Ayo punye!!!!

How do airlines measure seat space?

Most of the world's major airlines (and some you've never heard of) publish two measures of seat
space:
Front-to-rear space is measured by "pitch," defined as the distance between any given point on a seat
to the identical point on the seat in the next row forward or to the rear.
Side-to-side space is generally measured by the width of the seat cushion.

The minimum distance between the back support cushion of a seat and the back of the
seat or other fixed structure in front (MINIMUM: 26 inches (660mm))
(seat back cushion to back of seat in front) be increased to at least 711mm (28.2") to
accommodate up to the 95th %idle European seated passenger (minimum
recommendation). The ideal recommendation would be to increase dimension A to at
least 747mm (29.4" - 99%ile world)."


The minimum distance between a seat and the seat or other fixed structure in front.
(MINIMUM: 7 inches (178mm))

(seat base to back of seat in front) was also found to be inadequate for both larger and
smaller passengers. The depth of a 95%ile passenger's thighs is greater than the 178mm
(7") current minimum and the vertical clearance of 76mm (3") requires that passengers
move in a semi-crouched, unbalanced, posture increasing the likelihood of tripping
especially when trying to move from the seat quickly. The smaller passenger may be
disadvantaged because Dimension B does not allow sufficient clearance for their lower
buttocks. Dimension B may be better expressed as two separate values. Between
230mm and 255mm (9 and 10 inches) would be an acceptable minimum for dimension B
at armrest level and a minimum of 210mm (8.3") would be acceptable at cushion level.

The minimum vertically projected distance between seat rows or between a seat and any
fixed structure forward of the seat. (MINIMUM: 3 inches (76mm))


would need to be increased from the current 3" (75mm) to 12" (305mm) to permit a
95%ile passenger to stand upright.
Foot space, foot rests, alternative seat design, seat cushions, armrests, and tray tables
were also addressed.
To meet the report's recommended standards, entire rows of seats on current aircraft
would have to be removed and, depending on the aircraft, at least one seat per row
would have to be removed to provide adequate seat width. One account suggests that as
many as 100 seats would have to be removed from the economy sections of airplanes
now in service, particularly those aircraft - primarily in charter service - featuring "high
density" seating.
A single row of six seats in an aircraft, with four of them filled on average per flight, can
generate up to $8 million in ticket revenue over a 20-year period. Consequently, if seats
were removed to meet expanded minimum space requirements; ticket prices might
increase upwards of 25 percent. The counter argument is that while passengers are
attracted to low fares, these fares are only made possible by a seating density that could
compromise safety.



The backrest
As we shall see soon, the comfort of the seat depends fundamentally from shape and
placement of the backrest: it is necessary therefore to examine briefly its structure.
Schematically the backrest is formed, similarly to seat prototype - the chair -, by two
lateral and vertical posts which support a structure - variable in shape, size and
inclination - traditionally called back. Instead, such a structure should be called
lumbar-dorsal-support (l-d.s) because this is the pivotal tract of the backbone which
needs to be supported.

Comfort
A comfortable seat is the one which gives a sense of well being to the person who uses
it.
Comfort is defined commonly as the whole of pleasant sensations arising either from
internal as well as external conditions to our body, which make us feel at ease in
determined situations such as in our case, when we are sitting. By this definition,
comfort is a subjective way of appreciating sensations and therefore it should not be
possible to solve rationally that issue.
Then let us try to find a way to make this concept objective and measurable. That
becomes possible if we define the comfort deriving from sitting position in terms of
spared muscular energy; therefore we might state that a seat is comfortable when we
find all of those fundamental requirements - one or more - capable of reducing torsos
muscular work.
If we apply physics principles, we can understand immediately that the torso should be
positioned vertically: in fact, by the force-work formula FW= force x movement= F
x P1P2 x cosine (where forces direction determines cosine value and consequently
FW value), the vertical posture of the backbone is that which allows the back muscles
to spend less energy. In fact, the cosine to the angle between the backbone in the
vertical position and the horizontal plane of the seat (angle ) equals zero, meaning
that the work for the force is null. The forgoing also means that if the backbone were a
pencil, it could stand up without support.
But it is known that the backbone has
three curvatures, necessary to make
complex movements. Besides, the
backbone has to support the head, the
arms and is subject to thorax abdominal
draw. Therefore, the vertical position of
the torso, said orthostatic (fig.1), is being
kept voluntarily. For this reason it is
necessary to provide the seat with the
backrest, furnished with a l-d.S properly
shaped and inclined, positioned vertically
so as to reduce mostly, though not
completely, the work of the trunk
musculature.


Corollary
From the above comments it follows that:
1. The l-d.S. needs to be as much long as to support the backbone tract between L3-D8, when the
torso is in orthostatic position, so as to prevent the torsos tilting backward and then losing its
balance.
2. The greatest support surface is required when the torso lies horizontal, because in this position
the cosine equals 1 and therefore, the muscular work is maximum.
3. trunks intermediate positions ranging between the vertical and the horizontal, increase the
muscular work and are thereforeincorrect, unless the seat is designed for special use (e.g.
race car, glider).
4. The backrest has to meet the
back, when the torso is in
orthostatic position; this means
that, contrarily to what we in general
notice in car seats, the backrest has
to be located forward so as to enter,
in projection, inside the seat (fig.2).



5. We are not allowed to vary the backrest position to reach maximal comfort, while other
parameters contributing to seat comfort, such as the height of the seat plane from the floor, the
l-d.S. height from the seat plane or the seat covering and padding are allowed to change.
6. The l.d.s height from the seat plane should be adjustable, in order to allow the l-d.s to meet
accurately the pilots low back. Indeed, low back height varies from person to person.

Consequences of the rearward sloping of the backrest
In most modern seats the backrest rises from the rear edge of the seat, tilting about
10 degree backward. Under this condition the torso has to bend backwards to meet
the support.
The slanting position of the backrest produces the following disadvantages:
The torso, as any object on an
inclined plane, slides downward
losing l-d.s., causing the
backbone to hunch. Unpleasant
consequences soon appear such
as backbone tendon and muscle
strain and fatigue. The inter
vertebral spaces at the low back
widen rearwards, thus fostering
the occurrence of disc hernia
(fig.3).


Presumably to avoid these unfavorable consequences, the seat is often inclined
upward a few degrees so the torso and the pelvis backslide, due to gravity, against the
backrest. Such expedient, in a conventional chair, worsens the situation because it
forces the trunk to maintain an oblique position which it is that causes discomfort, as
explained above.
In the airplane instead, the inclination of the seat plane may well be justified
because it allows for leg flexing necessary to push easily the pedals and hinders pelvis
and thighs sliding in case of sudden variations of the velocity of the aircraft.
Further consequences of the slanting position of the backrest are:
The more the torso tilts backward, the more the neck flexes forward to support the
head. Fatigue results which causes pains to the neck muscles.
The upper limbs extend forward to
reach the steering wheel and the
controls, causing shoulder and
biceps fatigue.
And in the end, the torso has to be
moved along a longer arc, when
sitting or rising (fig.5). Such
actions become very difficult
when the backrest has a strong
inclination, the seat is low and
the pilot is elderly or obese
(fig.4).
In the end, in case of ejection of
the pilot, fracture of the fore part
of the vertebral bodies might
occur if the backbone is slightly
flexed at the moment of the seat
boost (fig.6). The backbone
flexes whenever the backrest
raises straight from the rear side
of the seat and the l-d.S is not
adjustable in eight.



I would like to point out that the torso
can assume a flexed attitude even when
the backrest is upright and correctly
shaped. This occurs especially when the
seat is quite long and the backrest
raises from its rear side. In such a case
the person is induced spontaneously to
occupy the fore part of the seat, and so
the torso must incline backward to reach
the backrest (fig.5).


The solution to this issue is limiting the seat plane length and to place the backrest
forward so as the l-d.S, properly shaped and inclined, meet the torso in orthostatic
position (fig.2).
As seen in the point 3 of the corollary, in special cases the backrest must be inclined
rearward. That may be required in light aircrafts where room is constrained for
aerodynamic reasons and to allow therefore to accommodate persons of tall height.
This problem is generally solved designing a hollow backrest inclined 10-12 degrees
rearward. Unfortunately this solution is exactly that which causes most fatigue of the
backbone muscles. Yet the problem might be solved furnishing the backrest with a l-
d.S and a headrest.
The advantages for the pilot deriving from a correct posture become evident when the
flight last a few hours and goes on in adverse conditions of visibility and turbulence. In
these situations the pilot is likely to lean forward in order to see better, losing contact
with the backrest.
This posture causes fatigue of torso and limbs muscles with consequences that might
be dangerous for controlling of the aircraft. The comfort of a seat depends therefore on
the possibility for the backrest to support and keep the torso, either pilot or
passenger's one, in the orthostatic position which is it that allows torso muscles to
spare energy and in the same time to be alert. Shortly, the correct positioning of the
backrest produces the following advantages:
Comfort
Makes easier the action pilots do to sit down and rise up
improves visibility outside the cockpit
improves also instruments readability, because the pilot gets closer to the
dashboard,
increases vigilance
delays somnolence
makes controls easier
increases space in the cabin (fig.2)
reduces occurrence of backbone injuries in case of pilot ejection from the airplane



Back/Neck Pain: Lets face it; the single most common reason anyone
hates to fly is the discomfort associated with sitting in what usually ends up
to be a hard, misshapen seat crammed into a space nary big enough to fit a
child, let alone an adult. Long trips sitting in such a seat can lead to back
pain, neck cramps, and leg fatigue. There are a few things that can be done
however, to prevent this body pain.
1. Take Breaks: This may sound odd, but you ought to take breaks
from sitting. Just as you should get up from your desk at work to take
a 2-3 minute walk around the office every 20-30 minutes, it is
important to relieve your body of the strain of sitting in an airplane
seat regularly. Excuse yourself from your row, get up, and walk
around the cabin. It also helps the trip to go by faster!
2. Customize Your Seat: Its true; the seating on an airplane with the
exception of some first-class cabins is horrendous. Dont be a
victim of poor seat design. Customize your seat!

First, try adjusting your foot height to the appropriate level with
a travel footrest.Ensuring that your feet are sitting at an appropriate
height is the first step to guaranteeing proper posture.

Next, use an inflatable back cushion. Lumbar support is not what
airplane seats are famous for.

Lastly, if youre going to be using a laptop or portable DVD player,
consider purchasing a mobile lap desk. The drop-down trays in
located in the seat in front of you were designed for eating WELL
before the laptop computer was conceived. Using these trays to
support your computer can lead to wrist strain which, with repetition,
can lead to carpal tunnel syndrome.
Irritation of Handling Luggage: Likely the most frustrating thing about air
travel is having to handle your luggage. Lugging bags from the car to the
check-in desk, and then your carry-on around the entire airport can be a
real hassle. Moreover, with airlines charging customers by the number of
items they check, bags are becoming heavier and heavier, leaving flyers
with more and more frustration and pain associated with carrying them.
Luckily many luggage manufacturers have realized this problem, and
addressed it with a line of rolling luggage.

Bags with wheels take the strain off the arms, backs, and chests of charged
with carrying them through the airport. Unfortunately, this puts a new kind of
stress on another body part now responsible for directing the rolling bag:
the wrist.

Many rolling bags have a convenient telescoping arm that extends from the
suitcase giving the individual control over the direction of the bag. While this
feature adds a degree of comfort however, it fails to do so in an ergonomic
fashion. Simple straight bars force the user to grasp the bag in one of two
ways, regardless of the desired direction of the suitcase: either over- or
under-hand. This grip, especially when moving from side to side puts
enormous stress on the wrist. Luckily there is a solution to such a
problem.Ergonomic luggage handles attach to existing telescoping grips
to transform their rigid design to 360 degrees of ergonomically-sound
movement.

Good ergonomics usually starts with seat design, and seat design starts
with the selection of your seatback angle. The seatback angle will have
important consequences on the frontal area, drag, outward visibility,
instrument panel design and the size of your cabin. Seatback angles also
determine the optimal angle for the seat pan. Experienced engineers will
recognize these relationships and include them as part of the design
process.

Seatback angles are normally specified as an angle of recline from
the vertical axis. We see a typical airliner seat in Attachment-1 below. The
"upright" position (reclined 16 degrees) results in an angle of 95 to100
degrees from the torso to the thighs. The spine is almost vertical and that
results in higher pressure on the spine and buttocks. That position is often
uncomfortable on long flights. The reclined position results in a 110 to 120
degree torso-thigh angle. This places less stress on the spine and buttocks
area. Studies have shown that stresses on the spine are most evenly
distributed when thighs are 135 degrees from the torso.

Note the lower legs are not far from vertical and the seated passenger
takes up quite a bit of vertical space. This allows the "pitch" between rows
of seats to be minimized. So if you were designing a 6 place aircraft with 3
rows of seats and were trying to minimize CG variability due to passenger
loading, you might consider tall seats and upright positions. This permits a
shorter cabin but requires the cabin to be taller as well.

Attachment-2 shows some typical seatback angles for
older homebuilts. The seatbacks are reclined 0 to 15 degrees from vertical
and the sketched pilot is shown in a position that will become
uncomfortable. Angles less than 90 degrees between the torso and thighs
create high stresses on the spine and buttocks, and also results in the
perception of a cramped cabin area.

Attachment-3 shows conventional and modern seating examples. This
drawing includes min/max values for comfortable angles between the
upper and lower legs. We also see the effects of reclining the seatback 30
degrees or more from vertical:
1) The cabin height can be reduced, which lowers the frontal area.
2) The cabin length must be increased due to the stretched out body.
3) The pilot's head is lowered and visibility over the instrument panel is
reduced. The panel must be lowered or reduced in height to preserve
visibility.
4) The canopy becomes longer to maintain outward visibility.
Reclining the seatback to 42 or 45 degrees from vertical (as is common with
many canard aircraft) results in the above effects plus the following:
5) Thigh supports are required or the extended leg muscles will get tired
quickly.
6) Headrests are required to support the neck and head.
7) The instrument panel must be moved aft to remain within reach of the
pilot's outstretched arm. This results in the pilot's knees being further
forward than the lower edge of the panel, which may inhibit entry/exit
ease when a canopy is used for access.
Some pilots and passengers have noted the "bathtub effect" with 45
degree seatbacks. They feel like they are reclined in a bathtub and just
barely able to see over the edges. Clearly there are a lot of design
considerations here!

Attachment-4 (contributed by Autoreply) shows a recumbent seat on a
high performance sailplane. This results in very low frontal area and
minimum drag. Observe how the canopy must extend well forward onto
the nose. The instrument panel is reduced to an absolute minimum to
allow a forward line of sight. You're not going to fit an IFR panel onto an
aircraft with recumbent seating! The extreme recline results in extended
neck muscles and the pilot flies with his chin laying on his chest. He may
need a nice neck massage after a long day of soaring!

In summary, the optimum seatback angle will vary depending on the type
of aircraft, mission profile and other design objectives. Each range of
seatback angles has a significant impact on the cabin configuration, canopy
design, instrument panel space, and other areas. Bad ergonomic design
results in fatigued pilots and uncomfortable passengers, which is irritating
at best and dangerous at worst.