HAVING A MODULAR INTERIOR

FIELD

[0001] The subject matter described herein relates to systems, devices, and methods related to a modular passenger aircraft.

BACKGROUND

[0002] Passenger aircraft traditionally have a relatively fixed cabin design and infrastructure. From early aircraft with rows of wicker chairs to modern interiors where the chairs and seats include features such as entertainment consoles and wicker seats, interior aircraft design has largely focused on providing an appropriate number of seats and configuration within a particular aircraft platform, along with necessary features such as bathrooms and storage for cabin service items. Although some large aircraft may include additional features such as lay flat seats, private cabins, and lounge areas, aircraft cabins generally include a limited number of seating and non-seating options.

[0003] Traditional aircraft cabins also suffer from a lack of flexibility for cabin

configurations. Implementing an interior design is very expensive and semi-permanent. Aircraft interiors typically have a 10+ year lifespan. If customer demand changes or new features become available, an interior quickly becomes obsolete or undesirable. Because it is extremely expensive to upgrade or update the cabin, these undesirable interiors may persist within a fleet for years. Moreover, as a result of the expense and difficulty in updating interiors, an industry may trend towards risk-averse interior designs with known return on investment, and may be missing out on opportunities to significantly improve customer experiences and carrier profitability. Thus, an entire industry of carriers may trend towards similar designs that vary little from early designs.

[0004] A carrier may end up with a fleet that has a variety of different cabin configurations based on different specific cabin designs that were prevalent when particular aircraft were purchased or updated. As a result, different planes may provide differing levels of customer experience. Some carriers may assign certain aircraft to a particular subset of routes based on factors such as customer demand for different amenities such as first class seats, entertainment, or other premium services. Short term changes in demand for certain services (e.g., as a result of large events, etc.) may require careful rebalancing throughout an entire fleet, as access to certain services may be limited. In some instances, carriers may lose significant revenue based on the available aircraft at an airport location not matching the types of seating and services that are desired by customers on a particular day.

[0005] Because of the limited number of configurations that are actually used in aircraft and regulatory requirements for the certification of aircraft interiors, a limited number of specialized interior suppliers may design and supply a large percentage of interiors for passenger aircraft. The current supply chain and regulatory framework may require large capital expenditures that effectively limit the ability of existing and new interior suppliers to create innovative interiors that may suit specialized customer needs.

SUMMARY

[0006] Provided herein are a number of example embodiments directed to systems, devices, and methods for reserving passage on an aircraft having a modular interior. The highly flexible and customizable nature of aircraft with modular interiors allows the airline to provide countless different types of passenger experiences through the provision of different cabin modules customized to these different experiences.

[0007] Each of these experiences, if available on a particular flight, can be reserved for the passenger during the ticket reservation process, or at another time before boarding, after boarding and before takeoff, or even after takeoff. A passenger (or a user reserving for the passenger) can reserve a seat for a particular flight in a conventional seating arrangement (e.g., in a row of economy seating, premium economy seating, business class seating, in a first class seating pod, and the like). In addition to the conventional seating reservation, the passenger can reserve access to one or more experiences provided on that flight. In some cases, the passenger can forgo a reservation in a conventional seating arrangement, and reserve a seat only in an experience-specific module. These reservations can be made with the assistance of the example embodiments of a reservation system described herein, where this reservation system is configured with the flexibility to address the countless different passenger experiences that can be marketed and to allow the passengers to make and modify reservations on multiple different devices at different times. [0008] Other systems, devices, methods, features and advantages of the subject matter described herein will be or will become apparent to one with skill in the art upon examination of the following figures and detailed description. It is intended that all such additional systems, methods, features and advantages be included within this description, be within the scope of the subject matter described herein, and be protected by the accompanying claims. In no way should the features of the example embodiments be construed as limiting the appended claims, absent express recitation of those features in the claims.

BRIEF DESCRIPTION OF THE FIGURES

[0009] The details of the subject matter set forth herein, both as to its structure and operation, may be apparent by study of the accompanying figures, in which like reference numerals refer to like parts. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the subject matter. Moreover, all illustrations are intended to convey concepts, where relative sizes, shapes and other detailed attributes may be illustrated schematically rather than literally or precisely.

[0010] FIG. 1 A depicts an example embodiment of an aircraft with a modular interior and modules distributed therein.

[0011] FIG. IB is a top down view and FIG. 1C is a side view, respectively, depicting example embodiments of the aircraft.

[0012] FIG. ID is a perspective view of a portion of an example embodiment of the aircraft during module loading.

[0013] FIG. IE is a cross-sectional view depicting an example embodiment of an aircraft with a modular interior.

[0014] FIG. IF is a perspective view depicting an example embodiment of module locations within an interior space defined by an aircraft.

[0015] FIGs. 1G-H are perspective views depicting example embodiments of support frames.

[0016] FIG. 2 is a conceptual diagram depicting example embodiments of modules.

[0017] FIG. 3 is a block diagram depicting an example embodiment of a modular cabin design and certification system.

[0018] FIG. 4 is a non-limiting flow diagram depicting example methods for designing and certifying a modular cabin configuration. [0019] FIG. 5 is a diagram depicting an example embodiment of a module distribution system of an airport.

[0020] FIG. 6 is a block diagram depicting an example embodiment of a module selection system.

[0021] FIG. 7 is a non-limiting flow diagram depicting example methods for designing an aircraft and module configuration.

[0022] FIG. 8 is a non-limiting flow diagram depicting example methods for assembling a modular cabin of an aircraft.

[0023] FIG. 9 is a block diagram of an example embodiment of a network infrastructure in which a reservation system can be implemented.

[0024] FIGs. 10A-B are flow diagrams depicting example embodiments of methods of reserving passage on an aircraft with a modular cabin.

[0025] FIGs. 11 A-E are diagrams depicting example embodiments of graphical user interfaces for accepting user input and providing information to the user regarding flight experiences that can be reserved.

DETAILED DESCRIPTION

[0026] Before the present subject matter is described in detail, it is to be understood that this disclosure is not limited to the particular embodiments described, as such may, of course, vary. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to be limiting, since the scope of the present disclosure will be limited only by the appended claims.

[0027] FIG. 1 A shows an example embodiment of an aircraft 102 with a modular interior space and modules 104 distributed therein in accordance with example embodiments of the present disclosure. The modular interior can include one or more predetermined module-receiving locations, each location being configured to receive a module 104 of a predetermined shape and size, such that the module 104 can be readily installed (see, e.g., FIGs. 1E-1F). During flight, the modular interior of aircraft 102 can be populated with one or more modules 104 to form a modularized cabin and the remaining space can include conventional fixed structures (e.g., lavatory, galley, seating, etc.). Aircraft 102 can also include a centralized (or common) utility bus 106 with interfaces positioned at one, some, or all of the predetermined module locations for providing and/or receiving power, data, other electrical communications, air (e.g., venting, air conditioning, heating, oxygen), water (e.g., potable, grey water, wastewater) and the like.

[0028] Although a particular structural aircraft design is depicted in FIG. 1 A, any suitable aircraft type may utilize the modular embodiments described herein. For example, aircraft 102 can be originally manufactured with a modular interior, or can be manufactured as a

conventional passenger and/or freight aircraft that is then retrofitted with the modular interior. Aircraft 102 can carry passengers in a single level (as shown here) or a multi-level manner, in which case aircraft 102 can receive and house modules on any and all of the multiple levels. Aircraft 102 is depicted in FIG. 1 A while located on an airport tarmac during a passenger and module loading and unloading phase.

[0029] As stated, at least a portion of the aircraft cabin may include a modular interior setup, in which modules may be quickly inserted and removed into at least a portion of the cabin or interior space of aircraft 102. In the embodiment depicted in FIG. 1 A, the entire cabin portion of the aircraft may utilize modules 104. Each module 104 may be a separate and discrete unit that includes different available features as described herein (e.g., personalized cabins, first class seating, business class seating, economy seating, lounge, sleeping room, wellness center, workout room, theater room, sports viewing room, bathroom facilities, office galley, etc.). As is depicted in FIG. 1 A, a first two modules from the front of the aircraft (depicted in a partial section view of the aircraft) may include conventional seating for passengers. Additional modules 104 (depicted in perspective view with the exterior of aircraft 102 depicted as a partial section view) may already be inserted into the interior of aircraft 104 and additional modules 104 may be in the process of being transported to be inserted into the airframe of aircraft 102 by module distribution truck 108.

[0030] FIG. IB is a top down view and FIG. 1C is a side view of an example embodiment of aircraft 102. As seen best in FIG. IB, the fuselage or main body of aircraft 102 includes a nose portion 110, an intermediate fuselage portion 112, and a tail portion 114. Aircraft 102 includes left and right main wings 121 and 122 and left and right horizontal stabilizers 123 and 124, respectively. A vertical stabilizer 125 is located on the top side of fuselage 112. The propulsion system for aircraft 102 can include any number of one or more engines, such as the two wing- mounted engines 127 and 128 shown here. The embodiments described herein are not limited to this or any other particular aircraft exterior arrangement.

[0031] A longitudinal axis 116 extends between nose and tail portions 110 and 114 along the length of intermediate fuselage portion 112 (e.g., parallel with a roll axis of aircraft 102). A lateral axis 117 extends perpendicular to longitudinal axis 116 generally even with wings 121 and 122 (e.g., parallel with a pitch axis of aircraft 102). Axes 116 and 117 define an X-Y plane as indicated in FIG. IB, where a Z axis (e.g., a yaw axis of aircraft 102) is normal to the page.

[0032] Aircraft 102 can include any number of one or more module doors for the loading and unloading of modules. Module doors have dimensions sufficient to permit modules 104 to be easily inserted and removed from aircraft 102 (e.g., using cargo loading and unloading infrastructure to transport modules to an aircraft 102 and place them in the aircraft 102). Based on the location of the module doors, module insertion and removal can occur through the front, side, and/or rear portions of aircraft 102 along any direction in three-dimensional space. Once each module 104 enters and is aligned with the interior of aircraft 102, that module 104 is moved along longitudinal axis 116 to its desired position within intermediate fuselage portion 112.

[0033] Thus, in many of the embodiments described herein, each module 104 can be contained entirely within the outermost wall (e.g., the airframe) of aircraft 102 such that no surface of the module 104 comes into contact with the outside air during flight. In other approaches, such as concepts disclosed in U.S. Patent Nos. 7,344,110 and 9, 193,460, a removable portion of the aircraft has an exterior wall that itself forms the outermost wall (or surface) of the aircraft and contacts the outside air during flight. However, the present disclosure is not limited to only wholly contained modules 104 and, in certain other embodiments, modules 104 can include a surface that forms the outermost surface of aircraft 102.

[0034] Aircraft 102 can also include any number of one or more relatively smaller doors (e.g., smaller Z and/or X dimensions) that are sized for passenger loading and unloading. As depicted in FIGs. 1B-1C, aircraft 102 includes six passenger doors 131-136 that are relatively smaller than module doors 141 and 142. Aircraft 102 also includes two emergency exit doors 137 and 138 that are relatively smaller than passenger doors 131-136.

[0035] Aircraft 102 can include one or more side-located module doors, such as the two side- located module doors 141 and 142 depicted in FIG. IB. Doors 141 and 142 can enable the lateral loading and unloading of modules 104 from the left and/or right sides of aircraft 102. As depicted here, module doors 141-142 are located between nose portion 110 and main wings 121- 122, although module doors 141-142 can be located relatively farther aft, such as over main wings 121-122 or between main wings 121-122 and horizontal stabilizers 123-124. FIG. ID is a perspective view of a portion of an example embodiment of aircraft 102 showing a module 104 during the loading process. Here, module 104 is located on a module carrier 160 and has been raised and aligned with an open left-side module door 141. Module 104 is ready for insertion into an interior 162 of aircraft 102.

[0036] In some embodiments, aircraft 102 can include a nose-located module door (not shown), such as the type of cargo loading door created by swiveling or otherwise separating nose portion 110 from fuselage portion 112, to allow module loading through nose portion 110 of aircraft 102. In some embodiments, aircraft 102 can include a rear-located module door 150 that can be raised and lowered (see FIG. 1C) to allow module loading through the rear or tail portion 114 of aircraft 102. In some embodiments, instead of the module door 150 configuration depicted in FIG. 1C, aircraft 102 can be configured such that tail portion 114 (with or without stabilizers 123-125) swivels or otherwise separates from fuselage 112 to allow loading of modules from the tail of aircraft 102.

[0037] If module doors are located at different positions along the length (between nose and tail) of aircraft 102, then module loading can take place through a door that is different from the door used for unloading. Such an arrangement permits the unloading and loading of modules 104 at the same time (e.g., simultaneously). For example, module loading (e.g., insertion of a module 104 from the exterior into the interior of aircraft 102) can occur through a relatively forward-located door (e.g., nose-located or side-located) while module unloading (e.g., removal of a module 104 from the interior of aircraft 102 to the exterior) can take place through a relatively more rearwardly-located door (e.g., a relatively more rearward side door or a rear- located or tail-located door). Conversely, module unloading could occur through a relatively forward located door (e.g., nose-located or side-located) while module loading can take place through a relatively more rearwardly located door (e.g., a farther aft located side door or a rear- located or tail-located door). [0038] Such an arrangement also permits faster unloading and loading of modules as multiple points of entry and exit are available. For example, module unloading through two (or more) module doors can occur at the same first time, while module loading through the two module doors can occur at the same, but later, second time. In some embodiments, certain modules in proximity with a first module door can be unloaded while certain other modules in proximity with a different second module door can be unloaded. Then a new module loading process can begin at one of two doors even if unloading is still occurring at the other of the two doors.

[0039] FIG. IE is a cross-sectional view depicting an example embodiment of aircraft 102 with multiple modules 104 (or locations for modules 104) within fuselage 112. Depending on the size of aircraft 102 and the size of each module 104, any number of one or more modules 104 can be housed within fuselage 112. Here, twelve modules 104-1 through 104-12 are located within fuselage 112. Each module 104 can be sized and shaped for a particular position within aircraft 102, such as modules 104-11 and 104-12, each of which has a tapered cross-sectional profile (in the X-Y plane) to permit placement in the rear-most position. Each module 104 can have a different length (e.g., compare module 104-1 with relatively longer module 104-2).

[0040] FIG. IF is a conceptual view of positions or locations for receiving modules 104 within aircraft 102 (the body of which is not shown). In this embodiment, eight positions are depicted for modules 104-1 through 104-8. Forward area 164 and rearward area 166 are shown without modules as those areas are reserved in this embodiment for non-modular installations that, in some embodiments, can be galleys, lavatories, seating, and the like. For example, variations in the fuselage Y-axis width and/or Z-axis height may make module placement relatively difficult and/or undesirable in these areas 164 and 166.

[0041] Aircraft 102 may also include internal structures that facilitate the movement and positioning of the modules 104 within the aircraft. In some embodiments, rollers, tracks, pulleys, drive systems, hooks, and similar devices may be used to allow modules 104 to be placed at a particular position within aircraft 102 once inserted through the cargo door. In some embodiments, the positioning within aircraft 102 may be automated, for example, based on positioning information providing to a computing system of aircraft 102 and/or a module 104. Once each module 104 is positioned within aircraft 102, it may be secured or locked into aircraft 102 at one or more locations (e.g., using fasteners, hooks, straps, magnetic forces, gearing mechanisms, etc.). In some embodiments, doors may be opened and/or walls retracted or removed along the length of the aircraft such that the modular interior may appear to an ordinary observer as similar to a conventional cabin with seams. Portions of the walls of modules 104 that are adjacent to the aircraft exterior may partially retract in a manner that allows unfettered access to aircraft features such as windows and emergency exit doors as desired.

[0042] Modules 104 that are loaded into aircraft 102 may be supplied with various services and utilities based on module features and needs. Although these services and utilities may be routed to the modules in a variety of ways, such as in a non-centralized point-to-point manner, in an embodiment at least a portion of the utilities may be routed along a centralized utility bus 106 (FIG. 1 A) of the aircraft. Centralized utility bus 106 can run beneath or along the underside of modules 104 (as shown in FIG. 1 A) or can be positioned otherwise as desired. While a centralized utility bus 106 is described, in other embodiments multiple utility buses can be used. Centralized utility bus 106 may include a plurality of fixed and/or movable connection points that may mate with corresponding connection devices of modules 104. Example connection point devices may include quick connection technologies such as magnetic connectors or servo- controlled connections points that automatically mate in response to a corresponding connection point. In some embodiments, configurations may be pre-designed such that the connection points of centralized utility bus 106 may automatically connect with the corresponding connection points of modules 104. For example, a configuration may be programmed into a computing system of aircraft 102 and/or modules 104 that defines the types of modules 104, the location of the modules within the aircraft 102, and the types of utilities needed by each module 104, the relative locations of connection points, any other suitable information relating to utilities, or any suitable combination thereof. The connections between centralized utility bus 106 and modules 104 may be completed based on this configuration.

[0043] Example utilities that may be provided by centralized utility bus 106 may include air, water, waste, electricity, data, oxygen, etc. It will, however, be appreciated that other services and utilities may also be convenient and could readily be added to aircraft 102 using centralized utility bus 106 or one or more different buses. In an embodiment, some utilities may be independently generated or provided within modules 104 (e.g., waste may be stored and oxygen may be generated at a module 104) while other utilities (e.g., electricity, data, and water) may be provided by centralized utility bus 106. In some embodiments, certain zones of the aircraft may have certain utilities that typically do not need to be provided to the entire cabin, such as waste and water. Zones may be provided that include these utilities so that they do not need to be provided in modules 104 or on common utility bus 106. In this manner, certain modules 104 (e.g., a restroom module, galley, or shower) may be limited to certain zones within an aircraft that are compatible with the modules 104.

[0044] Each module 104 can have certain self-contained safety or emergency features such as fire extinguishers, sprinklers, air locks, floatation devices, and/or parachutes. The modular embodiments described herein allows greater flexibility in emergency situations, increasing the likelihood of positive outcomes.

[0045] FIG. 1G is a perspective view depicting an example embodiment of a support frame 105 of module 104. Here, a forward side of support frame 105 is indicated with numeral 166 and a rear or aft side is indicated with numeral 167. Support frame 105 includes a bottom wall 170, sidewalls 171 and 172, and a top wall 172 such that support frame 105 is a partially closed structure with a periphery that continually extends around the interior space of aircraft 102 within the Y-Z plane as indicated here. Stated differently, module 104 can extend in a 360 degree fashion about a longitudinal axis (e.g., the X-axis) of aircraft 102 passing through module 104. This enables frame 105 to bear substantial loads applied by structures and passengers within the interior of frame 105 and applied by those portions of aircraft 102 outside of but in contact with frame 105. The front side 166 and rear side 167 of module 104 are open to permit the movement of passengers between modules 104 (e.g., along the X-axis), although in some embodiments partial or complete walls can be erected in these positions as well. The interior area of frame 105 between walls 170, 171, 172, and 173 can be referred to herein as the module enclosure.

[0046] In this embodiment, bottom wall 170 is a floor that lies substantially along an X-Y plane. Sidewalls 171 and 173 are curved in a fashion that corresponds to the curvature of fuselage 112 (e.g., the exterior wall) of aircraft 102. Sidewalls 171 and 172 include a support lattice 174 formed from multiple interconnecting beams. In each sidewall, support lattice 174 is connected to a front brace 181, a rear brace 182, a top brace 183 and floor 170 (or a bottom brace portion of floor 170). Top wall 172 exists substantially in an X-Y plane and includes multiple braces with open spaces therebetween. This embodiment of module 104 can be characterized as having a semi-cylindrical shape.

[0047] FIG. 1H is a perspective view of an example embodiment of support frame 105 after connection to additional structures for furnishing the interior of module 104 and for attaching module 104 to aircraft 102. Multiple beams or braces 176 are located along top wall 172, particularly along brace 182. Braces 176 connect support frame 105 to the interior of fuselage portion 112 (e.g., the airframe) of aircraft 102. Although not shown, one or more connections can be used to attach floor 170 to an interior dividing wall of aircraft 102 that would be beneath floor 170.

[0048] Electrical interfaces 177 are accessible at various locations along top wall 172. Here, each interface 177 includes a connector and a cable that is then routed to the desired location within module 104. Electrical interfaces 177 can supply power, communications, and/or data to (and receive one or more from) module 104. A climate conduit 178 is coupled to frame 105 and can provide heating, cooling, or other ventilation to output ports (not shown) within module 104. Paneling 175 can be attached to the interior of support frame 105 along each of walls 170-173 to separate the passenger area from the various utilities and other support components running along frame 105. Oxygen masks and tubing 180 are shown hanging within the interior of module 104. The oxygen tubing can be connected to oxygen canisters attached to lattice 174 behind paneling 175. A decompression venting device 179 can run along the base of the interior of frame 105 to permit rapid decompression venting from the interior of module 104.

[0049] Once modules 104 are inserted into the aircraft, locked into (or secured to) locations within the aircraft, connected to utilities, connected to each other, and opened to provide access to hallways, windows, and exits, the modular configuration of the aircraft 102 may be complete. During aircraft operations, some or all modules 104 may be swapped after passengers unload from aircraft 192. Previously cleaned, stocked, and configured modules 104 may be provided for aircraft 102, obviating some or all of the need to individually clean and restock aircraft 102 in a high-cost environment (e.g., at the airport gate). Modules 104 may be returned to a centralized facility where cleaning and restocking may be performed by specialized personnel in an environment that is conducive to cost effective servicing (e.g., at a warehouse facility with customized cleaning equipment, devices, and personnel). Distribution centers may coordinate with flight control to efficiently deliver modules 104 to aircraft gates as planes arrive, and facilitate a quick and efficient turnaround of aircraft 102. In some embodiments, rather than removing aircraft 102 from service temporarily to deal with cabin problems (e.g., broken seats, equipment, electrical systems, or lavatories), problem portions of a cabin may be replaced by replacing the problematic module 104. In some embodiments as described herein, only certain services may be swapped out (e.g., a lounge module used during an early evening flight may be replaced with a sleeping module for an overnight flight).

[0050] FIG. 2 shows multiple illustrative modules 104-1, 104-2, and 104-N in accordance with some embodiments of the present disclosure. As described herein, module types may be limited only by factors such as available space, utilities, and regulatory requirements. A module creation ecosystem may be provided that provides module designers with information about module dimensions, utilities and design rules. The dimensions of the module enclosure can specify an interior volume and associated X, Y, Z dimensions. Module designers and suppliers may create modules 104 that include module features are useful for many suitable purposes, such as conventional differentiated seating modules (e.g., first class, business class, premium economy class, economy class etc.), office modules (e.g., similar to small cubicles with workspace, chairs, monitors, high speed connections, etc.), meeting and business modules (e.g., chairs, desks and/or a conference space for a group of traveling coworkers or for meetings), family modules (e.g., for families traveling together, with small children, etc.), lounge or party modules (e.g., for all passengers, some passengers, or a group), wellness and exercise modules (e.g., for massage, weights, exercise equipment etc.), shower modules, sleeping modules, beauty modules (e.g., for makeup, hair care, etc.), gaming modules (e.g., having immersive or gaming experiences), or any other suitable module that may be designed to meet a customer need.

[0051] Customer access to different modules 104 may be managed in a variety of ways. For example, customers may purchase access to a particular module 104 prior to a flight, or in some embodiments, during flight. Passengers may be purchase blocks of time within modules 104, such that some passengers may cycle through the aircraft to different modules during flight. In this manner, even long flights may provide a superior and more comfortable customer experience to conventional customers who might spend a portion of the flight in an economy seat but spend other parts of the flight circulating to one or two custom modules. In an embodiment, pricing for module usage could be dynamically adjusted before or during flight based on customer demand, thus balancing usage of the modules during flight.

[0052] An example lounge and dining module 104-1 is depicted in FIG. 2. Lounge and dining module 104-1 includes seating at tables and at a counter. Lounge and dining module 104- 1 may be connected to centralized utility bus 106 and may receive and/or produce utilities such as water, waste, electricity, air, ventilation, data, or other. A dining module 104-1 such as the one shown in FIG. 2A could be operable to replace customary meal and/or food service on aircraft, or could supplement more traditional food service offerings.

[0053] An example spa and fitness module 104-2 includes features for exercise such as treadmills, stationary bikes, or other fitness equipment. Module 104-2 may also be equipped with massage chairs, or facilities for other treatments such as nail, hair, or face treatments. In one embodiment, fitness module 104-2 is equipped with locker and shower facilities, while in other embodiments such services may be provided at a separate module.

[0054] An example office/workspace module 104-N includes equipment for office usage such as a computer, printer, photocopier, and other accessories. Each of these components may be physically attached and customized in order to prevent unwanted movements during flight. Multiple work cubes or pods may be provided with soundproofing, higher speed connections, telepresence equipment, and other similar workplace equipment to facilitate the efficient use of the workspace.

[0055] Facilitating a module-based cabin interior system in this manner can provide advantages to aircraft manufactures and purchasers, who may be able to separate industrial design of the aircraft platform from design of an aircraft interior. Once a design is complete and a customer has placed an order, the aircraft may require little customization, since the principle mode of customization may be performed with modules 104, the purchase of which may be performed separately from aircraft 102. Even if aircraft 102 is provided with a core set of modules 104 that will likely remain in the aircraft during most flights (e.g., conventional seating modules, a galley module, and a head module), modules 104 may be constructed in parallel with aircraft 102 and "final assembly" will simply require inserting modules 104 into aircraft 102. In this manner, the lead time for building passenger aircraft 102 may be significantly reduced. An ecosystem for module developers may allow for increased testing and acceptance of new interior designs, which may be updated on a frequent and even per-flight basis.

[0056] In an embodiment, each module 104 may include a module operations control device (not depicted), which may include a computing device including one or more processors and non-transitory memory. The module operations control device may be configured with varying complexity based on the particular setup of module 104, and in some embodiments modules 104 may include two or more module operations control devices. For example, a module control device may include a processor, memory, and a communication device (e.g., for communicating wirelessly and/or via the data bus) that allows the module 104 to communicate with other computing devices within aircraft 102. Communications within aircraft 102 may include information for setting up the module during installation within aircraft 102 (e.g., required utilities, position within an aircraft, location of utility interfaces, etc.), information about the particular module 104 (e.g., about available food and drink options, stocks of spa supplies, available movies, etc.), and data from module 104 (e.g., data about usage of resources within the module, module traffic, purchases made within in the module, customer information, information from sensors relating to customer usage, traffic within a module, etc.). In an embodiment, data from module 104 may be used along with other information (e.g., time, route, frequent flier, and similar information) to perform analytics that may be used to assist for customer identification and targeting, module design, menus of services provided by module 104, etc.

[0057] FIG. 3 is a block diagram depicting an example embodiment of a modular cabin design and certification system 300. Modular cabin design and certification system 300 (and the other computing systems described herein) can be implemented as software instructions stored in one or more non-transitory memories that, when executed by processing circuitry, cause the processing circuitry to take certain actions. The processing circuitry can include one or more processors in a common location or distributed across multiple devices. In some embodiments system 300 is stored and executed on a computer system that is local to a user, such as a workstation or personal computer, while in other embodiments system 300 is stored and executed on a database and/or web server remote to the user (e.g., on the cloud), for example as a web-accessible software program accessed 300 remotely by the user through an internet connected computing device. [0058] In some embodiments, system 300 includes configuration engine 302 and one or more module design or information units 304-310 that can be (a) viewed conceptually as functional portions of a broad software code and data storage environment, (b) discrete software modules operating on or with one or more discrete devices, or (c) any combination thereof. Each of the module information units 304-310 provides information and/or processing that may be used as factors to assist in the design and certification at a module level and of module configurations at an aircraft level. Through the module-level procedures, module designers may be provided with a smart and guided interface that assists in designing and manufacturing modules 104 that are compatible with aircraft 102 and certified for use in aircraft 102. Through aircraft-level procedures, module installations within an aircraft and module combinations may be tested in certified. Through a result of this guided design and certification process, module designers and suppliers may create modules 104 with confidence that they will be certified for use with aircraft 102, and airlines and module suppliers may ensure that particular module installations and configurations are certified for flight.

[0059] Although the modular cabin design and certification system 300 may include any suitable components, in an embodiment the modular cabin design and certification system 300 includes servers and computing systems and may be in communication with additional components over a network. For each module-level or aircraft-level design, configuration engine 302 may receive information such as requirements for module dimensions, requirements for module interfaces, certification rules, design rules, aircraft compatibility rules, as well as specific design features provided by the designer. For example, in an embodiment configuration engine 302 may provide selection procedures, algorithms, and a user interface to facilitate the creation and certification of new modules and aircraft-level module configurations. In an example embodiment of a configuration engine 302 for a module designer, preliminary information about acceptable options for module configuration, utilities, interfaces, and amenities may be provided to a designer, providing a framework for design of the modules. In an example embodiment of a configuration engine 302 for a module designer, preliminary information about acceptable options for an aircraft level design may be provided, such limitations upon module sizes, types, amenities, and locations within a particular aircraft. These frameworks for module-level design and aircraft-level design may be utilized by operators to create and certify modules 104 and aircraft configurations. Although input information for configuration engine 302 may be provided by a variety of sources, in an example embodiment, the input information to configuration engine 302 may be provided by module design and certification rules 304, module information unit 306, aircraft information unit 310, and module-specific or aircraft specific setup unit 308.

[0060] In some embodiments, modular cabin design and certification system 300 may include module design and certification rules unit 304. At the module level, these rules may provide design and regulatory rules for module 104, such as requirements for certain utilities and services (e.g., electricity, waste processing, water storage, oxygen distribution, air distribution, etc.). The rules may also provide design rules for particular items such as installed equipment of module 104, including requirements to fix certain items (e.g., chairs, tables, lounges, couches, fitness equipment, etc.) to a floor or a wall of module 104, attachment requirements (e.g., fastener types, etc.) for module 104, requirements for aisle size and location, height limits, etc. At the aircraft-level, rules may include requirements that certain module types must be installed within aircraft 102, utilities that must be provided at different locations within aircraft 102, required safety equipment, etc. Design rules for aircraft-level design may also be provided, and may include information to assist in the selection and placement of modules 104 within aircraft 102, for example, based on configurations and orderings that may have previously been certified for flight by a certification body.

[0061] In some embodiments, modular cabin design and certification system 300 may also include module information unit 306. The module information unit 306 may include module design templates and rules to assist with module design. Module information may include options for placement of items (e.g., chairs, tables, pathways, window openings, etc.) within module 104, options for common design items for module 104 that may be adjusted and/or selected (e.g., by size, design, etc.), options for lighting, options for color, options for selection of required utilities and locations of utility interfaces and connections, options for data collection devices and procedures, and other similar options that may assist in design and certification of module 104. For aircraft-level design and certification, module information unit 306 may include parameters for pre-existing modules 104 that may be placed in aircraft 102, such as dimensions, utility requirements, weight, installed equipment, services provided, and safety equipment.

[0062] In some embodiments, modular cabin design and certification system 300 may include aircraft information unit 310. For module-level design and certification, aircraft information unit 310 may have information about one or more target aircraft 102, such as dimensions, supported utilities, weight limitations, utility connection types, supported utility installation and locking interfaces, window and exit locations, and other similar information helpful to the installation of a particular module 104 being designed for the target aircraft type or types. For aircraft-level design and certification, the aircraft information unit may include information such as aircraft zones that include specialized utilities, passenger entry door locations, module door locations, and other similar information that may influence or dictate the types of modules that may be used in the aircraft or locations of modules within aircraft 102.

[0063] In some embodiments, modular cabin design and certification system 300 may include module-specific or aircraft-specific setup unit 308. Based on configuration engine 302 and the information from module design and certification rules unit 304, module information unit 306, and aircraft information unit 310, a designer may be provided with options, menus, and guided interfaces to assist in the creation and/or certification of a module design and/or aircraft module installation design.

[0064] In an example embodiment of module design, an example designer may be provided with a framework for designing module 104, which allows the designer to adjust dimensions and design features within the limitations provided by design and certification rules. The user's selections may be provided to configuration engine 302, which may determine whether a particular design is pre-certified or provide a likelihood of certification, based on known certification histories from similar designs. In some embodiments, configuration engine 302 may identify particular design aspects that are likely to result in design or certification issues (e.g., failure to provide proper clearance for an exit door, failure to provide sufficient storage for waste, failing to provide adequate walkways, etc.).

[0065] In an example embodiment of aircraft module installation design, an example designer may be provided a framework for design of a module installation for aircraft 102, which allows the designer to move different modules 104 into aircraft 102, select and modify locations of modules 104 within aircraft 102, and adjust adjustable features of modules 104. The designer's selections may be provided to configuration engine 302, which may determine whether a particular design is pre-certified or provide a likelihood of certification, based on known certification histories from similar designs. In some embodiments, configuration engine 302 may identify particular design aspects that are likely to result in design or certification issues (e.g., failing to include enough restrooms, failing to provide adequate pathways to emergency exits, etc.).

[0066] FIG. 4 is a flow diagram depicting an example embodiment of a method 400 for designing, certifying, selecting, distributing, and installing modules in an aircraft in accordance with some embodiments of the present disclosure. Although certain systems, hardware, software, aircraft, modules, and components may be described and depicted in certain figures, these methods are not limited to the specific described subject matter. Moreover, the steps depicted in FIG. 4 may be modified consistent with the present disclosure such that steps may be added and/or omitted, and that different sequencing and flow paths may be applied to FIG. 4.

[0067] FIG. 4 depicts example steps for designing and certifying a modular cabin

configuration in accordance with some embodiments of the present disclosure. As described herein, in an embodiment the steps of FIG. 4 may be performed by modular cabin design and certification system 300, described with respect to FIG. 3, utilizing hardware, software, systems, and components as described herein.

[0068] At step 402, configuration engine 302 may access aircraft information from aircraft information unit 310. In an embodiment, the type of aircraft information that may be accessed may be based on whether the modular cabin design and certification process is being performed for module 104 or for a configuration or combination of modules 104 for aircraft 102. In an embodiment, the aircraft information that may be accessed may be based on a type of aircraft 102 (e.g., make, model, and configuration) or aircrafts that modules 104 are being designed for or that modules 104 will be installed in for a configuration. Once the aircraft information has been accessed, processing may continue to step 404.

[0069] At step 404, configuration engine 302 may access module information from module information unit 306. In an embodiment, the type of module information that may be accessed may be based on whether the modular cabin design and certification process is being performed for module 104 or for a configuration or combination of modules 104 for aircraft 102. In an embodiment, the aircraft information that may be accessed may be based on a type of module (e.g., application, utility needs, etc.) that is being designed or the types of modules that are being configured within an aircraft cabin. Once the module information has been accessed, processing may continue to step 406.

[0070] At step 406, configuration engine 302 may access specific set-up information from module-specific or aircraft-specific setup unit 308. In an embodiment, the type of set-up information that may be accessed may be based on whether the modular cabin design and certification process is being performed for module 104 or for a configuration or combination of modules 104 for aircraft 102. In an embodiment, the set-up information that may be accessed may be provided by a user based on menus and designed tools provided at a user interface. The information may provide specific design parameters for module 104 or for a configuration or combination of modules 104 within aircraft 102. Once the specific set-up information has been accessed, processing may continue to step 408.

[0071] At step 408, configuration engine 302 may access module design and certification rules unit 304. In an embodiment, the type of design and modification rules that may be accessed may be based on whether the modular cabin design and certification process is being performed for module 104 or for a configuration or combination of modules 104 for aircraft 102. In an embodiment, the design rules may be specified by an entity such as an aircraft

manufacturer, airline, or module manufacturer, and may relate to design principles that result in high-quality module construction. In an embodiment, certification rules may relate to regulations and certifications that are required for the module to be approved for flight or for a configuration of modules to be approved for flight. Once the design and certification rules have been accessed, processing may continue to step 410.

[0072] At step 410, configuration engine 302 may analyze the design based on the information acquired in any or all of steps 402-408. In an embodiment, the analysis may be based on whether the modular cabin design and certification process is being performed for module 104 or for a configuration or combination of modules 104 for aircraft 102. In an embodiment, the analysis may determine whether the design meets requirements (e.g., design and certification requirements), or may quantify a likelihood that the design meets requirements. In some embodiments, feedback may be provided regarding problematic portions of the design or suggested design solutions. Once the analysis has been performed, the processing of FIG. 4 may end.

[0073] FIG. 5 shows an example embodiment of a module distribution system 500 of an airport in accordance with some embodiments of the present disclosure. In an embodiment, module distribution system 500 includes modular passenger aircraft 102i - 102η, one or module distribution centers 504, and module distribution trucks 506i - 506 _m . As described herein, modules 104 may be distributed in a variety of manners based on different module distribution patterns and schedules. System 500 represents an embodiment and it will be appreciated that other module distribution systems 500 may be deployed based on factors such airline preference, availability of hanger space, module distribution schedules, saturation of airlines at individual airports, and other factors.

[0074] In an embodiment, module distribution center 504 may function as a central hub for modules 104 to be distributed to aircraft 102. Although module distribution center 504 is depicted and described as functioning as a single centralized location, it will be understood that a number of module distribution centers may be provided at a single airport location, e.g., for different terminals. Operations for module distribution center 504 may be managed as a central location by an airport operational authority, by airlines, by suppliers, by other suitable entities, or combination thereof.

[0075] Module distribution center 504 may include warehousing for modules, loading docks for module distribution trucks 506i - 506 _m , and warehousing infrastructure and equipment (e.g., automated forklifts, module racks, etc.) to facilitate efficient access to modules 104 within module distribution center 504. Module distribution center 504 may also include a module control center (not depicted independently) which may include servers, computers,

communications equipment, and operator terminals. In some embodiments, the module control center may be located at a remote location.

[0076] In an embodiment, the module control center may receive instructions in the form of customer and airline preference data as described herein (e.g., type of aircraft number of passengers, arrival and departure time, installed modules 104 on aircraft 102, status of installed modules 104, services requested by passengers, destination airport, etc.). In a given flight, modules 104 may also be selected as mandatory modules such as lavatory and safety modules. Based on this information and other information (e.g., availability of modules 104 at the module distribution center, airline bids for modules in an auction system, etc.), the module control center may determine the desired module configuration for a given flight.

[0077] Once the module configuration for a given flight has been determined, the module control center may determine which modules 104 need to be installed in aircraft 102 and schedule the distribution of modules 104 from the module distribution center 504 to aircraft 102. In an embodiment, modules 104 may be accessed from storage at the module distribution center (e.g., automated mobile racks) and provided to one or more module distribution trucks 506 (e.g., using forklifts, etc.) as may be necessary to provide the desired modules 104 to aircraft 102.

[0078] Module distribution trucks 506 may accommodate one or more modules 104 (not shown) on a bed of the each module distribution truck 506, and in some embodiments, a fleet of module distribution trucks 506 may include different sized beds to efficiently accommodate different numbers of modules 104. Module distribution trucks 506 may include a lift system that allows the modules to be installed directly into the aircraft 102 from module distribution truck 506.

[0079] Module distribution trucks 506 may also return used modules 104 to module distribution center 504 or to another building (e.g., a module cleaning and replenishment center, not depicted separately herein). In an embodiment, returns may be arranged efficiently such that a module distribution truck 506 that offloads its module 104 to a first aircraft 102 (e.g., module distribution truck 506i, which has delivered and installed modules at aircraft 102i) may travel to a gate associated with an aircraft 102 that is arriving (e.g., a gate associated with aircraft 102 ₂ ). The modules 104 may be removed from aircraft 102 ₂ by module distribution truck 506i as a module distribution truck 506 ₂ including new modules for aircraft 102 ₂ is arriving.

[0080] In an embodiment, the used modules 104 (e.g., from aircraft 102 ₂ returned on module distribution truck 506i) may be returned for cleaning and replenishment (e.g., at a module cleaning and replenishment center of module distribution center 504). At this center modules 104 may be cleaned and replenished using specialized (e.g., fully or partially automated) cleaning equipment for fast, efficient, and environmentally friendly cleaning. Modules 104 may be inspected and repaired as necessary, resources for each module 104 may be replenished, and modules 104 may be returned to service via the module distribution center 504.

[0081] FIG. 6 shows an example embodiment of a module selection system 600 in accordance with some embodiments of the present disclosure. Module selection system 600 (like system 300) can be implemented as software instructions stored in one or more non- transitory memories that, when executed by processing circuitry, cause the processing circuitry to take certain actions. The processing circuitry can include one or more processors in a common location or distributed across multiple devices. In some embodiments system 600 is stored and executed on a computer system that is local to a user, such as a workstation or personal computer, while in other embodiments system 600 is stored and executed on a database and/or web server remote to the user (e.g., on the cloud), for example as a web-accessible software program accessed remotely by the user through an internet connected computing device.

[0082] System 600 can be viewed conceptually as including a configuration engine 302 and one or more module design or information units 304-310, where each of the module information units 304-310 provides information that may be used as factors to assist in the design and certification at a module level and of module configurations at an aircraft level.

[0083] In some embodiments, system 600 can be viewed as including a module design center 602 and one or more module information units 604-614 that can be (a) viewed conceptually as functional portions of a larger software code and data storage environment, (b) discrete software modules operating on or with one or more discrete devices, or (c) any combination thereof. Each of the module information units 604-614 provides information and/or processing that may be used as factors to assist in the selection of modules 104 for a particular aircraft 102 and/or flight. Attention to these factors will ensure both that a proposed module 104 will physically fit into an airframe and attach to services such as through centralized utility bus 106, provides modules 104 that are desired by customers and profitable for the airline, and further ensures that regulatory requirements such as safety, space, accommodation, and other requirements, are met with respect to each module 104 individually. In an embodiment, module selection system 600 may be employed at a module control center of module distribution center 504 described with respect to FIG. 5. [0084] Although module selection system 600 may include any suitable components, in an embodiment module selection system 600 may include servers and computing systems and may be in communication with additional components over a network. For each flight, module design center 602 may receive flight information such as arrival time, departure time, installed units, status of installed units, destination city and aircraft type. For example, in an embodiment, module design center 602 may provide selection procedures and algorithms and a user interface to facilitate selection of modules for flights. In an example embodiment of a module design center 602 for a particular airline operating at an airport, preliminary selections of modules 104 may be made automatically based on the flight information and information acquired from the module information units while an operator of module design center 602 may confirm, modify, and update module selections. Although input information for module design center 602 may be provided by a variety of sources, in an example embodiment, the input information to module design center 602 may be provided by regulatory and selection rules unit 604, module configuration unit 606, aircraft configuration unit 614, advertising information unit 608, flight history unit 610, and customer data unit 612.

[0085] In some embodiments, module selection system 600 may include a regulatory and rules unit 604 (or regulatory and selection rules unit). An example regulatory and rules unit 604 may provide a set of rules as to the allowable modules 104, combinations of modules 104, and location of module installations within a particular aircraft 102. For example, regulatory rules may require that certain modules 104 be installed within aircraft 102 or at certain locations within aircraft 102. In some embodiments as described herein, only certain combinations of modules 104 may have been certified for flight together, or for certain aircrafts, or for certain routes (e.g., based on time of flight, national laws, state laws, etc.). Regulatory and rules unit 604 may also include a rules design and modification interface that permits operators or other users to program predesigned preferred or allowed configurations, such that selection of appropriate modules 104 may be performed automatically based on flight information data and data received from other module information units.

[0086] In some embodiments, module selection system 600 may also include an aircraft configuration unit 614. Modules 104 may be designed to fit within airframes of specified aircraft 102 such that a module 104 designed for a first type of aircraft 102 (e.g., an Airbus A330) may not be usable with a second type of aircraft 102 (e.g., an Airbus A350). The aircraft type and/or an aircraft identifier may be known from the flight information, and may be used to access information about an aircraft, such as approved modules 104, available utilities, locations of special utility zones, different module sizes permitted within aircraft 102, types of connection points utilized by common utility bus 106 of aircraft 102, other suitable information relating to aircraft type and/or a particular aircraft 102, and aircraft-specific information (e.g., indicating that a certain utility is temporarily unavailable at a location within aircraft 102).

[0087] In some embodiments, module selection system 600 may also include a module configuration unit 606. Module configuration unit 606 may include information about each particular module 104 that is available, such as the type of module 104, required utility hookups, module weight, module length, other module dimensions, current advertising materials installed in a module 104, current service items installed in a module 104 (e.g., food, drinks, cosmetics, etc.), current equipment installed within a module 104 (e.g., exercise equipment, monitors, tables, chairs, bars, etc.), module history information (e.g., usage in previous flights from the destination location), module profitability information (e.g., profitability of module from usage in previous flights from the current location to the destination location, profitability from the destination location, etc.). Module configuration unit 606 may also include information about the overall quantity and usage of modules 104 at module distribution center 504, for example, to determine if there is an excess inventory of certain modules 104 at module distribution center 504.

[0088] In some embodiments, module selection system 600 may also include an advertising unit 608. For example, module selection may be informed by a third party seeking to create an advertising or immersive marketing experience on aircraft 102. For example, a movie studio may create a module 104 that allows passengers to interact with characters from a movie being marketed, purchase movie merchandise, or view advance screenings and/or trailers within the module 104. Fitness modules 104 may be sponsored by fitness apparel companies, office modules 104 may be sponsored by office supply companies, and dining modules 104 may be sponsored by restaurants. Portions of the cabin may also include sponsored materials such as physical advertisements, promotional materials and electronic advertisements provided with entertainment options and/or internet connectivity. In an embodiment, advertising unit 608 may also include information about advertisements that are to be provided to modules 104 electronically, which may then be provided to modules 104 prior to distribution. In an embodiment, advertising unit 608 may also include information about advertiser bids for providing advertising on certain routes, for certain flight time, for customers meeting certain demographic profiles, for particular module combinations, and for other suitable information relevant to advertising value. In some embodiments, advertisements may be provided in modules 104, or modules 104 including advertising may be provided to aircraft 102, based on a dynamic pricing system such as an auction and bidding system. For example, an airline may provide advertisers with information about a route and time such as historical profitability as well as information relating to customer demographics and requests. Advertisers could then bid to have their sponsored modules 104 or advertisements used in aircraft 102.

[0089] In some embodiments, module selection system 600 may also include flight history information unit 610, which can provide flight history information related to use of individual modules 104, customer willingness to pay, and revenue generated from modules 104 or from services offered within modules 104. For example, flight history information unit 610 may compile information from the particular aircraft 102, the particular route, and similar routes throughout the system (e.g., based on demography of passengers, flight time, etc.), based on information collected from modules 104 and/or aircraft 102 from prior flights (e.g., from the aircraft data bus). This information may also include module performance metrics such as utilization, expected usage vs. actual usage, customer ratings for modules 104, module error rates, and other similar information.

[0090] In some embodiments, module selection system 600 may also include a customer data unit 612. For example, customers in the aggregate or on a given flight may express a preference, and willingness to pay for particular services from modules 104. Customer preferences may be acquired in a priority of manners, for example, during the booking process, during check in, via application interfaces, and at kiosks at a gate (e.g., provided by advertisers or module sponsors). Customer preferences may be registered through voting systems, by purchasing module access, through online bidding, and through use of loyalty programs. For example, in a voting system votes may be acquired and may be weighted based on factors such as frequent flyer status, demographic information, purchasing history, and other information that may be used to determine the likelihood that a passenger will purchase module services. In an embodiment, customers may be bid on modules 104 to be inserted, spaces within modules 104, and module services. In this manner, an airline may dynamically allocate the most efficient and profitable modules 104 to an aircraft 102.

[0091] Once module design center 602 has received all of the relevant information from one or more of regulatory and selection rules unit 604, module configuration unit 606, aircraft configuration unit 614, advertising information unit 608, flight history unit 610, and customer data unit 612, it may determine the modules 104 that are assigned to aircraft 102 as well as the physical ordering of modules 104 within the aircraft 102. In some embodiments, a number of possible options may be provided to an operator such that the operator may select between cabin configuration modules 104, and in some embodiments, exchange out certain modules 104. In some embodiments, the information provided to the operator for module selection may include module metrics relating to usage rates, profitability, etc., that may be provided to an operator dashboard to assist in final module selection. In some embodiments, a dashboard for an operator may include information about other aircraft 102 and/or the available modules 104 at module distribution center 504, such that the operator can observer how choices of module 104 for a particular flight may impact other flights or the existing module inventory. Once the selection process is complete, information about the selected modules 104 may be provided to module distribution center 504 to access the modules 104 and transport the modules 104 to the aircraft 102 for installation.

[0092] FIGs. 7-8 are flow diagrams depicting example methods 700 and 800, respectively, for designing, certifying, selecting, distributing, and installing modules 104 in an aircraft 102 in accordance with some embodiments of the present disclosure. Although certain systems, hardware, software, aircraft, modules, and components may be described with respect to and depicted in FIGs. 7-8, methods 700 and 800 are not limited to the specific steps and order of steps shown. Moreover, the steps described with respect to FIGs. 7-8 may be modified consistent with the present disclosure such that steps may be added and/or omitted, and that different sequencing and flow paths may be applied to FIGs. 7-8.

[0093] FIG. 7 depicts an example embodiment of method 700 for designing an aircraft 102 and module configuration in accordance with some embodiments of the present disclosure. At step 702, module design center 602 (e.g., of a module control center described with respect to FIG. 6) may receive a customer request, such as from customer data unit 612 of FIG. 6. As described herein, customers in the aggregate or on a given flight may express a preference, and willingness to pay for particular services from modules 104. Customer preferences may be acquired in a variety of manners, for example, during the booking process, during check in, via application interfaces, and at kiosks at a gate (e.g., provided by advertisers or module sponsors). Customer preferences may be registered through voting systems, by purchasing module access, through online bidding, and through use of loyalty programs. For example, in a voting system votes may be acquired and may be weighted based on factors such as frequent flyer status, demographic information, purchasing history, and other information that may be used to determine the likelihood that a passenger will purchase module services. In an embodiment, customers may bid on modules to be inserted, spaces within modules 104, and module services. Once the customer information has been acquired, processing may continue to step 704.

[0094] At step 704, module design center 602 may receive an aircraft configuration, such as from aircraft configuration unit 614 described with respect to FIG. 6. As described herein, modules 104 for use in a modular passenger aircraft 102 may be designed to fit within airframes of specified aircraft 102. The aircraft type and/or an aircraft identifier may be known from flight information, and may be used to access information about the aircraft 102, such as approved modules 104, available utilities, locations of special utility zones, different module sizes permitted within the aircraft 102, types of connection points utilized by a common utility bus 106 of the aircraft 102, other suitable information relating to aircraft type and/or a particular aircraft, and aircraft-specific information (e.g., indicating that a certain utility is temporarily unavailable at a location within the aircraft 102). Once the aircraft information has been accessed, processing may continue to step 706.

[0095] At step 706, module design center 602 may receive aircraft flight history data, such as from flight history unit 610 described with respect to FIG. 6. As described herein, such data might provide information related to use of individual modules 104, customer willingness to pay, and revenue generated from modules 104 or from services offered within modules. For example, flight history unit 610 may compile information from the particular aircraft 102, the particular route, and similar routes throughout the system (e.g., based on demography of passengers, flight time, etc.), based on information collected from the modules 104 and/or aircraft 102 from prior flights. This information may also include module performance metrics such as utilization, expected usage vs. actual usage, customer ratings for modules, module error rates, and other similar information. Processing may then continue to step 708.

[0096] At step 708, module design center 602 may receive regulatory and rules data, such as from regulatory and rules unit 604 described with respect to FIG. 6. For example, regulatory and rules data may include a set of rules as to the allowable modules, combinations of modules, and location of module installations within a particular aircraft 102. As described herein, regulatory rules may require that certain modules 104 be installed within aircraft 102 or at certain locations within the aircraft 102. In some embodiments as described herein, only certain combinations of modules 104 may have been certified for flight together, or for certain aircraft 102, or for certain routes (e.g., based on time of flight, national laws, state laws, etc.). The regulatory and rules data may also include predesigned preferred or allowed configurations, such that selection of appropriate modules may be performed automatically based on flight information data and data received from other module information units. Once the regulatory and rules data has been acquired, processing may continue to step 710.

[0097] At step 710, module design center 602 may receive advertising data, such as from advertising information unit 608 described with respect to FIG. 6. For example, module selection may be informed by a third party seeking to create an advertising or immersive marketing experience on an aircraft 102. For example, as described herein, a movie studio may create a module that lets passengers interact with characters from the movie, purchase movie merchandise, or view advance screenings and/or trailers. In an embodiment, advertising unit 608 may also include information about advertisements that are to be provided to modules 104 electronically, which may then be provide to the modules 104 prior to distribution. In an embodiment, advertising unit 608 may also include information about advertiser bids for providing advertising on certain routes, for certain flight time, for customers meeting certain demographic profiles, for particular module combinations, and for other suitable information relevant to advertising value. In some embodiments, advertisements may be provided in modules 104, or modules including aircraft may be provided to aircraft, based on a dynamic pricing system such as an auction and bidding system. For example, an airline may provide advertisers with information about a route and time such as historical profitability as well as information relating to customer demographics and requests. Advertisers could then bid to have their sponsored modules 104 or advertisements used in aircraft 102. Once the advertising information has been obtained, processing may continue to step 712.

[0098] At step 712, module design center 602 may receive a module configuration, such as form module configuration unit 606 described with respect to FIG. 6. As described herein, a module configuration may include information about each particular module 104 that is available, such as the type of module 104, required utility hookups, module weight, module length, other module dimensions, current advertising materials installed in module 104, current service items installed in module 104 (e.g., food, drinks, cosmetics, etc.), current equipment installed within module 104 (e.g., exercise equipment, monitors, tables, chairs, bars, etc.), module history information (e.g., usage in previous flights from the destination location), module profitability information (e.g., profitability of module 104 from usage in previous flights from the current location to the destination location, profitability from the destination location, etc.). The module configuration may also include information about the overall quantity and usage of modules 104 at the module distribution center 504, for example, to determine if there is an excess inventory of certain modules 104 at the module distribution center 504. Once the module information has been accessed, processing may continue to step 714.

[0099] At step 714, a module design center, such as a module design center 602 shown in FIG. 6, may determine the modules 104 that are assigned to the aircraft 102 as well as the physical ordering of modules 104 within the aircraft 102. As describe herein, in some embodiments, a number of possible options may be provided to an operator such that the operator may select between cabin configuration modules 104, and in some embodiments, exchange out certain modules 104. In some embodiments, the information provided to the operator for module selection may include module metrics relating to usage rates, profitability, etc., that may be provided to an operator dashboard to assist in final module selection. In some embodiments, a dashboard for an operator may include information about other aircraft 102 and/or the available modules 104 at module distribution center 504, such that the operator can observer how choices of module 104 for a particular flight may impact other flights or the existing module inventory. Once the selection process is complete, information about the selected modules 104 may be provided to module distribution system 500 to access the modules 104 and transport the modules 104 to aircraft 102 for installation.

[0100] FIG. 8 depicts an example embodiment of method 800 for assembling a modular cabin of aircraft 102 in accordance with some embodiments of the present disclosure. In an embodiment, the steps may be performed by components of module distribution system 500 such as is described herein.

[0101] At step 802, a module control center may receive a request for a module 104. As described herein, a target aircraft 102 may require one or more modules 104 to be changed (e.g., an aircraft 102 may be landing and may need to replace some modules 104). As described with respect to FIGS. 5-7 herein, information may be provided to the module control center that allows one or more decisions to be made regarding modules 104 to be installed in target aircraft 102.

[0102] At step 804, a module 104 is accessed which conforms to the components of the received module request. As described herein, in an embodiment, the module 104 may be accessed from storage at module distribution center 504 (e.g., from an inventory of available modules 104) and provided to a module distribution truck 505 (e.g., at loading docks).

[0103] At step 806, the accessed modules 104 may be transported to the gate where the associated target aircraft 102 is located, as described herein (e.g., by the module distribution trucks 505).

[0104] At step 808, the modules 104 may be installed on the target aircraft 102. As described herein, module distribution truck 505 may include a lift system that allows the module 104 to be installed directly into the target aircraft 102 from module distribution truck 505. The module 104 may then be inserted into the target aircraft 102, positioned in the correct portion of the aircraft 102, locked into place, and attached to utilities. This process can be repeated until all selected modules 104 have been installed.

Example Embodiments for Reserving a Passenger Experience or Activity

[0105] The highly flexible and customizable nature of aircraft 102 allows to the airline to provide countless different types of passenger experiences through the provision of different cabin modules 104. In many embodiments these experiences will have an identifiable and marketable theme or topic that sets them apart from a typical flying experience where the cabin includes only passenger seating and lavatories bookended by crew-seating, galleys and/or the cockpit. For example, in many embodiments two or more different experiences (or activities, themes or topics) on the same flight will each be recognized by passengers as different and distinguishable from each other.

[0106] Examples of modules 104 for providing these experiences have been described herein, but for ease of reference, modules 104 can be configured to provide experiences that include: dining experiences (e.g., a restaurant, a bistro, a trattoria, a coffee bar, an alcoholic beverage bar, etc.), office experiences (e.g., similar to small cubicles with workspace, chairs, monitors, high speed connections, etc.), meeting and business experiences (e.g., chairs, desks and/or a conference space for a group of traveling coworkers or for meetings), family

experiences (e.g., for families traveling together with small children, including a play area and/or arts and crafts area, etc.), lounge or party experiences (e.g., for all passengers, some passengers, or a group), wellness and/or exercise experiences (e.g., for massage, weights, exercise equipment etc.), spa experiences (e.g., etc.), sleeping experiences (e.g., having recliners and/or beds, etc.), beauty and/or spa experiences (e.g., amenities for makeup and/or hair care, massage table for a massage, stretching table for a total body stretch, manicure and/or pedicure amenities, shower and/or bath amenities, etc.), gaming experiences (e.g., having immersive or gaming experiences), promotional experiences (e.g., for tourist destinations, for upcoming movies, for particular retail products, etc.), cinematic experiences (e.g., a large screen cinema for multiple viewers (larger than a seat back display or tablet), movie promotions, etc.), shopping experiences (e.g., a retail or service store that can be limited to a particular retailer or manufacturer, etc.), gambling experiences (e.g., a casino-type environment that can have automated gambling machines like a slot machine or video poker, or that can have a gambling tables with a dealer or other moderator like blackjack, poker, craps, or a combination of the two like a roulette table, etc.), differentiated seating experiences (e.g., first class, business class, premium economy class, economy class etc.), or any other desired experience that is marketable to passengers.

[0107] Each of these experiences can alternatively be referred to as activities, and each of these experiences can occur in a different module or group of modules. In some embodiments, multiple experiences can be present in a single module, or a group of modules can be configured to provide a group of similar experiences. Regions of aircraft 102 in which different experiences or activities take place can be referred to as different sections or compartments. Depending on the size of aircraft 102, any number of one or more (two, three, four five, etc.) different experiences can be present on a particular flight, where each different experience can occur across any number of one or more (two, three, four five, etc.) modules 104. The arrangement of the experiences can differ between aircraft 102, and can differ on the same aircraft 102 from one flight to the next if one or more modules have been substituted or rearranged in the time between those flights.

[0108] Each of these experiences, if available on a particular flight, can be reserved for the passenger during the ticket reservation process, or at another time before boarding, after boarding and before takeoff, or even after takeoff. A passenger (or a user reserving for the passenger) can reserve a seat for a particular flight in a conventional seating arrangement (e.g., in a row of economy seating, premium economy seating, business class seating, in a first class seating pod, and the like). In addition to the conventional seating reservation, the passenger can reserve access to one or more experiences provided on that flight. In some cases, the passenger can forgo a reservation in a conventional seating arrangement, and reserve a seat only in an experience-specific module 104 or section, in which case the seat meets the regulatory safety requirements.

[0109] Reservations can be made electronically by use of a flight reservation system 900. FIG. 9 is a block diagram depicting an example embodiment of communication and processing infrastructure that can be used to implement flight reservations system 900. In this embodiment, system 900 is made accessible to users (who can be passengers themselves or individuals making reservations on behalf of passengers) by way of graphical user interfaces (see, e.g., FIGs. 11 A-E) displayed on various user devices 901-904. The graphical user interfaces can be generated through the use of an internet browser (e.g., Internet Explorer, Google Chrome, Mozilla Firefox) or a purpose-specific application (e.g., a smartphone app) operating on a device 901-904 communicatively coupled with the internet.

[0110] An example device can be computing device 901 such as a personal computer or laptop that is, for example, local to a user's home or office. Another example can be a mobile communication device 902 such as a smart phone or wearable computing device (e.g., a smart watch or smart glasses). Yet another example can be a publicly accessible computing device located in or near the airport such as an airport reservation kiosk 903 (e.g., as used for check-in and ticket printing). In some embodiments, the reservation of a particular experience can occur when the passenger is on aircraft 102 itself such as by use of the passenger's mobile

communication device 902 or by use of an aircraft computing terminal 904 (e.g., a seat-back entertainment terminal, or a reservation terminal located in the crew seating area).

[0111] Each of devices 901-904 can include a processing circuitry (e.g., one or more processors) communicatively coupled with a display, a user input device (e.g., a mouse, keyboard, a touchscreen (in which case the user input device and display may be the same device), etc.), a communication interface (e.g., a wireless and/or wired communication port with associated communication circuitry), and non-transitory memory that can, among other things, store software instructions that generate or enable the generation of the graphical user interfaces (e.g., through the web browser, the locally stored application, etc.) such as those described with respect to FIGs. 11 A-E, receive and read input entered by the user and control the transmission of that input (or data indicative thereof) to a remote network.

[0112] Each of device 901-904 can have internet access provisioned by wireless and/or wired communication links 906. These links 906 can access one or more servers located within a network 908 (e.g., such as the cloud), where the servers are, e.g., responsible for receiving data communications from the various devices 901-904, determining reservation availability, logging requested reservations, confirming reservations, modifying reservations, processing electronic payments, outputting data communications to devices 901-904. In this embodiment, the servers include a web data server 910 for sourcing data to devices 901-904 and causing the display of web pages or other data on devices 901-904. Web data server 910 can communicate with one or more database servers (or databases) 912 storing information related to flight schedules and routing, seat availability, experience availability, pricing, and the like. The various servers can be operated by a single entity or can be operated by multiple entities in communication with each other (e.g., a reservation system such as Orbitz or Expedia in communication with different airline servers or servers for module providers). The servers 910-912 and devices 901-904 can include processing circuitry and non-transitory memory for storing instructions that, when executed, cause the processing circuitry to perform or cause to be performed the actions described herein as being taken by system 900, and/or the actions described herein with respect to FIGs. 10A - 11F.

[0113] FIG. 10A is a flow diagram depicting an example embodiment of a method 1000 for making a passenger reservation on a desired flight of an aircraft 102 configured for housing cabin modules 104. This embodiment will be described with reference to system 900, although other embodiments can utilize one or more of these actions with systems other than system 900. At 1002, a user accesses reservation system 900 using one of devices 901-904 (e.g., by visiting the reservation website using personal computer 901). At 1004, the user inputs a flight selection and that selection is received by system 900. At 1006, the user inputs a seat selection for a seat reservation in a conventional seating arrangement (that may or may not be provided with a module 104) and that seat selection is received by system 900. At 1008, system 900 causes information about one or more experiences potentially available on the selected flight to be displayed to the user. For example, any number of one or more experiences can be presented to the user at 1008 along with information, graphics, video, and/or audio marketing each experience to the user.

[0114] If the availability of the experience is tentative, such as if space or demand for the experience is questionable, then the system 900 can collect indications of demand for each potentially available experience. In such embodiments, at 1010, the user can input an indication into system 900 as to which, if any, experiences the user would be interested in reserving if made available on the flight. This process can also be referred to as voting for experiences and can involve the receipt of input from multiple passengers (or potential passengers) by system 900 and then using this aggregate input to assess which experience or experiences should be made available. In some embodiments, the determination of which one or more experiences to make available can be performed by one or more servers of system 900 executing an algorithmic process that can account for relative demand for each experience, relative profit for each experience given the indicated amount of demand, flexibility in pricing for each experience given the amount of demand (e.g., whether prices can be lowered or raised to accommodate demand), available module spacing, and other relevant considerations. In other embodiments, the determination of which experience to make available is arrived at by system 900 through receipt of an indication or instruction from another source, e.g., a system administrator. In some embodiments, inputting the indication at 1010 can include an obligation for the user to reserve and pay for the experience should it be made available (e.g., an automatic reservation).

[0115] At 1012, system 900 causes generation of a notification to the user to indicate whether or not each potential experience will be available on the flight, or at a minimum, which of the experiences will be available on the flight. This notification can be generated at a later date after sufficient input has been received by system 900. This notification can be output to the user in the form of an e-mail, a voicemail, a text message, and the like. The notification can be accompanied by a user selectable field (e.g., a hyperlink) that directs the user to a graphical user interface (e.g., webpage, smartphone app) that can allow the user to make a confirmed reservation and process payment for the available experience if not already done (see 1014). In some embodiments, a particular experience can be reserved for the entire flight, while in other embodiments, the particular experience can be reserved for only a portion of the flight, such that different passengers can participate in the particular experience at different times.

[0116] In method 1000, the making of the confirmed reservation for the experience and/or processing of payment for the same (1014) can occur well after the original seat reservation was made at 1006, and can be performed via the original device (e.g., 901) or using a different device (e.g., devices 902-904) at a different location. That different location can include the airport or the aircraft itself as discussed herein. Thus, in certain embodiments, the user or the passenger can reserve access to one or more experiences even after the flight has departed from the gate and/or taken off.

[0117] FIG. 10B is a flow diagram depicting another example embodiment of a method 1020 for making a passenger reservation on a desired flight of an aircraft 102 configured for housing cabin modules 104. Like a method 1000, the user accesses the reservation system 900 at 1002, selects a flight at 1004, selects and reserves a seat at 1006, and then is presented information about potentially available or actually available experiences at 1008. In a variation from method 1000, at 1022, system 900 presents the user with options to select zero, one or more experiences (or experience collections) within the flight. At 1024 the user can select and pay for the desired experiences. Steps 1002-1008 and 1022-1024 can occur at a location remote from the airport or within the airport itself. [0118] At 1026, after arriving at the airport, the user can visit sample displays of the various experiences and, in some embodiments, try each sample experience to determine whether the user wants to reserve it. The sample displays can be made available in sample booths erected near, e.g., the airline ticket counter. If the user desires to make a change to his or her reservation, e.g., by adding an experience, switching one experience for a different experience, or removing an experience, then at 1028 the user can input that modification to reservation system 900 through a representative at the airline ticket counter, directly through an airport kiosk 903, or through an aircraft computing terminal 904, at which point the modification can be paid for and confirmed.

[0119] In some embodiments, step 1006 of reserving a seat can be omitted, and the user's seat can be reserved in an area associated with a reserved experience, or the user can be guaranteed an unassigned seat in the area associated with the reserved experience or otherwise.

[0120] FIGs. 11 A-E are illustrative views depicting example embodiments of graphical user interfaces (GUIs) for use in presenting information to the user with respect to potential experiences and collecting information from the user with respect to the user's desired experience reservation. These GUIs can be displayed to the user, for example, during steps 1008, 1010, and/or 1014 of method 1000 or during steps 1008, 1022, 1024, and/or 1028 of method 1020.

[0121] The GUIs are rendered through the execution of instructions by the processing circuitry of the user device, where those instructions can be a web browser with graphical data supplied by network 108 or those instructions can be a locally stored software application, as is generally known in the art. The GUIs can be configured to be interactive, such that the user can manipulate the graphics (received at the processing circuitry as a user input that is then caused to be displayed on the GUI). User inputs to the GUI can be received, read, processed, and transmitted to network 108, which in turn can cause the display of new GUIs or modified GUIs on the user display (e.g., by providing a web page for display to the user device).

[0122] FIG. 11 A depicts GUI 1100, which can include an indication 1102 of progress through the reservation process, for example, as a series of steps with the current step

emphasized (e.g., in bold). A current price or estimation of price 1103 for the reservation can also be displayed. In this embodiment, progress indication 1102 and price indication 1103 are displayed within an upper status bar 1105.

[0123] Beneath status bar 1105, GUI 1100 can display one or more experience collections 1101 from which the user can choose. In this embodiment, an experience collection 1101 is a group of experiences that share similarities. For example, a first experience collection 1101-1 (titled here as "Rumpus Room Collection") can refer to various experiences directed towards children, adolescents, and/or families. A second experience collection 1101-2 (titled here as "Resort Collection") can refer to various experiences directed towards common vacation-type experiences. A third experience collection 1101-3 (titled here as "Corner Office Collection") can refer to various experiences related to work and/or career productivity. A fourth experience collection 1101-4 (titled here as "Concierge Collection") can refer to various experiences related to travel and dining. In some embodiments, an experience having similarities with multiple different collections 1101 can be displayed as part of two or more different collections 1101.

[0124] Each experience collection 1101 can include a user selectable field (e.g., a link titled "See details") to more detailed information about the respective experience collection. Each experience collection 1101 also includes a representative graphic corresponding to the type of the respective collection 1101. Selection of a particular collection 1101 can cause that collection to be emphasized on GUI 1100 (such as lightening the non-selected collections) and the selected collection can be confirmed by selecting field 1104 (e.g., a "Continue" button). In this embodiment, selection of field 1104 causes the display of GUI 1110.

[0125] FIG. 1 IB depicts an example embodiment of GUI 1110, which provides the capability for the user to adjust the experience reservation for each passenger in the overall reservation. Here, GUI 1110 includes a first user selectable field 1112-1 for a first passenger (e.g., "Michael") and a second user selectable field 1112-2 for a second passenger (e.g.,

"Kathryn"). Each of fields 1112 includes an indication 1114 of the experience collection selected thus far (e.g., "Resort Collection") and the price per passenger 1116 for the overall reservation. Selection of the indication 1114 of the selected experience collection 1101 causes the display of a customizable itinerary with experiences within that collection 1101.

[0126] FIG. l lC depicts an example embodiment of GUI 1120 after selection of the user selectable passenger field 1112-1 for the first passenger ("Michael"). A first region 1122 of GUI 1120 can display a sequence of individual experience options 1124 that are associated with the selected experience collection 1101-2. The individual experience options 1124 are graphically represented as a timeline where each experience option 1124 has a time period (or time slot) associated with it. For example, in this embodiment the flight is eight hours long and region 1124 includes experience options 1124-1 through 1124-8 where each option 1124 is reserved for a one hour time block.

[0127] Region 1122 can be interactive such that the user can select a particular experience option 1124 and move it to a different time period in the sequence, delete it from the sequence, or replace it with another experience such as one from the list of available experiences in region 1126. The user can reserve an experience within only one time slot, within a fraction of the available time slots, or within all of the available time slots. In other embodiments, the user does not have to select a particular collection (indeed no collections need even be presented to the user) and GUI 1120 can be displayed with all available experience options (or a subset, such as the most popular) in region 1126. For example, the timeline in region 1122 can be initially displayed unpopulated by experiences, and the user can individually add an experience to whichever time slots the user desires.

[0128] Each time an adjustment to the experiences in the timeline is made (e.g., removal of an experience, addition of an experience, changing the time slot of an experience, etc.), the pricing can be updated accordingly at 1116-1 and 1103. Pricing for an experience may vary by demand, duration, timeslot, etc., and may be adjusted by network 108 to optimize pricing based on availability and demand

[0129] Upon the initial display of GUI 1120, system 900 can display experience options 1124 in a recommended order determined by system 900 or preprogrammed within system 900. FIG. 1 ID depicts an example embodiment of GUI 1120 where the user has made a modification to the recommended experience timeline in region 1122. Here, experience option 1124-6 has been moved from its location in FIG. 11C to a shared location with experience option 1124-8, such that two experiences are available to the passenger during the final time period of the flight. In this example, the user has access to both a lounge experience 1124-6 and a bistro experience 1124-8 during that final time period. [0130] FIG. 1 IE depicts GUI 1120 while the user is in the process of identifying a new experience 1124-9 for the time slot in which experience 1124-6 previously resided. In this example, the user has selected a boardroom experience 1124-9 from region 1126 and dragged that experience 1124-9 to the vacant or empty time slot. This activity by the user causes an indication 1128 of the price of that particular experience 1124-9 to be displayed. Any change in overall price can be determined and indicated at 1116-1 and 1103. Once the user is satisfied with the selected experience options 1124, the user can confirm the selections (e.g., by a confirmation button not shown) at which point the selected experience options can be confirmed and paid for. Although the embodiments described with respect to FIGs. 11 A-E involve the selection of a particular experience collection 1101 and selection of many experiences 1124 within that collection 1101, those of skill in the art will understand that these same concepts can be used in the selection of fewer or only one experience 1124 without reference to particular collections 1101. In those embodiments described herein where user voting occurs to assist in the determination of whether a particular experience will be made available on the flight, the experience selection process described with respect to FIGs. 11 A-E can be used to accomplish this user voting function as well.

[0131] Thus, the embodiments described herein allow users to customize their in-flight experiences with a level of granularity such that, in some examples, every passenger on a flight, can have an in-flight itinerary different from every other passenger on the flight.

[0132] The example embodiments described herein are reiterated and to an extent supplemented in the following paragraphs which do so without explicit reference to the figures. In many embodiments a method of reserving passage on an aircraft configured to receive a cabin module is provided, where the method includes: receiving, by at least one server, an indication of initiation of a reservation process for a passenger on a flight of the aircraft, wherein the indication is entered by a user, and wherein a first cabin module is insertable into the aircraft, the first cabin module configured to provide a first experience to the passenger; causing, by the at least one server, the display of a first option to reserve the first experience to the user; and receiving, by the at least one server, the selection of the first option by the user.

[0133] In some embodiments, the method includes storing, by the at least one server, data indicative of selection of the first option by the user. [0134] In some embodiments, the method can include collecting electronic payment for the first experience from the user and reserving, by the at least one server, access to the first experience on the flight for the passenger. The method can further include determining, by the at least one server, if the first experience will be offered on the flight prior to collecting electronic payment from the user. In some embodiments, the determination if the first experience will be offered on the flight is made by evaluation of the demand for the first experience by passengers of the flight. In some embodiments, the determination if the first experience will be offered on the flight is made by receiving, by the at least one server, a confirmation that the first experience will be offered on the flight.

[0135] In some embodiments, where a second cabin module is insertable into the aircraft, the second cabin module being configured to provide a second experience to the passenger, the method can include causing, by the at least one server, the display of a second option to reserve access to the second experience to the user. The method can also include receiving, by the at least one server, the selection of the second option by the user.

[0136] In some embodiments, the method includes reserving, by the at least one server, a seat for the passenger in a location other than the first cabin module and reserving, by the at least one server, access to the first experience for the passenger. The method can further include collecting electronic payment from the user for the seat for the passenger and for access to the first experience for the passenger.

[0137] In some embodiments, the method includes collecting electronic payment for access to the first experience from the user and reserving, by the at least one server, a seat for the passenger in the first cabin module. In some embodiments, the user is the passenger, and in other embodiments the user is different than the passenger.

[0138] In some embodiments, the indication of initiation of the reservation process is entered by the user by way of a first graphical user interface of a first computing device and the selection of the first option is entered by the user by way of a second computing device different than the first computing device. In some embodiments, the first computing device is remote from an airport and the second computing device is a kiosk within the airport. In some embodiments, the second computing device is terminal within the aircraft. [0139] In some embodiments, the method includes: reserving a seat and access to the first experience for the passenger on the flight; receiving a deselection of the first option by the user; and un-reserving access to the first experience for the passenger on the flight while maintaining reservation of the seat for the passenger.

[0140] In some embodiments, access to the first experience comprises access to at least one of the following within the first cabin module: a dining facility, a bed, a spa facility, a cinema, a desk, or a lounge.

[0141] In some embodiments, a plurality of cabin modules are insertable into the aircraft, the plurality of cabin modules being configured to provide a collection of experiences to the passenger.

[0142] In many embodiments, a system for reserving passage on an aircraft configured to receive a cabin module is provided, where the system includes: at least one server including processing circuitry and non-transitory memory storing instructions that, when executed by the processing circuitry, cause the processing circuitry to: read an indication of initiation of a reservation process for a passenger on a flight of the aircraft, wherein a first cabin module is insertable into the aircraft, the first cabin module configured to provide a first experience to the passenger; cause the display of a first option to reserve the first experience to a user; and read a received selection of the first option.

[0143] In some embodiments, the plurality of instructions, when executed, further cause the processing circuitry to cause storage of data indicative of the received selection of the first option.

[0144] In some embodiments, the plurality of instructions, when executed, further cause the processing circuitry to: process whether electronic payment for the first experience was received from the user; and reserve access to the first experience on the flight for the passenger. The plurality of instructions, when executed, can further cause the processing circuitry to determine if the first experience will be offered on the flight prior to processing whether electronic payment for the first experience was received from the user. The plurality of instructions, when executed, can further cause the processing circuitry to make the determination if the first experience will be offered on the flight by evaluation of the demand for the first experience by passengers of the flight. The plurality of instructions, when executed, can further cause the processing circuitry to make the determination if the first experience will be offered on the flight by reading a confirmation that the first experience will be offered on the flight.

[0145] In some embodiments, a second cabin module is insertable into the aircraft, the second cabin module being configured to provide a second experience to the passenger, and the plurality of instructions, when executed, can further cause the processing circuitry to: cause the display of a second option to reserve access to the second experience to the user. The plurality of instructions, when executed, can further cause the processing circuitry to read the selection of the second option by the user.

[0146] In some embodiments, the plurality of instructions, when executed, further cause the processing circuitry to: reserve a seat for the passenger in a location other than the first cabin module; and reserve access to the first experience for the passenger. The plurality of

instructions, when executed, can further cause the processing circuitry to determine whether electronic payment from the user for the seat for the passenger and for access to the first experience for the passenger has been received.

[0147] In some embodiments, the plurality of instructions, when executed, further cause the processing circuitry to: determine whether electronic payment for access to the first experience from the user has been collected; and reserve a seat for the passenger in the first cabin module.

[0148] In some embodiments, the system includes a first computing device configured to receive the indication of initiation of the reservation process from the user by way of a first graphical user interface displayed on a display of the first computing device and a second computing device different than the first computing device, where the selection of the first option is entered by way of a graphical user display of the second computing device. The first computing device can be remote from an airport and the second computing device can be a kiosk within the airport or a terminal within the aircraft.

[0149] In some embodiments, the plurality of instructions, when executed, further cause the processing circuitry to: reserve a seat and access to the first experience for the passenger on the flight; read a deselection of the first option by the user; and un-reserve access to the first experience for the passenger on the flight and maintain reservation of the seat for the passenger.

[0150] In many embodiments, a method of reserving passage on an aircraft configured to receive a cabin module is provided, where the method includes: transmitting, from a user device to at least one server, an indication of initiation of a reservation process for a passenger on a flight of the aircraft, where the indication is entered by a user into the user device, and where a first cabin module is insertable into the aircraft, the first cabin module configured to provide a first experience to the passenger; displaying, by the user device, a first option to reserve the first experience to the user; receiving, by the user device, the selection of the first option by the user; and transmitting the selection from the user device to the at least one server.

[0151] In some embodiments, the method includes submitting an authorization for electronic payment for the first experience by the user at the user device. The method can further include reserving, by the at least one server, access to the first experience on the flight for the passenger.

[0152] In some embodiments, a second cabin module is insertable into the aircraft, the second cabin module being configured to provide a second experience to the passenger, where the method includes: displaying, by the user device, the display of a second option to reserve access to the second experience to the user. The method can further include: receiving, by the user device, the selection of the second option by the user; and transmitting the selection of the second option from the user device to the at least one server.

[0153] In some embodiments, the method includes: receiving, by the user device, a selection of a seat for the passenger in a location other than the first cabin module; transmitting, by the user device, the selection of the seat to the at least one server; and reserving, by the at least one server, the seat for the passenger in the location other than the first cabin module. The method can further include submitting authorization for electronic payment from the user for the seat for the passenger and for access to the first experience for the passenger.

[0154] In some embodiments, the user device is a first user device, and the indication of initiation of the reservation process is entered by the user by way of a first graphical user interface of the first user device. The selection of the first option can be entered by the user by way of a second user device different than the first user device. The first user device can be remote from an airport and the second user device can be a kiosk within the airport or a terminal within the aircraft.

[0155] In some embodiments, the at least one server reserves a seat and access to the first experience for the passenger on the flight, and the method further includes: receiving, at the user device, a deselection of the first option entered by the user; and transmitting the deselection from the user device to the at least one server. The method can include un-reserving access to the first experience for the passenger on the flight while maintaining reservation of the seat for the passenger.

[0156] In many embodiments, a user device for reserving passage on an aircraft configured to receive a cabin module is provided, where the user device includes: processing circuitry and non-transitory memory storing instructions that, when executed, cause the processing circuitry to: read an indication of initiation of a reservation process for a passenger on a flight of the aircraft, where a first cabin module is insertable into the aircraft, the first cabin module configured to provide a first experience to the passenger; cause the transmission of the indication of initiation of the reservation to at least one server; cause the display of a first option to reserve the first experience to a user; and read a received selection of the first option.

[0157] In some embodiments, the plurality of instructions, when executed, further cause the processing circuitry to read an authorization for electronic payment for the first experience entered by the user.

[0158] In some embodiments, a second cabin module is insertable into the aircraft, the second cabin module being configured to provide a second experience to the passenger, and the plurality of instructions, when executed, further cause the processing circuitry to cause the display of a second option to reserve access to the second experience to the user. The plurality of instructions, when executed, can further cause the processing circuitry to read the selection of the second option by the user and cause the transmission of the selection to the at least one server.

[0159] In some embodiments, the plurality of instructions, when executed, further cause the processing circuitry to: transmit a received selection of the first option to the at least one server; read a deselection of the first option by the user; and transmit the deselection of the first option to the at least one server.

[0160] In many embodiments, a method of reserving passage on an aircraft configured to receive a cabin module is provided, where the method includes: instructing, by the at least one server, a computing device to display a timeline to the user, wherein the timeline comprises a plurality of time slots for a flight; and receiving, by the at least one server, a request by a user to reserve a first experience in at least one of the plurality of time slots. [0161] In some embodiments, the method includes reserving, by the at least one server, the first experience in the at least one of the plurality of time slots for the user.

[0162] In some embodiments, the method includes receiving, by the at least one server, a request to reserve a plurality of different experiences, each of the plurality of different experiences being associated with a different one of the plurality of time slots.

[0163] In some embodiments, the at least one server instructs the computing device to display the timeline to the user with each of the plurality of time slots populated with one of a plurality of experiences.

[0164] In many embodiments, a method of reserving passage on an aircraft configured to receive a cabin module is provided, where the method includes: displaying, by a computing device, a timeline to a user, wherein the timeline comprises a plurality of time slots for a flight; and receiving, by the computing device, a request by the user to reserve a first experience in at least one of the plurality of time slots.

[0165] In some embodiments, the timeline is displayed in an interactive graphical user interface.

[0166] In some embodiments, the method includes receiving a first input from the user that adds a new experience to a first time slot in the timeline; and displaying the new experience within the first time slot in the time line.

[0167] In some embodiments, the method includes receiving a first input from the user that removes an existing experience from a first time slot in the timeline; and displaying the first time slot in the timeline as empty.

[0168] In some embodiments, the method includes receiving a first input from the user that moves an existing experience from a first time slot in the timeline to a second time slot in the timeline; and displaying the existing experience in the second time slot in the timeline. In some embodiments, the method includes displaying the first time slot in the timeline as empty.

[0169] In some embodiments, the graphical user interface includes a plurality of available experiences displayed in a region separate from the timeline. In some embodiments, the method includes: receiving a first input from the user that moves an available experience from the region separate from the timeline into a first time slot in the timeline; and displaying the available experience in the first time slot in the timeline. [0170] In some embodiments, the timeline is displayed in an interactive graphical user interface, and the method includes: enabling, by the computing device, the user to interactively assign one or more experiences to each of the plurality of time slots in the timeline; and receiving, by the computing device, a request from the user to reserve one or more experiences in one or more of the plurality of time slots in the timeline. The method can also include transmitting the request to at least one server such that a reservation for the one or more experiences in the one or more of the plurality of time slots can be processed.

[0171] In many embodiments, a system for reserving passage on an aircraft configured to receive a cabin module is provided, where the system includes: at least one server having processing circuitry and non-transitory memory storing instructions that, when executed, cause the processing circuitry to: instruct a computing device to display a timeline to the user, where the timeline comprises a plurality of time slots for a flight; and read a request by a user to reserve a first experience in at least one of the plurality of time slots.

[0172] In some embodiments, the instructions, when executed, further cause the processing circuitry to reserve the first experience in the at least one of the plurality of time slots for the user.

[0173] In some embodiments, the instructions, when executed, further cause the processing circuitry to read a request to reserve a plurality of different experiences, each of the plurality of different experiences being associated with a different one of the plurality of time slots.

[0174] In some embodiments, the instructions, when executed, further cause the processing circuitry to instruct the computing device to display the timeline to the user with each of the plurality of time slots populated with one of a plurality of experiences.

[0175] In many embodiments, a user device adapted to reserve passage on an aircraft configured to receive a cabin module is provided, where the user device includes: processing circuitry and non-transitory memory storing instructions that, when executed, cause the processing circuitry to: cause the display of a timeline to a user, wherein the timeline comprises a plurality of time slots for a flight; and read a request by the user to reserve a first experience in at least one of the plurality of time slots.

[0176] In some embodiments, the instructions, when executed, further cause the processing circuitry to cause the display of the timeline as an interactive graphical user interface. [0177] In some embodiments, the instructions, when executed, further cause the processing circuitry to: read a first input from the user that adds a new experience to a first time slot in the timeline; and cause the display of the new experience within the first time slot in the time line.

[0178] In some embodiments, the instructions, when executed, further cause the processing circuitry to: read a first input from the user that removes an existing experience from a first time slot in the timeline; and cause the display of the first time slot in the timeline as empty.

[0179] In some embodiments, the instructions, when executed, further cause the processing circuitry to: read a first input from the user that moves an existing experience from a first time slot in the timeline to a second time slot in the timeline; and cause the display of the existing experience in the second time slot in the timeline. The instructions, when executed, can further cause the processing circuitry to cause the display of the first time slot in the timeline as empty.

[0180] In some embodiments, the instructions, when executed, further cause the processing circuitry to cause the display of the graphical user interface with a plurality of available experiences displayed in a region separate from the timeline. The instructions, when executed, can further cause the processing circuitry to: read a first input from the user that moves an available experience from the region separate from the timeline into a first time slot in the timeline; and cause the display of the available experience in the first time slot in the timeline.

[0181] In some embodiments, the time line is displayed as an interactive graphical user interface, and the instructions, when executed, further cause the processing circuitry to: enable the user to interactively assign one or more experiences to each of the plurality of time slots in the timeline; and read a request from the user to reserve one or more experiences in one or more of the plurality of time slots in the timeline. The instructions, when executed, can further cause the processing circuitry to cause transmission of the request to at least one server such that a reservation for the one or more experiences in the one or more of the plurality of time slots can be processed.

[0182] Computer program instructions for carrying out operations in accordance with the described subject matter may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, JavaScript, Smalltalk, C++, C#, Transact-SQL, XML, PHP or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program instructions may execute entirely on the user's computing device, partly on the user's computing device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device or entirely on the remote computing device or server. In the latter scenario, the remote computing device may be connected to the user's computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0183] For every embodiment described herein, to the extent the capability is described for a user to provide input (e.g., by selecting a selectable field on a touchscreen, or through the use of a touchpad or mouse, to name a few) then the associated processing circuitry (e.g., that circuitry executing the software described herein) can be described and claimed as monitoring for that user input. This monitoring can include, for example, monitoring for the occurrence of an interrupt or notification from software associated with the hardware (touchscreen, mouse, etc.) accepting that user input. The processing circuitry can also have instructions that permit the processing circuitry to receive and/or read that user input to determine what selection was made by the user. Similarly, for every graphical user interface and/or screen that is displayed, the processing circuitry can be described and claimed as causing the display of (or generating) that graphical user interface or screen and each and every feature therein (icons, text, images, etc.). Although recognized elsewhere herein, it is reiterated that this processing circuitry can be a single processor chip or can be multiple processor chips or portions of processor chips distributed throughout the overall electronic device or devices that are in communication with each other.

[0184] It should be noted that all features, elements, components, functions, and steps described with respect to any embodiment provided herein are intended to be freely combinable and substitutable with those from any other embodiment. If a certain feature, element, component, function, or step is described with respect to only one embodiment, then it should be understood that that feature, element, component, function, or step can be used with every other embodiment described herein unless explicitly stated otherwise. This paragraph therefore serves as antecedent basis and written support for the introduction of claims, at any time, that combine features, elements, components, functions, and steps from different embodiments, or that substitute features, elements, components, functions, and steps from one embodiment with those of another, even if the following description does not explicitly state, in a particular instance, that such combinations or substitutions are possible. It is explicitly acknowledged that express recitation of every possible combination and substitution is overly burdensome, especially given that the permissibility of each and every such combination and substitution will be readily recognized by those of ordinary skill in the art.

[0185] To the extent the embodiments disclosed herein include or operate in association with memory, storage, and/or computer readable media, then that memory, storage, and/or computer readable media are non-transitory. Accordingly, to the extent that memory, storage, and/or computer readable media are covered by one or more claims, then that memory, storage, and/or computer readable media is only non-transitory.

[0186] In many instances entities are described herein as being coupled to other entities. It should be understood that the terms "coupled" and "connected" (or any of their forms) are used interchangeably herein and, in both cases, are generic to the direct coupling of two entities (without any non-negligible intervening entities) and the indirect coupling of two entities (with one or more non-negligible intervening entities). Where entities are shown as being directly coupled together, or described as coupled together without description of any intervening entity, it should be understood that those entities can be indirectly coupled together as well unless the context clearly dictates otherwise.

[0187] As used herein and in the appended claims, the singular forms "a," "an," and "the" include plural referents unless the context clearly dictates otherwise.

[0188] The examples and embodiments provided herein areprovided for illustrative purposes and are not intended to limit the application or claims provided herein. It will be understood that the specific embodiments disclosed herein and the systems, components, methods, modules, aircraft, etc. described herein need not take the specific form described, but may instead be applied in various different or additional manners consistent with the present disclosure and claims. It will further be understood that the present disclosure need not take the specific form explicitly described herein, and the present disclosure is intended to include changes variations thereof, consistent with the appended claims and the present disclosure, for example, to optimize the subject matter described herein. The disclosed subject matter is not limited to any single or specific embodiment described herein, but rather should be construed in breadth and scope in accordance with the appended claims.