GB2565674A - High density aircraft seat arrangement - Google Patents

Abstract

A modular aircraft seat unit 10 has a seat 18 with a console 20 adjacent to it. The seat unit is installed in an aircraft cabin 26 with other like seat units to form a pair of directly adjacent columns extending parallel to a common column axis 30. The seat faces a direction inclined to the column axis by a seat offset angle Sθ, and the console accommodates a footwell 40a suitable for use by a passenger sat in a different seat 14 from that of the seat unit. The seat unit may include an arm-rest surface 47 which overhangs a region aft of the footwell. The seat unit may include a privacy shell extending around the back of the seat. The shell may accommodate a monitor mounted to rotate between different viewing positions. The seat may include a back (fig.4c,60), pan 62 and leg rest 64 which are each moveable into a bed mode position 34. The seat may also include a separate lateral bed surface 35, located at the side of the seat pan in seat mode, and to the side of the seat back in bed mode.

Description

High Density Aircraft Seat Arrangement

Technical. Field

The present invention concerns an aircraft seat arrangement, preferably a high density aircraft seat arrangement, where the seats are convertible to beds and are for use in a cabin class superior to standard / economy seating arrangements, for example a business class cabin space. More particularly, but not exclusively, this invention concerns an aircraft cabin in which there are installed a plurality of seat units arranged in a plurality of rows, especially business class seat units.

Background of the invention

When designing a business and/or premium economy seat and corresponding LOPA (Layout of Passenger Accommodations) there are the inherently conflicting requirements of providing the feeling of space and comfort for the passenger whilst providing; a high density seating configuration to maximise revenues for airlines

Passengers typically expect a lie-flat private space, with access to storage

VDU monitor, a table and preferably as a shelf or table. A privacy shell feeling

T +desirable for a seat design and LOPA to /•Λ V •^7 -L.

configurable for use in as many of the mainstream modern aircraft ly being manufactured and as for examp

Airbus''

A330, A350, and A380 and and prior art typically achieve such requirements, whil iso providing reasonably efficien packing of the seats in a given volume, by means of herringbone-tvpe arrangements of seats and/or by means of creating foot-well regions that interface in a geometrically efficient manner in relation to the seats in front of the seats of the passengers using

configuration i	s o	ne i	n which
that they face	in	a di	r θ c t -1. ο n
axis by a seat	off	set	angle,
adjacent seats	to	face	in dif

such foot-wells. A herringbone the seats are orientated such inclined to the longitudinal Ithough it is common for erent directions (e.g. one seat being inclined relative to the longitudinal axis by a seat offset angle in a clockwise direction and the adjacent seat

being inclined	relative to the	longitudinal	axis by a	S Θ 3. L
offset angle i	n an anti-clockw	ise	direction)	1 Λ	.Some
configurations	have adjacent s<	eat	s inclined	t o	the
1 ο n g i t u d i n a 1 a	x i s b y a s eat o f	f se	t angle of	the	s ame £	sign.

The higher the seat offset angle the lower the seat pitch needs to be (the seat pitch being the distance between rows in the on p e rpend i c u1a r to the

Having a long seat compromise on packing efficiency,

Γ'

O.T.

is ηοτ the units and an utilised wisely.

Some examples of the prior art will now be described.

ub o,/../.. aiscioses an are installed seat units, each seat and a console adjacent to configurable between a bed mod· seats, towards the nose of the

aircrait	canin, in	wnicn mere
seat unit	having a	lie-flat
the seat,	the seat	being;
cl Π G cl S θ	at mode .	Some of the
aircraft.,	face in	a direction

inclined to the longitudinal axis. The console of a seat unit accommodates a foot-well for use by a passenger in the seat behind. The seat units do not appear to be designed to face in the same direction or to be arranged in rows where two or more seats are grouped together in the row. The seat arrangement is not particularly nigh density and is therefore more suitable to a first class suite of seat units.

WO 2009/073244 discloses an aircraft cabin, in which there are installed a plurality of lie-flat seats arranged in rows. The seats are arranged as three pairs per row, an aisle being defined between adjacent pairs. The seats in each pair are separated by a console. Some of the seats face in the same direction, said direction being inclined to the longitudinal axis of the cabin bv an angle of about 15 degrees (the angle measured in the clockwise direction). Other seats face in a different direction, but inclined to the longitudinal axis of the cabin by an angle of about 15 degrees (the angle in this case being measured in the anti-clockwise direction). The feet of a passenger in a seat behind a console between two seats in front may be accommodated in a foot-well to the rear of the console. The low angle of inclination of the seats relative to the longitudinal axis of the cabin translates into a relatively long pitch of seat. Such a long pitch can affect packing efficiency in certain aircraft cabin layouts.

US 7,918,504 discloses an aircraft cabin in which there are installed rows of seat units each unit having a forward facing lie-flat seat and an associated console, the seats facing in a direction parallel to the longitudinal axis of the cabin. The consoles provide foot-wells for the seats behind and successive rows alternate in configuration such that the consoles in one row are directly in front of the seats in the row behind. The armrest of a seat in one row’ overhangs the foot-well of the seat behind, providing a space-packing efficiency. However, the seats being arranged to face parallel to the longitudinal axis of the cabin translates into a relatively long pitch of seat, which may adversely affect packing efficiency in certain aircraft cabin layouts.

TTQ

349 discloses an aircraft cabin in which

are installed angled.	rows of seat	unit
seat, and an associat	ed console. :	l?he s
offset from the long	itudinal axis	of t
perpendicular to the	direction in	whic
the aircraft cabin.	The consoles	.i n a

f o row the row row provide footrests in a direction but behind and armrests for the seats in the same row.

ts are not configured for conversion

When designing seats and LOPAs, consideration needs to be given not only to the requirements of the seated passenger and the available volume in the cabin but also to the requirements for sufficient access to and from and along the aisles of the aircraft. The aisles defined between seat units on a commercial aircraft need not be as wide at feet level as at arm level, given that the width of free space required by an average person when walking is greater above the waist than at feet level. The Federal Aviation Regulations specify that, unless special circumstances apply, for an aircraft having a passenger seating capacity of 20 or more, the passenger aisle width at any point between seats must equal or exceed 15 inches ('-381mm) at a height of less than 25 inches ('-635mm) and must equal or exceed 20 inches (-“508mm) at a height of 25 inches (635mm) or more. Aircraft manufacturers also recommend certain minimum aisle widths. Airbus recommends a minimum aisle width of 15.25 inches ('-387mm) below a height of 25 inches ('-635mm) and a minimum aisle width of 20.25 inches (~514nm) above a height, of 25 inches (~635mm) . Boeing recommends a minimum aisle width of 15.5 inches (-“394mm) below a height of 25 inches (~635mm) and a minimum aisle width of

20.5 inches (-521mm) above a height of 25 inches (-635mm).

Seat manufacturers tend to aim for minimum aisle widths higher than the figures stated above in order to provide air-crew better access along the aisle. An aisle width of at least 17 inches is preferred for example.

The present invention seeks to mitigate one or more of the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved high density seating system that can be utilised in class cabin region in an aircraft.

Summary of the Invention

The present invention provides, in accordance with a firs aspect, an aircraft cabin having a floor and a longitudinal axis, in which cabin there are installed a plurality of seat units including first and second seat units in a first row of seat units and a third seat unit in a second row of seat units, wherein (a) each seat unit includes a seat and a console adjacent to the seat, the seat being configurable between a bed mode and a seat mode, (b) the cabin includes an to direction, said direction being inclined

the longitudi	rial axi	s by	a seat off	set angle, (d) the conso
o f t h. β f i1? s t	seat un	11 IS	direct!	y	adjacent to the aisle an
accommodates	a f ο o t -	well	for use	by	a passenger in the seat
the third sea	t unit,	and	<e; at i	ea	st a part of the console
the first sea	t unit,	in a	region	no	higher than a first
distance (for	exampl	e 2 5	inches o	V	635mm) from the floor,
extends furth	er into	the	8.1 S ΐ Θ t 'Fi	an	the rest of the first s

of d

o unit in a region higher than the first distance from the floor. Thus, in accordance with the present invention valuable space can be utilised at a position relatively close to the floor, by a console that provides the function of a foot-well, where such space might otherwise be given up to the aisle. Decreasing the amount of space in the aisle at a lowlevel does not impede access or usability of the aisle, especially as the width of the aisle at a higher level can be more generous. Using space that might otherwise be aisle space in this manner effectively releases several inches worth of real estate across the width of the cabin for use by seated passengers. Given the value placed on useable space per passenger and on achieving increased density of seated passengers per unit area (sometimes referred to as PAX density) , just creating a few extra inches space can make a very significant difference to the attractiveness of a LOPA to passengers and airlines alike.

The invention is of particular application to an aircraft

r n wh:	..ch	. there	are	limits imposed	on the aisle width	abov e
below	a	certair	i dis	stance from the	floor of the cabin.	For
examp:	_e.	t a e r e	may	be requ i rement s	imposed on the min	.imum
a a. s 1 e	w i	dths at	j o v e	and below the f	irst distance from	the

floor. The aisle width may, within a range of heights, be defined as the shortest distance between the monuments, for example the seat units, mounted either side of the aisle.

Thus, in accordance with the present invention, there may be a first aisle-width-value equal to the shortest distance between the first and second seat units at any height, less than the first distance from the floor and a second aisle-width-value equal to the shortest distance between the first and second seat units at any height greater than the first distance from the floor. The first aisle-width-value may have a value such that rt is not less than a predetermined first minimum width (for example 15.5 inches or 394mm), but than inenes or

521mm), the second minimum width being than minimum wrouh

The second aisle-width ach seat unit may include a shell

The shell may extend

Γ'

The shell may to may extend from the back of towards the front o

Γ' right hand he seat towards the front of the seat both to the right of the and to the left of the , thus e η n a n c _r n g p r r v a c y.

The shell of at least, one of the first arranged that second aisle-width-value mentioned above extends to a point on aisle width measured the shell (i.e.

above the fi	Lrst cistance ab<	D V Θ L Π Θ		ο o r	i s ci e J	; i n e U b y t
positron of	the shell). The	second	a.±	sle··	width·	value may
represent a	distance from a	point	on		shell	of the fi

rst seat unit

The shell of each seat unit preferably extends bl· .region of the seat unit. A monitor may be provided in a to (when the seat is in seat mode)

There gap of less than 10mm between the back of the

Γ' corresponding opposing surface of the shell he back of the seat may

- 8 extend up from the cabin floor in a substantially vertical direction. The conversion of a seat from seat mode to bed mode nay require moving the back of subst lly position. The movement of the seat from seat me may involve a combinat

Γ' r' of the seat back away from the shell, whilst the mode) passenger supporting portion (for example the head-rest)

The cabin may be configured such that the seat units, and preferably also the second row s, of seat uni t s, extends from a respective on one side to -J of the s i de o r' the cabin, there being one or more aisles extending parallel to the longitudinal axis. (It will be appreciated here that the term window seat is used herein to refer to an outboard seat that is the seat closest to a given outboard cabin wall, which may or may not have one or more windows in it in the region of the seat; a window seat in the present context need not necessarily be associated with any particular window).

Preferably there are two aisles extending parallel to the longitudinal axis. Preferably, there are four or more seats to a row. Each row may include at least one set of two or more adjacent seat units. There may be at least one aisle defined between such a set of seat units and a seat unit spaced apart from such a set. Preferably, the seats are in a

1-2-1 configuration; that is, a single seat unit between the cabin side-wall and a first aisle, a pair of adjacent seat units between the first aisle and a second aisle, and a single seat unit between the second aisle and the opposite cabin side-wall. Inherent in the configuration of the seat units of the present invention is that each seat unit in each row that is adjacent to an aisle either faces (at least partly) towards the aisle or (at least partly) away from the aisle. It is preferred that in respect of any seat unit adjacent to an aisle which faces away from the aisle, the nearest seat unit on the opposite side of the aisle faces the aisle. This avoids having seats arranged back-to-back across an aisle, which could otherwise place demands on aisle width.

Preferably, all seats are inclined to the longitudinal axis by the same seat offset angle and in the same sense (i.e, all clockwise or all anticlockwise).

There may be application of a seat arrangement having certain benefits of embodiments of the present invention, yet where the console of the first seat unit does not extend further into the aisle than another, higher, part, of the first

seat unit.	As	SιΊ c D t τ' o	present	invention provides in
accordance w	Ί T Ή	a second	aspect o	f the invention, an aircraft
cabin having		floor and	a longit	udinal axis, in which cabin
there are in	s l, a.	1Θ d cl pL	irality o	f seat units including first
and second s	eat	units in	a first	row of seat units and a third
seat unit in	a	second rov	v of seat	units, wherein (a) each seat

unit includes a seat and a console adjacent to the seat, the seat being configurable between a bed mode and a seat mode, (b) the cabin includes an aisle extending parallel to the longitudinal axis, the first and second seat units being

separat	,ed by t	he aisle,	(c) the seats	of each of	j- h j- η t* c.· i* u i i J_ _L J_ f
second	and thi	rd seat υ	.nits all face :	in the same	direction,
said di.	.recti on	being in	.dined to the :	1 ο n g 11 u d 1 n a .1	axis by a

seat offset angle, and (d) the console of the first seat unit is directly adjacent to the aisle and accommodates a foot-well for use by a passenger in the seat of the third seat unit. Preferably, in this second aspect of the invention, (e) the first row of seat units and the second row of seat units each '·>

to the lonaitudin axis, and (f) each seat unit in each row that to an aisle which faces away from will be appreciated that features, tial, of the first aspect of dj acent seat whether optional or the invention may be ncorporated into this second aspect of rn a row n that now follows refers the invention (although

Uii the inve

Fo no to as stated above such rows of ,·-ι v—> ri .··, zv

U : 1 O ... fe incorporated also into the he present invention there are at least two seat units, each seat unit including adjacent to the seat, the seat being configurable one row accommodating a foot-well for use by sea an adj acent row .

mere

Γ' a passenger rn a e more than

Γ' three such rows of rn are

Ther

centred on the	cabin floo	r at	su
ance along the	cabin meas	ured	in
e may be three	seat units	in t	he
red at substantially the	s are	Ί .1. o.
cabin. One or	both seat	units	L

be positioned in staggered configura est of the row to which the window un sa a longitudinal directio

ngit	u d .1 n a 1 d i s t an c	e along
hat	Π 8. V β 8. W 2_ Γ1 Cl 0 W	seat may
.tion	in relation t	o the
seat	b e 1 ο n g s, s u c h	that

having the window seat is centred on the distance alona the cabin measured in a longitudinal direction differe manner can assis configuration provides a conventional look and feel to the rows (aide with the seats inclined when viewed elative to both the direction of the columns and the

Idirection ot the rows) such that ingress and egress walkways n rows of seats are perpendicular to the longitudin axis direction perpendicular to the longitudinal axis.

Preferably, the aisle is such that there is a notional axis that fits wit distance from the floor he longitudinal minimum width that is a minimum

W1C1 h above the floor that is the second isle·· width-value aisie, may be achieved without minimum aisle .

LOPAs o he prior which comprise a set of staggered seats erringbone layout) have tended to achieve the minimum

τ.τ Ί i~^J, j- H 'A _L pl U ix means of staggering the seats and allowing the length of the who walk along the aisle to adopt a minimum width that weaves to ice he footpri t shares at least some space of the toot-well defined by the console

One or more arm-res of the foot-well defined bv the

The arm-rest surface preferably has a footprint that

The arm-rest surface space behind the foot-well of the console, such space being suitable for accommodating the legs of he invention, at region no higher than the first distance from the floor, unit a region higher than the first distance from the floor. As a consequence, a part of positioned above the firs from the floor may have a fooforint seat unit part o

As the first.

positioned above the console may have to, but short of, the ,·-ι zx n r·' ··, z~a

Ο ; ί o U ...

e console has a height a footprint which extends to near to, but short of, the footprint of the console at a height equal to or less than the first distance from the floor. The console of a seat unit will typically, have a far surface on a lower part of the console below the first distance from the floor, the far surface being on the opposite side of the console from the seat of the seat unit. The console of at least the first seat unit, and preferably all the seat units, may have an upper surface positioned above the first distance from the floor and which has a footprint which extends to near to, but short of, the footprint of the far surface. There may therefore be step from the upper surface of the console to the far surface of the console. In the case where there is a shell which extends onto or above the console and a part of the shell has a

footprint	whi.	.ch extends to	near	- to,
footprint	O' f	the console,	the ο	ipper
terminate	3 L	substantially	the	same

(i.e. as considered in a horizontal of the cabin).

The foot-well in but short of, the surface and the shell may position next to the aisle direction across the width ίΠ6 COnS016 ΐΤίσΐγ inCJ-’LlQO 8.R υ.ρρθ.Γ SUiIcLCC which in use acts as an extension to the bed surface defined by the upper surface of the seat when in its bed-mode. The foot-well may include, or be usable for, storage space by a passenger.

As mentioned above, a monitor may be provided.

Preferably,	the monitor is associated with a shell of each
seat unit.	The monitor may be mounted on the shell. The
monitor may	be rotatably mounted, for movement to allow the

viewing angle of the monitor to be adjusted. The monitor may be mounted for movement between (i) a position in which the

monitor is :	substantially aligned with the shell but at a non-
perpen di culi	ar viewing angle for a passenger sat in the seat
towards whi<	oh the monitor is directed and (ii) a position in

which the monitor is better aligned with a perpendicular viewing angle for a passenger sat in the seat towards which the monitor is directed. The monitor may be an IFE monitor. The footprint of the monitor may share at least, some space of the footprint of the foot-well in the console for use by the same passenger as viewing the monitor. The footprint of the monitor may share at least some space behind the foot-well of the console, such a space being suitable for accommodating the legs of the passenger. Such features as described above in relation to the monitor and its position may allow a relatively large monitor to be installed. For example, the monitor may be a 17 monitor or larger. The size of the monitor used here is the conventional one used to measure monitor sizes and refers to the length of the diagonal across the screen of the monitor.

As mentioned above, a seat unit may include an arm-rest

surface for use	by a	pass	:enger in	the seat	of the s	eat unit.
There may be two	1 3. τ'ΏΊ	-rest	. surfaces	, one po	sitioned	on one side
of the seat and	the	other	' position	on the	opposite	side. The

armrests of a seat may extend in non-parallel directions. Each seat unit may include an arm-rest which, when viewed in plan, extends in a direction away from the back of the seat at an angle to the direction in which the seat faces. Such an arm-rest may for example extend in a direction that is substantially parallel to the longitudinal axis.

The or each armrest surface may be substantially rectangular in plan view. The preferred, but not essential, armrest surface mentioned above that overhangs the foot-well may include a triangular section that extends over the footwell and a substantially rectangular section that does not (for example by virtue of being directly vertically above the side wall that defines part of the console/foot-well). There may be a step between the triangular section of the arm-rest sectio or the sections may be position and a bed mode positio un:

om the seat pan.

The or the seat pan when the seat is seat mode. The lateral bed

Oil seat pan whe the portion may be su bed mode, the

Γ' face po the seat back when the

;s	footprint	is di
san	when the	seat
1' t .1.	on may be	po s i t
se	at is bed	mode .
)ed	surface ;	portio

ioned to the side of s

seat mode. The

When the seat is in rface portion may be positioned substantially co-planarly with the seat back when of the bed preferably in the region

The region approximately a quarter of the way along the length of preferably in a region arranged to

Ui bed surface portion may allow greater flexibility in use of the bed surface. Having extra width in a portion of the bed may allow a passenger the ability to lie on his or her side, for example with one or both knees drawn up and/or in a positron resembling the foetal position. Such flexibility in the use o that the passenger when using the seat in bed mode does ot the conffour that the regio ection from head to foot) immediately beyond the later

Iproviding access to the seat trom the aisle (or from an adjacent seat).

When v ed in plan, such free space, when bound by the fin of the surrounding structure, the actual bed surface, and a notional line extending e seat faces from the same as or greater

The lateral bed surface portion ially triangular when viewed in plan. The between an arm rest and the seat pan. The lateral to seat unit the man) , of males particular application example, the present invention has particular application to a economy seats and are typically more densely packed than firs seats may be about 950mm or more. The pitch between the rows of seats may be about 1200mm or less. It will be understood that the pitch distance between a first seat positioned aft of a second seat means the distance between a point (for example the foremost point when the seat is in its fully upright position ready for take-off or landing) on the second seat and the corresponding point on the first, seat, as measured in the longitudinal direction of the aircraft (i.e. the longitudinal component of the distance between the two points). The pitch distance may be measured once the first and second seats are installed on an aircraft, or are otherwise physically connected to each other ready for installation on an aircraft.

It will be understood that the offset seat angle is the angle between the direction in which the seat faces and the longitudinal axis of the aircraft. The offset seat angle may be about 25 degrees or more. The offset seat angle may be about 35 degrees or less. Typically, the longer the pitch, the lower the offset seat angle and vice versa.

The first minimum width value (minimum width of aisle

and 400mm. The second minimum width value (minimum width of aisle at or above, for example 25 inches or 635mm) may be between 490mm and 520mm. The first distance from the floor may be between 630mm and 640mm, for example about 635mm. The first aisle-width-value may be between 425mm and 475mm. The second aisle-width-value may be between 510mm and 530mm. The diagonal length of the monitor is preferably greater than 16 inches (406mm).

There may be a pair of adjacent seat units thus comprising a pair of seats separated by a console. One of the seats may lie on a first notional line which passes through the centre of the seat and which is parallel to the direction in which the seat and the other of the seats may lie on a second notional line which passes through the centre of the seat and parallel than 90 0 mm (ab o u t un:

rranged behind the pair of adjacent seat units and the seat the first and

The separation between the first and third notional lines (a. n d p r e f e r a b 1 y between the second and third notional than about 470mm (18.5 inches). It will be this dimension may have an impact on rhe width of seat can that can be accommodated by the units. Each seat a seat pan cushion, and ci maximum wrath than 470mm.

The seat pan cushion may than 4b0mm and oreferablv the seat units are of modular construction, allowing a variety oi for g i v e n c ab i n size, without r· the seat units. In accordance with plurality of modular seat units including (a) first and second in a second row of seat units, and (c) further seat units in a third row of seat units, the first row being positioned between the second and third rows, wherein each modular seat unit includes a seat and a console adjacent to the seat, the seat being configurable between a bed mode and a seat mode, the seats of each of the first, second and third seat units all face in a direction which is inclined to the longitudinal axis by a seat offset angle of the same magnitude (not not necessarily the same sign) , the seats of at least the first, and third seat units face in the same direction (i.e. inclined by the same sign of seat offset angle), the first and second seat units are directly adjacent to each other, the console of the first, seat unit accommodates a foot-well for use by a. passenger in the seat of the third seat unit. Preferably, there is a passageway defined between the first and third rows facilitating passenger ingress /egress, the passageway providing passenger access between the first and second seat units. The parts that define the structure of each seat unit are advantageously independent of the parts that define the structure of any adjacent seat unit, and particularly parts that define the structure of any adjacent, seat unit in the same row. For example, the console of each seat unit may be defined by walls that are not shared by an adjacent console or structure in the same row. In the prior art, adjacent consoles can share a wall thus providing a space-saving, but in this aspect of the invention, the extra space required by requiring each console to be defined by its own structure is deemed to be acceptable in view of the potential advantages provided by the modular and flexible design. Features of the first aspect of the invention may be incorporated, mutatis mutandis, into this third aspect of the invention. Thus, the first seat may have a console adjacent to an aisle. It will be appreciated that the first and second seat units in this aspect of the invention are adjacent to each other and not separated by an aisle (in contrast to the first and second seat units of the first aspect of the invention). The first seat unit may otherwise include the features of the first seat unit of the first or second aspects of the invention. Preferably, the shape and configuration of each modular seat unit is identical or a mirror image of each other seat unit.

The console and seat of each seat unit are preferably substantially identically shaped (including being a substantially identical mirror image thereof). The seat units in the cabin are advantageously arranged in straight columns of seat units, each column being parallel to the longitudinal axis. The passageways between pairs of seat units in adjacent rows preferably extend in a direction that is perpendicular to the longitudinal axis. The modular seat units preferably each have a shape that tessellates with other modular seat units in a square-repeating pattern.

The present invention also provides a set of multiple seal units being so configured as to be suitable for installation in an aircraft cabin to create an aircraft cabin according any aspect of the invention described or claimed herein.

The present invention also provides a seat unit, preferably a modular seat unit, being so configured as to be suitable for use as one of those installed in an aircraft cabin according any aspect of the invention described or claimed herein. Preferably, the seat unit has a shape / configuration that facilitates the creation of a high density business class LOPA. The seat unit includes a seat and a console adjacent to the seat, the seat being configurable between a bed mode and a seat mode, and the console of the seat unit accommodating a foot-well for use by a passenger sat in a different seat from that of the seat unit. The seat unit is advantageously arranged for installation in an aircraft cabin with like seat units to form at least a pair of directly adjacent columns of seat units, each column extending parallel to a common column axis, the seat of the seat unit facing a direction inclined to the column axis by a seat offset angle.

It will of course be appreciated that features described in relation to one aspect of the present invention may be incorporated into other aspects of the present invention. For example, the third aspect of the invention may incorporate any of the features described with reference to the first or second aspects of the invention and vice versa.

Description of the Drawings

Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which:

Figure la shows a LOPA illustrating a seating arrangement according to a first embodiment of the invention;

Figure lb shows a plan view of part of the seating arrangement of the first embodiment, with key dimensions labelled;

Figures 2a to 2d show	perspecti	ve views	from different
directions	of a pair	of seat	units from the
s θ a. u 1 η o ci i? .ii	angement	o f t h e f ϊ	.rst embodiment;

Figure 3a shows a plan view of a portion of the seating arrangement ot the first embodiment with one seat

	in w	bed	-mode and the	s e a t i n f r ο n t	in seat-
		mode	c y
Figure	3 b	s h O W s	a	cross-section	of the seat in	bed-mode of
		Figure	3a taken along	line A-A (see	Figure 3a)
Figure	4 a	3 l· 10 W 3	a	front v i e w o f	the seating ar	rangement of
		the	fir	st embodiment;
Figure	4b	shows	Cl	rear view of t	he seating- arr	angement of
		the	fir	st embodiment;

Figures 4c to 4f show perspective views of the seating arrangement of the first embodiment from differen

.··> Ti '·_/ 1 1 <_>

Figure 5	shows	a	LOPA	according to	a	second	embodiment	of
	the	invent!	r\ r> *
Figure 6	shows	cL	LOPA	according to	a	third e	mbodiment c	;f the
	inve	ΤΊ +- 1 i C-	ion;
Figure 7	shows	cL	LOPA	according to	a	fourth	embodiment	of

t he i n v e n t i ο n;

Figure	8	shows, a	LOPA	according to a	fifth embodiment of	the
		invent	ion;
Figure	a .y	shows a	LOPA	according to a	sixth embodiment of	the

Figure 10 shows a LOPA according· to a seventh embodiment of the invention.

De t ai 1 ed De s c ript i οn

Figures la and lb show in plan view part high density business class seat arrangement according to a comprise a seat 18 first embodiment o multiple rows 22,

f the	present inv<	c 11 l r on.	m	he seat
s o s a.	set of seat	units 1	0	arranged	in
2 4 in	an aircraft	cabin 2		in this	case
.irbus	A38 0 airera	ft. The	s	eat unit	s eac
and ,	an associate'	d ad j ace	nt	console	20 .

the

The seats are each configurable between a bed mode 34 and a seat in degrees (the seat offset angle SO).

Figure lb shows part only of the Figure la layout and

thus s	hows three rows o	f four	k_; C 8. U f	the th	ree leftmost seats
(looks	ng towards the no	se of	the aircraft)	only being partly
shown	in Figure lb. Al	1 seat	units 1	0 are	of substantia11v
the sa	me size and shape	resul	ting in	a mo du	far and consistent
constr	uction and instal	lation	of the	seats .	The seat units

shown in Figures la and lb are in a 1-2-1 configuration across the width of the cabin 26, providing a single seat unit between the windowed wall 27 of cabin and an aisle 38 and a pair of seat units directly adjacent to each other (in that an aisle does not extend therebetween) and positioned between the two assies 38. The two aisles 38 extend parallel to the longitudinal axis 30 of the cabin.

Figures 2a to 4f also show seat units 10 and seats 18 according to the first embodiment. Figures 2a to 2d show in perspective view, from different directions, a pair of adjacent seat units 10 positioned between the two aisles 38. As can be seen from Figures 2a to 2d, each seat unit includes, in addition to the seat 18 and the console 20 adjacent to the seat, a shell 42 that provides a degree of privacy to a passenger seated in the seat. The shell includes a first relatively planar portion 45 that extends in a substantially straight line (when viewed from above) from a position, on the console 20 of the seat unit, in front of and to one side of the seat 18 to a position adjacent to the nearest edge of the seat back 44 at where the shell includes a gently curving portion 43 that extends around the back 44 of the seat to a seat back 44.

second relative r·

Oil in a substantially straight line (when viewed from above), parallel to the longitudinal axis, from this opposite edge of the seat back 44 to a position in front of and to the side of the seat

The ends of the shell in front ot the seat (when viewed from above - see Fig lb, for example) terminate at substantially the same distance along the length of the cabin.

It will be seen from Figures 2a to 2d that the shell 42 is positioned relatively closely to the back 44 of the seat when in seat mode and that the shell 42 has substantially vertical surfaces. The shortest distance (when viewed in he furthest point on the rear surface oi the shell a por mode is o into to the seat back. Also, the thickness of the very little clearance between he position (in bed mode) 34 from seat mode 36 to bed mode 34 requires moving the back 44 oi from a subst with the seat back 44 moving from the position shown in for example Figure 2a to the shown in for example Figure 3b.

first relatively planar portion 45 of monitor .

The monito hinge mounting on its stowed position in which it is substantially aligned, and flush, with the shell 42 and a deployed position rn passenger rs oi he console for use by the same passenger as viewing the monitor and some o that foot-well, such that some of the monitor 56 overhangs he egion where th e passengers legs may extend, particularly when figures 2a, 2b and 3b, the seat comprises a ead rest 58, a seat back 60, a seat pan 62, and a leg rest 64,

Iwhich are mounted for movement on structure (not visible in the Figures). The console 20 or each seat unit (if not the rearmost row) accommodates a footwell 40 for use by a passenger in the seat in the row behind. The foot-well 40 accommodates a shelf 61 which serves as an ottoman. The foot-well 40 also includes storage space 63 beneath the shelf 61 for use by a passenger.

The ottoman 61 cooperates with the leg rest 64 of the seat when the seat is in bed-mode so as to define a ''lie-flat. bed 34. Figures 3a and 3b show the seat in bed-mode. Figure 3b shows that the bed is angled slightly with respect to the cabin floor 28, such that the head rest 58 is further from the floor than the leg rest. 64. Arranging the seat, when in bedmode, to be inclined relative to the floor 28 in this manner

takes into account the pit	ch angle of	the airc	_r,	aft	when	in
cruise mode. It will be	110 t Θ Q ( S θ Θ	Fig 2b fo	r	ex	amp1e)	that
a corner at the lower end	of the leg-	rest. 64 i	s	cl	ipped,	such
that the lower end of the	64	tapers t	0	a	width
slightly less than the ful	1 width of	the seat	•j	8.	When	the

seat 18 is in bed-mode 34 (see Fig lb for example), the edge that defines the clipped corner is substantially parallel with the longitudinal axis 30 of the cabin. The ottoman 61 has a similarly tapering shape, with one lateral edge (as viewed in plan) being substantially parallel to the seat axis 31 (angled to the longitudinal axis by the seat offset angle, 3Θ) and the other lateral edge being substantially parallel to the longitudinal axis 30 of the cabin 26. The aft edge of the ottoman 61 is substantially perpendicular to the seat axis 31 and the fore edge of the ottoman 61 is substantially perpendicular to the longitudinal axis 30 of the cabin. The shape of the ottoman 61 when viewed in plan is thus an irregular quadrilateral in the form of a truncated rightangled triangle, in this embodiment also having two internal ri gh t-a n g1e s .

in bed mode, and the ottoma about 76 inches (1935mm). The cushion

IC of abo a fixed triangular cushioned is positioned directly adjacent to but below the seat pan cushion .

ncreased in this embodiment to a maximum of 26.3 inches r' (668mm) and the lateral bed surface extension provides s also a region of free space that enhances su

J- f mode, the seat back 60 when in

35, and the notional line extending the direction

The space

FS has an area of about 65 square inches (about 420

The lie on his/her back with his/her shoulders using on he body ill attain a relatively comfortable sleeping position on the mode 3b is to the shell 42 and that the headrest 58 in bed mode 36 is in a horizontally configured position that is also directly adjacent to the shell 42, albeit at a lower level.

As can be seen in Figure 2a, the console 20 of each seat unit includes an upper surface that functions as a storage shelf or side table 49 providing space useable by a passenger in the seat 18 adjacent to the console 20 (the seat belonging to the same seat unit 10 as the console) . The table area 49 has a footprint that is substantially wholly contained within the footprint of the part of the console that defines the foot-well 40.

The seats each include two arm-rests 47, 48. With reference to Figure 2a, there is a first triangular arm-rest surface 47 on the console, the arm-rest surface 47 being adjacent to but aft of (and stepped down from) the table area 49 on the console. The arm-rest surface 47 overhangs a space aft of the foot-well 40 of the console across which aft space the legs of a passenger whose feet are in the foot-well extend. The inner edge of the first triangular armrest 47

extends away	from the	seat 18 in	a direction	parallel	to the
seat axis 31,	but the	outer edge	of the firs	t triangu	lar
armrest 47 ex	tends	awa	y from the	seat in a d	irection	angled
away from sea	t axis	•	It will be	noted that	there is	a step 52
d o w n f r o m t h e	table	area 49 to a	distal uppe	r surface	53 on
the console 1	ocated	on	a part of	the console	furthest	from the
seat of the s	ame s e	at	unit. The	height of t	his console distal

upper surface 53 is just under 25 inches from the cabin floor.

A second elongate rectangular armrest 48 is also provided which extends in a direction parallel to the longitudinal axis 30 and therefore in a direction angled away from seat axis 31. The arms of the passenger seated in the seat may therefore be rested on armrests 47, in such a way that both arms extend away from the passenger in a splayed apart manner.

Figures 4a to

4f show two rows arrangement of the r s t e mb o d i me n t.

and second 12 seat third nit

The c

. 14 and fourth	16	seat units in a second r	ow	01 S Θ 3. t
24, the first	10	and se	cond 12 seat	units	be	ίης;
ated by the ai	sle	3 8 . T	he third seat	un i t	14	is loca	ted
.ratelv behind	+- H	first	seat unit 10.	The	fo	urth sea	t
16 is located	immediatel	y behind the	s e c ο n	d s	eat unit	12
onsole of the	firs	t seat	unit 20a is	located	directly
ent to the ais	le 3	8. At	.1. Θ cl St 8ΟΙΪΙΘ O	f the	ad.	vantages	of

on arise from the way in the first embodiment of the inve cabin) of the first seat unit 20a defines the extent of the adjacent aisle 38.

The minimum oi a height below 25 inches (635mm) from inches (445mm).

r_console steps back away the aisle (step 52) <·> n z u at the same position (when viewed in plan)

49. Thus,

above 25 in

below 25 in

space below

utilised, a.

40 which do

which thus

aisle width

the m .1 n i mum. w i d t h from the floor is wider than the width (A, ) on ide of the aisle, by the es not need to extend higher than 25 inches (635mm) enables the seating arrangement to meet the minimum reauirements a:

embodiment is in the form of a set of seats of an A380 aircraft. The dimensions of the LOPA that make t set suitable for installation on the A38 0 upper deck are set out below:

Dimensi ,·-χ f

Imperial

seat	pitch -	7Λ
sea l	angle -	θ
seat	cushion	width -	- C
rnaxirr	rum seat	width. -	- Smax

bed length - B

Emin -- minimum egress width

Emax - maximum egress width

Monitor size

Al - first aisle width value (minimum width below 25)

A2 - second aisle width value ]y[ ,-~o +· ;

41.0 inches	1041mm
30 degrees	30 degrees
19.5 inches	4 9 5mm
28.35 inches	6 6 9rnm
76.0 inches	1931mm
9.4 ίncθs	2 37mm
17.8 inches	4 52mm
1.7 inches	4 32 mm

17.55 inches

4 6mm

20.5 inches r' umi

1099mm he width of +is case is measured as the maximum width of the seat unit (shell 42 + console 20 seat 18) as measured in the direction perpendicular to longitudinal axis 30.

Other advantageous features of the first embodiment are that the rows each extend in a direction perpendicular to the longitudinal axis 30, thereby simplifying installation and design for a particular aircraft cabin 26. The direction of the aisles 38 as defined by the loci of the centre points of minimum width measurements taken along the length of the aisle extend in a straight line parallel to the longitudinal axis 30 which aids easy passage down the aisle for crew and passengers alike .

- 30 Given that the adjacent lateral edges of two seats, one in front of the other, are, when in bed mode, very close to each other, when viewed in plan (see Fig lb for example), the distance between the centre lines of such seats may be only slightly greater than the seat cushion width. The separation between the centre lines of two adjacent seats of a pair of seats in the centre cabin area may therefore be slightly greater than twice the seat cushion width. In this embodiment, the separation between the lv he LOPA may be differently configured / used.

frontnost seat units have in front of them dedicated footwells and a monitor which may be mounted differently. The monitor and or foot-wells may be accommodated on or in a bulkhead in front of mounted on the cabin units do not need to the foremost seat or floor. The consoles house an ottoman and in a monument of the rearmost seat the rear shell does accommodate a monitor or storage spaces for use by shows a LOPA according to a second embodiment

and shows a	. set of seats suitable	for inst
787 aircraf	t or on an Airbus Ά350	aircraft
dimensions	of the LOPZi of the seco	nd embod
below:

on ing

Dimension			Imperial	Metric
o 6 d L p J_ L O tl	P		41 inches	1041mm
seat angle -	Θ		30 degrees	30 degrees
seat cushion	wi dth	- C	19.5 inches	4 95 mm
maximum seat	width -	-- Smax	26.3 inches	6 68 mm

Β

6 inches

Dimension	Imperial	Metric
Emin --- minimum egress width	9.3 inches	2 3 7 mm
Emax - maximum egress width	17.3 inches	4 4 0 mm
Monitor size	17 inches	4 32 mm
Al - first aisle width value	17.55 i n c he s	4 4 6 mrn
(minimum width below 25)
A2 --- second aisle width value	20.5 inches	521 mm
(minimum width above 25)
W - width of seat unit	44.2 inches	1124 mm
There is more room across	the width of the	cabin 126
available for the seat units (	110,112,114,116)	and aisles

the width of the i n t η i s cond embodiment, as compared to available for the seat units in the first embodiment.

whilst the pitch and seat angle are a nd s θ a, L unit length are correspondingly longe

Give e same at 41 inches, the minimum and maximum egress dimension is shortened slightly. A larger (19

Figure 6 rovicl· shows a LOPA according to a third embodiment shows a set r' of seats suitable for installation on a Boeing

A3 8 0 aircraft

The dimensions c’ Ci O t J below:

mens on

Ly j.

seat	pitch -	T>
seat	angle -	θ
seat	cushion	width

Imperial inches degrees

19.5 inches

26.3 inches

Metric

91mm degrees

9 5 mm

6 9mm maximum seat width - Smax

Drmension	Imperial	Metric
bed 1	ength - B	76.2 inches	1935mm
Emin	- minimum egress width	8.5 inches	21 6mm
Emax	- maximum egress width	16.4 inches	417mm
Mon i t	or size	19 inches	4 8 3mm
Al ---	first aisle width value	21.6 inches
(mini	mum width below 25)		5 4 9mm
A2 -	second aisle width value	17.5 inches
(mini	num width above 25)		4 4 4 mm
d - w	•idth of seat unit	48.5 inches	1232mm

here is more room across available for the seat units 210,2'12,2'14,2'16 and the aisles

233 in this third embodiment than in both the first and second therefore makes better use of gle to 33 degrees, which allows the pitch to be reduced to 39 inches without significantly compromising on the length of avail inches

1935mm).

wider (at

1232mm). The minimum and maximum egress the window seats are positioned at a distance om the corresponding fourth to seventh advantage provided by having the seat units designed and manufactured in a modular manner. Thus, a variety of LOPA configurations may be used in a cabin of a given size, without requiring any great changes to the shape and size of the seat units. The individual seat units are essentially the same as those described in relation to the first embodiment. It will be noted that the seats of the seat units illustrated in the fourth to seventh embodiments are all inclined by the same seat offset angle, with some inclined in one direction (one sign of offset angle) and the others inclined by the same angle but in the opposite (not reverse) direction (the opposite sign of offset angle). The modularity and flexibility of orientation and/or longitudinal position of the seat units in the LOPAs are partly provided by means of the parts that define the structure of each seat unit being independent of the parts that define the structure of any other seat unit. No wall or partition of one seat unit serves as a wall or partition for a directly adjacent seat unit in the same row. Whilst the seat units in a column need to face the same way, in these embodiments, for the foot wells of one seat unit to be usable by the seat behind (in the seat-facing direction), the sign of seat offset angle, and the longitudinal position along the length of the cabin of a different column of seats can be varied. It is preferred for there to be a straight passageway, perpendicular to the longitudinal axis, between adjacent seats in successive rows facilitating passenger ingress /egress, and access between the adjacent seat units.

Each of the fourth to seventh embodiments has seats arranged such that for any seat which has a back that is directly adjacent to the aisle (the seat itself being inclined to face away from the aisle), the seat on the opposite side of the aisle faces towards the aisle and has a console between it and the aisle. Thus, there are no seats that are positioned back-to-back across an aisle in any of the fourth to seventh θ Tib O d. ’ ITi θ Π t s

Reference is made herein to the footprint of various things. It will be understood that the footprint of an object in an aircraft cabin is the 2-dimensional shape on the cabin floor defined by the outline of the object when viewed in plan view (e.g. in a direction that is normal to the plane defined by the cabin floor) .

Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. By way of example only, certain possible variations will now be described.

Above, it is suggested that substantially all seats have the same shape and configuration. It will be appreciated however that certain seat units may need to be configured differently, depending on the particular circumstances. For examp ...e, a seat unit in the front or rear row oi. seat units may be different. Also, if the radius of curvature of the cabin side walls is relatively low such that there is correspondingly less room at head height (when sitting), there may be a need to have a slightly different shape of seat unit, especially any that have the seat backs against the cabin side wall (e.g. window seats).

When the seats are the foremost seats in a region of the cabin, it may be beneficial to arrange the table in much the same way as described above, but in the monument in front, of the seats rather than in a console.

There may be some seats that face in a different direction. For example, the window seats in the illustrated embodiments that face towards the window (with backs to the aisle) could be positioned at an opposite seat offset angle (i.e. measured clockwise with respect to the longitudinal axis

Such an arrangement, could, if another console/foot-well to use in aft, rather than facing forwards (and generally in the

G .j

Where in the foregoing description, integers or elements equivalents, then such equivalent re herein incorporated be made to the preser coru rued so as to encompass any also be appreciated by the reader he invention as preferable, advantageous, convenient or optional and the independent claims.

nteaers some embodiments of the invention, may not be desirable, and may therefore be in other embodiments .

Claims (8)

Claims

1. A modular aircraft seat unit including a seat and a console adjacent to the seat, the seat being configurable between a bed mode and a seat mode, the seat unit being arranged for installation in an aircraft cabin with like seat units to form at least a pair of directly adjacent columns of seat units, each column extending parallel to a common column axis, the seat of the seat unit faces a direction inclined to the column axis by a seat offset angle, and the console of the seat unit accommodates a foot-well for use by a passenger sat in a different seat from that of the seat unit.

2. A modular aircraft seat unit according to claim 1, wherein the seat unit includes an arm-rest surface for use by a passenger in the seat of the seat unit, the arm-rest surface overhanging a region aft of the foot-well defined by the console of the seat unit.

3. A modular aircraft seat unit according to claim 1 or claim 2, wherein the seat unit includes an arm-rest which, when viewed in plan, extends in a direction away from the back of the seat at an angle to the direction in which the seat faces .

4. A modular aircraft seat unit according to any preceding claim, wherein the seat unit includes a shell, which extends around the back of the seat and forward of the seat back on both sides to enhance privacy.

5. A modular aircraft seat unit according to claim 4, wherein the shell of the seat unit extends to a region above the console.

6. A modular aircraft seat unit according to claim 5, wherein the shell of the seat unit extends from behind the seat of the seat unit to a region near to but short of the far end, from the seat, of the console of the seat unit.

7. An modular aircraft seat unit according to any of claims

4 to 6, wherein the shell of the seat unit accommodates a monitor rotatably mounted for movement between a position in which the monitor is substantially aligned with the shell but at a non-perpendicular viewing angle for a passenger sat in the seat towards which the monitor is directed and a position in which the monitor is substantially aligned with a perpendicular viewing angle for a passenger sat in the seat towards which the monitor is directed.

8. A modular aircraft seat unit according to any preceding claim, wherein

25 the seat of the seat unit includes a seat back, a seat pan, and a leg rest, which are each moveable between a seat mode position and a bed mode position, the seat unit includes a lateral bed surface portion separate from the seat pan,

30 the lateral bed surface portion is positioned to a side of the seat pan when the seat is seat mode, the lateral bed surface portion is positioned to the side of the seat back when the seat is bed mode, the lateral bed surface portion thus extending a bed surface laterally in the region of at least part of the seat back when in bed mode.

8. A modular aircraft seat unit according to any preceding claim, wherein the console defines an upper surface providing space useable by a passenger in the seat adjacent to the console, the upper surface having a footprint that at least partially overlaps with the footprint of the foot-well defined by the console.

9. A modular aircraft seat unit according to any preceding claim, wherein the seat of the seat unit includes a seat back, a seat pan, and a leg rest, which are each moveable between a seat mode position and a bed mode position, the seat unit includes a lateral bed surface portion separate from the seat pan, the lateral bed surface of the seat pan when the seat the lateral bed surface of the seat back when the seat

5 surface portion thus extending the region of at least part of portion is positioned to the side is seat mode, portion is positioned to the side is bed mode, the lateral bed the bed surface laterally in the seat back when in bed mode.

10. A seat unit suitable for use as the seat unit as claimed in any preceding claim.

Amendments to the claims have been filed as follows

Claims

1601 19

1. A modular aircraft seat unit including a seat and a console adjacent to the seat, the seat being configurable

5 between a bed mode and a seat mode, the seat unit being arranged for installation in an aircraft cabin with like seat units to form at least a pair of directly adjacent columns of seat units, each column extending parallel to a common column axis,

10 the seat of the seat unit faces a direction inclined to the column axis by a seat offset angle, and the console of the seat unit accommodates a foot-well for use by a passenger sat in a different seat from that of the seat unit, wherein the seat unit includes an arm-rest surface for

15 use by a passenger in the seat of the seat unit, the arm-rest surface overhanging a region aft of the foot-well defined by the console of the seat unit.

2. A modular aircraft seat unit according to claim 1,

20 wherein the seat unit includes an arm-rest which, when viewed in plan, extends in a direction away from a back of the seat at an angle to the direction in which the seat faces.

3. A modular aircraft seat unit according to any preceding

25 claim, wherein the seat unit includes a shell, which extends around a back of the seat and forward of the back of the seat on both sides to enhance privacy.

4. A modular aircraft seat unit according to claim 3,

30 wherein the shell of the seat unit extends to a region above the console.

1601 19

5. A modular aircraft seat unit according to claim 4, wherein the shell of the seat unit extends from behind the seat of the seat unit to a region but short of a far end, from the seat, of the console of the seat unit.

6. An modular aircraft seat unit according to any of claims

3 to 5, wherein the shell of the seat unit accommodates a monitor rotatably mounted for movement between a position in which the monitor is substantially aligned with the shell but 10 at a non-perpendicular viewing angle for a passenger sat in a seat towards which the monitor is directed and a position in which the monitor is substantially aligned with a perpendicular viewing angle for a passenger sat in the seat towards which the monitor is directed.

7. A modular aircraft seat unit according to any preceding claim, wherein the console defines an upper surface providing space useable by a passenger in the seat adjacent to the console, the upper surface having a footprint that at least

20 partially overlaps with the footprint of the foot-well defined by the console.