different ingredients to mix and match with. However, the quality is still pretty top notch. The recent addition of caviar is a nice touch, I thoroughly enjoyed the cod as my entree so much so I decided to order it again for breakfast. The wine list was good but nothing spectacular, with the champagne being Veuve La Grande Dame.

Service was fine, but didn’t have a ton of warmth or personalization. There were several major misses: 1) the iconic inflight shower was out of service as the handle apparently fell off and prevented the door from locking (water can’t be activated without it); 2) half of my seat controllers weren’t working, which prevented the bench from reclining to convert into a bed, thankfully the flight was less than half full and the crew was able to set up my bed in the adjacent suite; 3) towards the end of the flight, the entire upper deck, including all of business class, ran out of ice…so no iced coffee, juices were served warm, no cold drinks at all. Seems like a very easily avoidable issue that should’ve never happened.

Still, very happy to have got to fly on this iconic product again. Would highly recommend it to anyone!

I recently flew the new Air France La Premiere for the first time and it was my favorite first class experience. From check in, to on board, to deplaning, La Premiere provided the most thoughtful service. Just posting a short summary now and will write a full length review later.

I booked La Premiere using a combination of points and cash. You can book Air France business class for as low as 60,000 miles and upgrade to La Premiere using cash for $1,500 to $3,500, spending on your route. To find business class availability, I set up alerts using an award flight search tool that I built called roame.travel.

I specifically chose the Paris to Los Angeles route because that route has the new La Premiere suites. Thirty hours before the flight, when check in opened, I was offered the ability upgrade to La Premiere by paying cash. I was SUPER excited that was able to upgrade to La Premiere and had a hard time sleeping from the excitement.

**Note that Air France’s official policy does not permit upgrades to La Premiere if you booked your business class using miles, but there are countless datapoints of travelers being offered the upgrade 30 hours before the flight (myself included). If you are not offered the upgrade when online check in opens, you can still try to request in person with the desk agent. If you want more guidance here, just let me know in the comments and I’ll answer to the best of my ability.

You experience the La Premiere service right from drop off at the dedicated door first class. I was greeted by multiple Air France agents welcoming to the check in lounge. I was assigned a personal agent who helped me check in and even whisk me past security to customs for tax free validation before the official opening hours for the customs office.

She then led me through private security check and drove me in a Porsche Cayenne through the tarmac to the La Premiere lounge. I thought this was an awesome experience and a nice touch.

I’ll write a separate review for the lounge later. But the design was sophisticated and chic, very much what you think when you think of French design. The lounge was partially under renovation, so I couldn’t try the Sisley spa or the new nap rooms. They’re slated to fully reopen on July 4th or 5th.

All dining is à la carte and the breakfast prepare was exceptional!

When it came time to board, an agent came to get me and drive me on another Porsche through the tarmac to the plane.

Even though there are only 4 suites in first class, Air France dedicated an entire jet bridge just for first class passengers.

The first class cabin was unlike any other airlines’ first class cabins. The cabin felt extremely airy because Air France uses floor to ceiling curtains instead of sliding walls. I used to be skeptical of the curtains, but now that I’ve experienced them, I think they’re superior to walls, especially walls that are not fully floor to ceiling.

Design of the cabin was understated sophistication with an excellent use of white and greys with accents of bright red beautifully placed. Somehow Air France was able to make the white and grey color combo feel upscale rather than feel plastic. Kudos to their design team.

Each suite was designed with a “dual-furniture” concept; rather than a single seat that converts into a bed, the suite features a plush arm chair and a separate dedicated chaise lounge that turns into a bed.

There are also two 32 inch 4K screens on each side and a master control tablet that’s detachable with a base in both sides of the suite. La premiere offers Starlink WiFi; running a speed test, the speed clocked in at 350 mbps.

They also provided an amenity kit with Sisley products, Jacquemus pajamas, slippers, and Denon headphones.

There are no overhead bins; your carry on goes into a pull out rack from the side table next to the chaise lounger.

I was in Suite 1A. To my pleasant surprise, the seat next to me was empty, so once the curtains were closed in the middle divider, it felt like I had a huge room to myself.

The meal service was spectacular starting with a glass of champagne (Laurent Perrier Cuvee Grand Siecle) along with the caviar.

They then served a tomato & melon gazpacho, trout raviole with mushroom cream, lamb shoulder confit, a create your own mixed salad, a selection of French cheese, and a hazelnut cake for dessert. They also offered me ice cream and fruit, which I turned down because I was too full.

With the lamb, I had a small glass of Grenache (Chateauneuf-du-pape 2022, prestige cardinal). Delicious pairing. The flight attendant (Valerie) was extremely observant; when I only asked for a half a glass of red wine, she was concerned that I didn’t like the red wine and offered to pour another one. In reality, I just didn’t want to drink too much, but I thought that observation showed a high level of attention to detail that’s usually only at fine dining restaurants.

Another side note, I have heard from others that the flight attendant will offer to pour you an entire flight of wine for a tasting. I did not want to drink so much, so I did not request this, but this is good to know.

After lunch, the flight attendant turned my chaise lounge chair into a bed and I swapped sides to sleep. I will note that the curtains were pretty hefty so they felt like real walls, but provided more privacy since they went up to the ceilings. They were essentially blackout curtains.

I woke up to another meal service, this time with a tomato tart and langoustine soufflé. Again, quite delicious.

As we were about to descend into Los Angeles, they offered me a bunch of snacks to take home. I ended up taking some Pierre Herme chocolates.

As I deplaned, there was an Air France agent leading me through immigration, bag collection, and onto my connecting Delta flight. He also led me to check-in at the special Delta One only check in and private security line. I didn’t even realize Delta One has their private security line at LAX.

Overall, Air France La Premiere is by far the best first class flight I have been lucky to experience. Would 100% fly it again if I can find good business class availability and upgrade.

Today marks a significant milestone with the implementation of the new U-Dream headrest system—the first of its kind globally—on Emirates’ inaugural A350 aircraft (registration A6-EXF) equipped with our SUS Z400 seats.

As the launch customer, Emirates will equip all its A350 fleet (both in-service and to be delivered, 50 in total) and six A380s with U-Dream. This smart headrest design takes passenger comfort to the next level with unique support that helps make flying more relaxing.

The installation is being carried out by the Safran Seats Dubai Field Support team, making sure everything runs smoothly and up to the highest standards.

China Airlines is introducing a premium economy-class cabin on its upcoming Boeing 787-9 deliveries, in a three-class cabin configuration of premium business, premium economy, and economy. Premium economy is a new travel class for the Taiwan-based airline.
The new B787s will have a 28-seat premium economy cabin, in a 2-3-2 configuration. China Airlines has opted for the R4 seat from Recaro Aircraft Seating, with a 6-way headrest with privacy wings, a leather footrest under the seat, and 15.6in 4K high-definition seatback IFE displays with Bluetooth connectivity.

The seat covers have a unique design named ‘Mountain City Nightscape’, with an appearance that subtly changes under ambient lighting, inspired by the nighttime atmosphere of Jiufen, a former gold-mining mountain town in New Taipei City. The designers have also added metallic chrome detailing and warm leather textures to convey a sense of Taiwan’s technological progress and cultural warmth.

A familiar finish will be the persimmon wood grain on the tray table, which is a touchpoint across China Airlines’ aircraft fleet. Persimmon is traditionally associated with prosperity and fulfilment in Taiwanese culture. The modern feel is layered on through an anti-slip surface, and the mobile phone and tablet stand. Each seat also has a reading lamp with a rose-gold finish.
Premium economy customers will also be treated to a few little luxuries such as lightweight porcelain eating utensils, two-tone blankets, slippers, noise-reducing over-ear headphones, and a complimentary wi-fi service. They will also receive an amenity kit designed by China Airlines in partnership with Marc Jacobs, the New York-based fashion house, and Frama, the Danish skincare, lifestyle and furniture brand.

Two more airlines are now flying the Astrova in-flight entertainment (IFE) system and Modular Interactive (MI) platform from Panasonic Avionics.

Panasonic Avionics has entered commercial service with Saudia and Azerbaijan Airlines, with both carriers now operating its Astrova in-flight entertainment (IFE) system and Modular Interactive platform (a set of enterprise tools for IFE branding) – including the first deployment of Astrova aboard an Airbus A321XLR.

Saudia Airlines has selected Astrova IFE, the MI platform, and Panasonic’s Arc 3D moving map for 15 Airbus A321XLR aircraft, which marks the first deployment of Astrova on an A321XLR. The agreement extends Panasonic Avionics’ existing relationship with the carrier, which had previously committed to retrofit Astrova systems across 46 aircraft –15 A321s, 12 A330s, and 19 Boeing 777s.

Azerbaijan Airlines is also deploying Astrova and MI, across six A321neos and five A320neos. The systems will be rolled out through a combination of linefit and retrofit installations, as part of a broader plan to fit the systems on 22 aircraft in the carrier’s fleet
Both airlines are fitting Astrova 4K OLED HDR10+ displays with Bluetooth audio technology, along with up to 67W of USB-C power at each seat for charging electronic devices. The Saudia installation also includes programmable LED cabin lighting.

Hernan Abbes, senior vice president of global sales at Panasonic Avionics, said, “With Astrova and MI, we have delivered a solution that will evolve at pace with airlines’ needs over time. MI gives operators the flexibility for A/B testing and quick optimisation of their interactive experience, with the ability to unlock new upgrades and features to services such as USB power and Bluetooth technology as standards change.”

Airbus is focusing on ramping-up production, aiming to deliver new aircraft in less time without compromising worker safety or product quality. The airframe manufacturer has decided the solution isn’t just to hire more production staff, but instead to provide its existing staff with a smarter set of tools, including time-saving robots, so they can focus on more skilled tasks.
One task that is uncomfortable and repetitive for human operators is the fitting of seat tracks in the cabin. Workers spend hours bending, kneeling and crawling on the cabin floor to mark and position seat tracks. It is a slow, repetitive and physically demanding process, and one that Airbus identified as a task that should be automated so shop floor operators can focus on more complex, high-value tasks.

The latest production asset at Airbus is CabinMarker, a compact robot that weighs just four kilograms but could have a big impact in Airbus facilities. CabinMarker’s primary mission is to automate the positioning of aircraft seats. The robot can glide through the cabin with pinpoint accuracy, marking and positioning seat tracks. This task takes an operator 150 minutes on average, while CabinMarker can complete the task in just 30 minutes.
Airbus says the robot creates a triple win: increased quality and precision (tests of CabinMarker show it reduces rework), improved ergonomics (it helps preserve the health, backs and knees of workers), and a big time saving in production. And since only a handful of operators are needed to drive the robot, this frees-up staff resources to concentrate on higher-value tasks that contribute directly to the production ramp-up.

You can see CabinMarker in action HERE.

Global roll-out and future applications
CabinMarker is about to prove its operational worth. In late 2026, the first two robots will be delivered to Airbus’s Jean-Luc Lagardère A321 final assembly line (FAL) in Toulouse, France. They will be used to fit seats on board the A321XLR.

Airbus also plans to roll out CabinMarker across other aircraft assembly facilities (at an average of two machines per line, as seat fitting is not a constant activity), including the A330 FAL in Toulouse, where testing of the robot has already taken place.

This twin-aisle application could require a slight modification to CabinMarker’s design as the robot is sized for Airbus single-aisle aircraft, which are assembled in France, Germany, China, Canada and the USA.

Where did CabinMarker come from?

Airbus formed a new division in 2023, named Airbus Robotics. This division brings robotic expertise in-house at Airbus, with the goal of creating technology rather than buying it, and developing industrial technologies engineered by people who truly understand the needs of aircraft production.

The robot was originally developed as a prototype by Airbus’s ProtoSpace division in 2018. The technology has been further refined and industrialised since a pause during the pandemic, and now forms part of the portfolio of Airbus Robotics. Following a rigorous development phase, CabinMarker received official industrial certification in December 2025, and is now the first robot to be fully industrialised in-house by Airbus Robotics.
Further tasks have been identified for CabinMarker. The robot is mobile and lightweight, which makes it versatile. Airbus engineers are already looking at ‘V2’ applications. For example, by swapping its marking pen for a camera, CabinMarker could become an automated corrosion detection scout. Add a vacuum and tape mechanism, and it could automate the tedious process of cleaning and taping aircraft floor rails.

If you would like to see CabinMarker in action, it will make its public debut during demonstrations at the ILA Air Show in Berlin later this month.

ir Canada today announced what it is hailing as its “most significant cabin investment”, with enhancements in every travel class as a signal of the airline’s growth ambitions. The airline revealed its new long-haul cabin designs at Aircraft Interiors Expo (AIX) in Hamburg together with Collins Aerospace, the seating supplier for the new cabins.

The cabin interiors are the first major expression of Air Canada’s new ‘Glowing Hearted’ design scheme, created to deliver a distinctly Canadian feel in the inflight experience. The all-new cabins will debut this summer as the airline’s fleet of 30 A321XLRs come online, with fully lie-flat Signature Class seating for the first time on an Air Canada single-aisle aircraft.

The introduction of the A321XLR is a key strategy for the airline, opening up new trans-Atlantic routes with premium seating options across more of its transcontinental network.

The A321XLR will feature 14 business-class suites, based on the Aurora platform from Collins Aerospace, all with 19-inch 4K OLED IFE screens and Bluetooth audio.
The shape and installation angle of the Aurora suite is designed to conform to the exact dimensions of the XLR cabin, maximising passenger living space, providing an extra row of premium seating, and expanding galley capacity to accommodate the catering volume necessary for long-haul services.

Air Canada has customised the Aurora seats to suit its requirements and branding, with input on industrial design, trim, and finish from Collins and Air Canada’s design partner, Acumen.

“By integrating the suites, monuments and galley space into a unified architecture, we’re able to make better use of the cabin footprint while maintaining passenger comfort and the service capabilities airlines need to deliver a true premium experience,” said Cynthia Muklevicz, vice president of global airlines and lessors at Collins Aerospace.

Economy class enhancements

There are also comfort enhancements in the 168-seat economy cabin of the A321XLRs, for which the airline has selected the Meridian+ model from Collins Aerospace.
Meridian+ incorporates design principles from widebody models, with a contoured architecture to reclaim additional area for passengers’ hips, knees and elbows, while the articulating seat diaphragm subtly flexes and adapts to augment comfort.

Air Canada has selected seatback options to optimise stowage, as well as 13-inch 4K OLED IFE screens with Bluetooth audio, and access to USB-C and AC power outlets.

“Details matter: we listened closely to feedback and challenged ourselves to create an experience defined by a strong Canadian sense of place, alongside a commitment to craftsmanship, functionality, and long-term durability,” said Mark Nasr, executive vice president & chief operations officer at Air Canada.

“This investment in the care and comfort of our customers is a key element of our New Frontiers growth strategy to become one of the world’s leading airlines.”

Premium Economy may have been around for a while, but its use by airlines to fill the void between economy and business class has drastically increased in recent years. Where a traditional three-class setting has historically dominated aircraft layouts, airlines have become wise to the huge benefits of adding premium economy sections to maximize the amount of revenue they can generate per square foot.

With this, competition has become heated, and passengers are being graced with more and more options if they want to fly premium economy. So, the pros and cons of what each airline can offer to such passengers are becoming increasingly important, from seat width and pitch to perks like amenity kits and priority check-in. In this case, however, recline will be used specifically to determine which premium economy option is best.

6️⃣Japan Airlines
Airbus A350-1000 (Motorized Fixed-Shell, 42-inch Pitch, Leg rest to 190°)

Japan Airlines ranks among the best in the industry when it comes to premium economy seats. At least, that is the case when flying aboard its recently introduced fleet of Airbus A350-1000s.

The use of fixed-shell seats means that each passenger essentially has their own unimpeded space within the cabin. When reclined, the seat will electronically shift to a 45-degree angle, serving as a middle ground between the flat beds of business class and standard seats in economy. This is aided by a legrest that can sit at 180 degrees relative to the seat. Due to the hard shell, “seats recline without tilting backward,” per Japan Airlines, “preserving your personal space and letting you kick back without bothering the passenger behind you”. That means specifying how far they recline is tough, given the unconventional way seats move forward rather than backward, but the assurance space will not be taken by those in front is a massive bonus.

Japan Airlines’ A350-1000s each feature 24 of these fixed-shell premium economy seats, arranged in a 2-4-2 configuration. When not reclined, the seats boast approximately 18.9 inches (48 centimeters) of width, alongside 42 inches (107 centimeters) of pitch.

5️⃣Virgin Atlantic
Boeing 787-9 (8-inch Recline, 125-degree Seat Angle, 38-inch Pitch)


Another impressive offering can be found aboard Virgin Atlantic’s fleet of Boeing 787-9 Dreamliners. Premium economy on these features 35 seats arranged in a 2-3-2 configuration. These themselves recline up to eight inches (20.3 centimeters), boast 38 inches (96.5 centimeters) of pitch, 21 inches (53.5 centimeters) of width, and are complemented by an ergonomic footrest.

In fact, Virgin’s offering is so strong that it helped the airline fetch Skytrax’s World's Best Premium Economy Class 2025 award. Naturally, though, better options for reclining specifically can be found elsewhere, with the title based on a host of factors such as food and service, alongside the broader travel experience outside just the flight.

Unlike with Japan Airlines’ self-contained premium economy seat, Virgin Atlantic passengers run the risk of losing out on space to the person in front. As flagged in a review of the airline’s 787-9 premium economy offering by the Alviator: “If the seat in front is reclined, getting out of your seat isn’t particularly easy.”

4️⃣Emirates
Airbus A380 and Boeing 777 (8-inch Recline, 40-inch Pitch, Six-Way Seat Adjustability)

Premium economy passengers opting to fly with Emirates will benefit from the “largest known fleet retrofit” project, carried out by the airline in recent years. With $5 billion in investment, the airline will completely refurbish 110 and 109 of its Airbus A380s and Boeing 777s, respectively, to house a four-class configuration as standard.

As per the carrier, “the addition of Emirates' award-winning premium economy cabin sets a new benchmark for an elevated travel experience”. This means a seat capable of reclining eight inches (20.3 centimeters), adjustable in six separate ways, and with 40 inches (101.6 centimeters) of pitch, alongside 19.5 inches (49.5 centimeters) of width in practice.

In the already-refurbished jets, passengers will find a 2-4-2 seating layout in premium economy cabins, with 56 such seats featuring on Emirates’ super jumbos and 24 installed on the 777s. Other perks include calf and foot rests, two tables for drinks and food respectively, as well as in-seat charging ports, to name a few.

3️⃣Air New Zealand
Boeing 787-9 (8-inch Fixed-Shell Recline, 41-inch Pitch)

Another airline to take advantage of the fixed-shell seat design is Air New Zealand. These, once again, feature in the carrier's premium economy cabins aboard its retrofitted Boeing 787-9 Dreamliners. Having kicked off last year, the refurbishment project will see all 14 of the airline’s existing Dreamliners fitted with new interiors.

Like Japan Airlines’, Air New Zealand’s hard-shell premium economy seat design means reclining pushes the seat down and forwards, rather than simply backward, to prevent the passenger behind losing out on space. Up to eight inches (20.3 centimeters) of recline is offered, but using this means eating into the 41 inches (104.1 centimeters) of pitch, which is the key downside of the hard-shell.

That said, calf and footrests look to mitigate this, with the seat designed to fold into something on the way to resembling a flat-bed. Small wings on the seats’ sides also appear to add an element of privacy, while additional storage and charging ports have also become standard. Within the newly installed 787-9 premium economy cabins, Air New Zealand passengers will find 33 such seats in a 2-3-2 configuration.

2️⃣Singapore Airlines
Airbus A350, A380, Boeing 777 (8-inch Recline, 38-inch Pitch, Leg rest and Footrest)

Singapore Airlines’ premium economy offering is incredibly strong across various aircraft types. Featured on the Airbus A350, Airbus A380, and Boeing 777, premium economy cabins aboard Singapore Airlines aircraft are laid out in a 2-4-2 configuration.

These seats themselves recline to around the eight-inch (20.3 centimeters) mark, a common benchmark offered in premium economy by airlines, and measure 19.5 inches (49.5 centimeters) wide. Pitch comes in at 38 inches (96.5 centimeters), while a leg and foot rest are also standard.

Passengers might find flying premium economy with Singapore Airlines just as much about the experience around the flight as about the seat itself. Before boarding the aircraft, perks stretch to priority check-in and boarding, alongside access to the carrier’s Book the Cook service, whereby meals on many long-haul flights can be selected in advance. As such, Singapore’s premium economy is more its own class than a simple step up from economy seats.

1️⃣Cathay Pacific
Airbus A350-900 and Boeing 777 (9-inch Recline, 40-inch Pitch)

Cathay Pacific takes the top spot for premium economy seat recline, offering passengers up to nine inches (22.8 centimeters) of room to lean back and a touch more than peers. Some 28 such seats are fitted aboard the airline’s A350-900s. Following a refurbishment program that introduced new premium economy and business class seats, this figure can stretch to as many as 48 of the former on its new 777s since last year. Its newer 777s house far more room for premium economy passengers than any others within Cathay’s fleet, therefore, and it appears the Hong Kong flag carrier has very much jumped on the bandwagon to boost the number of such tickets it can offer.

On each aircraft, premium economy cabins are laid out in a 2-4-2 configuration. Seats themselves include a full-length leg rest, footrests, a retractable and adjustable armrest, alongside a headrest. All told, seat pitch and width are generous too, at around 40 inches (101.6 centimeters) and 19 inches (48.3 centimeters) respectively.

Other perks include complimentary champagne for premium economy passengers, alongside an on-demand meal service. Larger tray tables are designed for easier laptop use and noise-canceling headphones are given out for Cathay’s inflight entertainment system, alongside amenity kits.

Majestic India 🇮🇳 🙃

Air India has completed the first retrofitted cabin interior in its programme to fully refurbish the cabins of 26 Boeing 787s in its fleet. The first B787-8 (registered VT-ANT) has been converted from a two-class to a three-class cabin configuration, bringing it in line with Air India’s latest widebody product standard, as seen on the airline’s newest Boeing 787-9, inducted in January 2026.

The cabin retrofit interior upgrades were carried out at Boeing’s Modification Center in Victorville, California, with VT-ANT requiring approximately 12,825 man-hours of work over 45 days, covering the removal of legacy interiors, reconfiguration of the cabins, installation of new seats, carpets, and wall laminates, an overhaul of the galleys and lavatories, and installation of Thales Avant Up IFE systems throughout.

According to Air India the materials used included 475m of fabric for the new seats, 167m of synthetic leather, and 169m of carpet.

The reconfigured B787-9 cabin now accommodates 20 business-class suites in a 1-2-1 layout, 25 premium economy seats in a 2-3-2 layout, and 205 economy class seats in a 3-3-3 layout.

Each of the 20 business-class suites (the Ascent seat from Elevate Aircraft Seating) features sliding privacy doors, direct aisle access, a 42in (107cm) pitch, a fully flat 79 in (201 cm) bed, a 17 in (43cm) 4K QLED HDR touchscreen IFE display, multiple device charging options, a vanity mirror, and a jaali-inspired feature lamp.

The seats in premium economy (the Recaro PL3530) have a 38 in (97 cm) pitch, a 7in (18 cm) recline, a six-way headrest, a calf and leg rest, and 13.3 in (34 cm) 4K QLED HDR seatback IFE screens with Type-A and Type-C fast-charging ports.

The economy-class seats (Recaro CL3710) are configured at a 31/32 in (79/81 cm) pitch with 5 in (13 cm) recline and 11.6 in (29 cm) 4K QLED HDR IFE touchscreens.

Air India plans to retrofit the 25 additional B787 aircraft over the next year as part of a US$400 million investment to modernise its legacy fleet, two of which are already undergoing the process. Upon full completion of the B787 retrofit programme by 2027, the airline aims to upgrade the onboard experience on more than 300 flights per week to destinations across the United Kingdom, Europe, and Australia.

Air India says it will subsequently retrofit 13 of its legacy Boeing 777-300ER aircraft.

“The retrofit of our first widebody aircraft is a visible symbol of the momentum behind Air India’s transformation,” said Campbell Wilson, CEO of Air India. “With 25 other 787s undergoing this comprehensive refresh, we are rapidly modernising the backbone of our long-haul fleet and raising the bar for customers flying between India and the world.”

A concept has been co-created by RAVE Aerospace and Safran Seats, designed to bring together innovation in physical and digital technologies for an enhanced premium travel experience. The concept, named Origin, draws upon the companies’ respective expertise in aircraft seating and in-flight entertainment (IFE).

The Origin concept is being shown in two forms at this year’s Aircraft Interiors Expo (AIX), though both share a key feature: the Immersive Display Concept, which is a U-shaped micro-LED screen that is the heart of the Origin suite environment. The screen gives passengers a fully controllable and adaptable visual environment, with dynamic mood and ambience settings.

Safran is demonstrating a premium suite with advanced seating technologies including dynamic comfort and temperature management systems that optimise cushion pressure and regulate the climate within the suite, smart stowage solutions, and an adaptive lighting system. On the IFE side, Safran Seats has included an updated version of Euphony, its headset‑free audio system that can help create a sense of immersion within the suite.
Meanwhile RAVE Aerospace is showing how the capabilities of the Immersive Display Concept in terms of content, interaction, and advanced display technologies. RAVE Aerospace is focusing on showing how immersive content, transparent displays, and next-generation interfaces could transform the cabin into a dynamic, personalised environment.

“Future display technologies are about more than just consuming content” said Ben Asmar, vice president products and strategy at RAVE Aerospace. “They enable curated experiences, whether that’s deep immersion or the ability to escape into environments beyond the physical”

You can try out the Origin experience at AIX, at booth 7B40 (Safran Seats and booth 3A10 (RAVE Aerospace).

Sekisui Kydex has developed Kydex ECO 6565HI, a patent-pending thermoplastic formulated for sustainability in aircraft interior applications. The company claims the material achieves an 8% reduction in global warming potential (GWP) and a 195% lower acidification potential compared to its existing Kydex 6565 and Kydex 6565HI materials, based on life cycle assessment (LCA) data.

Kydex ECO 6565HI has an antimony-free formulation that incorporates renewable raw materials and is designed to be 100% recyclable. Sekisui Kydex says the thermoplastic complies with FAR 25.853 (a) and (d), including 65/65 heat release and 180 smoke development requirements, and conforms to REACH, RoHS and Proposition 65 standards.

The formulation is designed to provide controlled deformation in head injury criterion (HIC) applications, supporting passenger safety in impact-critical zones. It is suitable as a stand-alone material or within bonded constructions, and is available with the company’s Infused Imaging option, as well as custom colours and decorative textures.

Sean Stabler, vice president of innovation at Sekisui Kydex, said, “By combining decades of formulation expertise with verified life cycle assessment data, we’ve developed a solution that supports environmental goals while meeting rigorous FAA performance standards.”
The material also meets Federal Aviation Administration (FAA) policy requirements for colour substantiation of integrally coloured thermoplastics, allowing designers to specify colours without requiring additional coatings.

The more I look at the potential A220-500 stretch, the more it feels like one of the lowest risk “new aircraft” developments Airbus could do.

Compared to a clean sheet program, a -500 would likely avoid huge development costs because so much of the platform already exists. Same PW1500G engine family, same cockpit philosophy, same systems architecture, same production ecosystem, and a lot of commonality with the -100/-300. From a certification standpoint, it’s more of a derivative stretch than an all-new aircraft, which should make the pathway significantly easier and cheaper compared to launching something entirely new.

The interesting part for this sub is the cabin/interiors side.

A longer fuselage finally allows the A220 to fully exploit what many passengers already love about it: the cabin comfort. I’d expect Airbus to push capacity hard, potentially keeping the current 2-3 layout but optimising monuments, galley footprint, lav positions, and exit arrangements to get the aircraft comfortably into the 170+ seat territory.

What I think could become really interesting is whether Airbus explores a true high density 6 abreast concept long term. The fuselage cross section is wider than people think, and with slimline architecture, staggered armrests, sculpted sidewalls, and new generation seat structures, I honestly wouldn’t rule out a tight 3-3 configuration for specific ULCC operators. Passenger reaction would probably be brutal at first, but airlines would absolutely look at the economics.

At the same time, if Airbus keeps the current 5 abreast comfort advantage, the A220-500 could become one of the most passenger friendly aircraft in the 180Y seat market while still giving airlines excellent trip economics.

Feels like Airbus is sitting on a very strong product here without needing to spend A321XLR level money to make it happen.

This private workspace at 40,000 feet also aims to keep disruptive calls away from the main cabin.

TThe era of high-speed satellite Wi-Fi has arrived – and with it, the final disappearance of airplane cabins as a rare “offline” sanctuary.

Starlink is of course the poster child for high-bandwidth connectivity above the clouds, partnered with the low signal latency which makes the experience as good as you’ll get on the ground.

Soon to follow are similar Low Earth Orbit (LEO) plays from the likes of Amazon, while ViaSat aims to bring its broadband ViaSat-3 constellation online later this year.
As airlines roll out these services across their global fleets, the ability to stream 4K video is no longer the ceiling.

The new reality is the in-flight video call, and it’s a prospect that fills many frequent flyers with dread.
Boeing is attempting to help airlines get ahead of the inevitable complaints with this innovative “phone booth” concept.

These sound-insulated pods provide a private, sound-proofed environment where passengers can conduct Teams or Zoom meetings, or step away from their seat for a sensitive business call. 

Boeing says these modular micro-office pods could be designed with a minimal footprint which allows them to be located in underused parts of the plane, such as where the fuselage narrows at the front and rear, or tucked away in other parts of the floorplan.

The design includes integrated lighting, charging ports and a dedicated screen interface.

This approach offers an alternative to the blanket bans on voice-over-IP (VoIP) calls that some airlines are now introducing.

While most carriers have long prohibited phone calls to maintain cabin decorum, the demand for "always-on" connectivity makes these rules harder to defend.

By providing a dedicated zone for voice and video, airlines can satisfy the corporate market without turning the business class cabin into an open-plan office.

For many business travellers, the privacy aspect could be paramount: taking part in confidential discussions that would otherwise be impossible at 35,000 feet.
The success of the concept will depend on how airlines value their floor space.

Every square centimetre dedicated to a phone booth is space that could have held a high-revenue seat.
However, as high-speed Wi-Fi becomes a standard expectation, these booths may soon be as essential to the modern cabin as the lie-flat bed.