BACKGROUND OF THE INVENTION

[0001] The present disclosure relates to an aircraft passenger cabin.

[0002] The present invention concerns aircraft passenger cabins.

[0003] More particularly, but not exclusively, this invention concerns an aircraft passenger cabin having a cabin floor and defining a longitudinal cabin axis, wherein the cabin includes a number of passenger accommodation units arranged in at least one row extending across the cabin axis and at least one column extending substantially parallel to the cabin axis.

[0004] The invention also concerns another aircraft passenger cabin and an aircraft passenger seating arrangement.

[0005] Especially for business and first class passenger cabins, it is important to balance the requirements of a lay-flat bed and privacy, whilst also having a space efficient layout. A space efficient layout will be efficient in terms of individual planform area required for each seat unit, but also have a seating arrangement that fits well within the cabin and minimises wasted space.

[0006] There are prior art examples, where two seats layer passengers’ feet over each other to preserve space. In particular, the feet of one passenger in a seat unit is a row will be above those of an adjacent passenger in the row. Each unit is at an angle of about 10 degrees to the cabin axis. This arrangement is somewhat space efficient, because it saves space in terms of the planform area required for each unit whilst still providing a lay-flat bed.

[0007] However, the arrangement cannot readily be fitted into a variety of cabin sizes efficiently. For example, the units take up a relatively long length along the cabin axis. Hence, this means that for some cabin lengths, there is a large amount of wasted space at an end of the cabin, as another row of units cannot be fitted in. The arrangement also requires that each unit must have a corresponding paired unit in the same row. Hence, the arrangement is not suitable for all seats in a row, if there is a seat column with an odd number of seat units (for example, only one seat unit) in the column. For example, if the cabin was a 1-2-1 layout, the outermost seat units, in columns on their own in the row, would not be able to be paired with another seat unit to have overlapping passenger feet.

[0008] The present invention seeks to mitigate the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved aircraft passenger cabin and/or an improved aircraft passenger seating arrangement.

SUMMARY OF THE INVENTION

[0009] The present invention provides, according to a first aspect, an aircraft passenger cabin, the cabin having a cabin floor and defining a longitudinal cabin axis, wherein the cabin includes a number of passenger accommodation units arranged in at least one row extending across the cabin axis and at least one column extending substantially parallel to the cabin axis, wherein, in at least one column, there is provided a first passenger accommodation unit defining a first planform area, the unit including, within the planform area, a seat convertible to a bed, and a footrest providing a footrest surface at a first height above the cabin floor, and a second passenger accommodation unit, adjacent to the first passenger accommodation unit, the second passenger accommodation unit defining a second planform area, the unit including, within the planform area, a seat convertible to a bed, and a footrest providing a footrest surface at a second height above the cabin floor, wherein one of the first height and the second height is higher than the other and wherein the first and second planform areas partially overlap in the region of the footrest surfaces, to define an overlap area, and wherein at least a part of both footrest surfaces are provided in the overlap area.

[0010] For example, at least a part of the first footrest surface and at least a part of the second footrest surface is provided in the overlap area.

[0011] Here, two footrests of units in the same column overlap. [0012] This allows passengers of both units to have a longer bed surface, including the footrest surface, without taking up too much additional planform area, which is precious in the cabin.

[0013] The passenger units are in the same column and therefore are positioned along and/or spaced along the cabin axis of the cabin. This allows the space saving to be made for units in the same column. This provides a versatile and space-saving arrangement in the cabin. It can allow the space-saving to be made irrespective of how many units are in a row, or part of a row (i.e. on one side of an aisle in a row). For example, there may be only one column and so only one unit in each row. For example, there may be a number of columns, with some of the columns being separated from other columns by an aisle. Hence, here, there would only be one unit on one side of the aisle in the row, still able to make use of the space saving.

[0014] The passenger units also provide a generous seat width and unit width and so are spacious for the passenger.

[0015] The first unit may be at a first position along the cabin axis. The second unit may be at a second, different position along the cabin axis.

[0016] The difference in height between the first and second heights may be at least 30cm and preferably more than 40cm or 50cm. This allows a passenger’s feet to rest comfortably on the lower height surface and not be substantially obstructed or impinged upon by the higher footrest surface.

[0017] Each bed surface provided by the convertible bed may be at substantially the same height as the corresponding footrest surface. This allows the footrest surface to effectively increase the length of the bed surface provided. Hence, the bed surfaces of the first and second units may be at different heights. The bed surfaces may include a surface of the seat pan of the seat.

[0018] The seat pan surfaces provided by the seats of the first and second units may be at substantially the same height as each other. This allows two passengers in the adjacent units to be at the same height, for dining, conversation etc.

[0019] One or both of the units may be provided with a mechanism to change the height of the seat pan surface when the seat is converted to a bed. One unit may have a mechanism where the seat pan surface raises when the seat is converted to a bed. The other unit may have a mechanism where the seat pan surface lowers when the seat is converted to a bed. The mechanism may comprise a rail sloped in relation to the cabin floor upon which the seat pan is mounted. The seat pan may slide along the sloped rail as the seat is reclined, or otherwise converted, into a bed, and vice versa. The seat pan height may change by at least 15cm, and preferably at least 20cm, 25cm, 30cm, 35cm, 40cm, 45 cm or 50cm.

[0020] Preferably, the cabin includes at least one aisle extending substantially parallel to the cabin axis and wherein access to the first and second passenger units is provided from at least one aisle.

[0021] More preferably, access to both the first and second passenger accommodation units is provided from the same aisle.

[0022] For example, both units may be accessed from the same aisle.

[0023] Preferably, the first passenger accommodation unit defines a first bed direction extending along the bed to the footrest, the second passenger accommodation unit defines a second bed direction extending along the bed to the footrest, and wherein the first bed direction and second bed direction are both angled in relation to the cabin axis and wherein the two directions are substantially different.

[0024] Here, it is considered that the bed directions extend from a head region to a leg region of the bed.

[0025] This feature is considered to be novel and inventive, even without the feature of the overlapping footrest surfaces. This is set out in the second aspect of the invention below. The preferable features of this second aspect may be combined with any of the features of the first aspect.

[0026] Preferably, the first passenger accommodation unit defines a first bed direction extending along the bed to the footrest, the second passenger accommodation unit defines a second bed direction extending along the bed to the footrest, and wherein the first bed direction faces towards the second passenger accommodation unit and the second bed direction faces towards the first passenger accommodation unit, and wherein the first and second bed directions are separated by an angle of 30 degrees or more. [0027] For example, the angle between passengers in the beds of the first and second accommodation units is 30 degrees or more.

[0028] This feature is considered to be novel and inventive, even without the feature of the overlapping footrest surfaces being between units in the same column. This is set out in the third aspect of the invention below. The preferable features of this third aspect may be combined with any of the features of the first aspect (and/or second aspect).

[0029] According to a second aspect of the invention there is provided an aircraft passenger cabin, the cabin having a cabin floor and defining a longitudinal cabin axis, wherein the cabin includes a number of passenger accommodation units arranged in at least one row extending across the cabin axis and at least one column extending substantially parallel to the cabin axis, wherein, in at least one column, there is provided a first passenger accommodation unit comprising a seat convertible to a bed, the unit defining a first bed direction extending from a head region to a leg region of the bed, and a second passenger accommodation unit, adjacent to the first passenger accommodation unit, the second passenger accommodation unit comprising a seat convertible to a bed, the unit defining a second bed direction extending from a head region to a leg region of the bed, and wherein the first bed direction and second bed direction are both angled in relation to the cabin axis and wherein the two directions are substantially different.

[0030] Here, angled seats are arranged in columns where the bed directions of the units are at different angles from each other.

[0031] This allows the first unit and second unit, which may be substantially similar as individual units, to be orientated differently in the column. This provides a versatile arrangement that may be space saving. It may be especially advantageous for this feature to be combined with overlapping footrest surfaces of the two units, to provide an efficient arrangement in the cabin.

[0032] Such an arrangement allows for effective “companion travel” (e.g. passengers in adjacent units being able to converse, dine together and see each other easily). In this arrangement, every seat unit may be able to have “companion travel” with either or both of the seat units adjacent to it in the column. [0033] Preferably, the first bed direction and second bed direction are separated by an angle of more than 10 degrees, preferably more than 20 degrees and more preferably more than 30 degrees.

[0034] The bed directions may be separated by an angle more than 40, 50, 60, 70, 80, or 90 degrees. For example, the first bed direction and second bed direction may be separated by an angle between 85 and 95 degrees apart. The angle may be more than 170, 180 or 190 degrees. For example, the first and second bed directions may be substantially opposite, for example between 175 and 185 degrees apart.

[0035] Preferably, the first bed direction and second bed direction face towards each other. This allows passengers in the seats of the units to converse easily.

[0036] More preferably, the first bed direction is at a first angle to the cabin axis and the second bed direction is at substantially the same angle to the cabin axis.

[0037] Importantly, as the directions are facing each other, one angle is measured clockwise from the cabin axis, the other angle being measured anti-clockwise from the cabin axis.

[0038] Alternatively, the first bed direction and the second bed direction are substantially opposite.

[0039] In other words, the first and second bed directions may be separated by an angle between 175 and 185 degrees apart, for example.

[0040] One of the first and second bed directions may face the cabin axis and the other of the first and second bed directions may face away from the cabin axis.

[0041] Preferably, the first bed direction is at an angle of 20 degrees or more to the cabin axis.

[0042] The first bed direction (and/or second bed direction) may be at an angle of more than 30, 40 or 50 degrees to the cabin axis. For example, the first bed direction (and/or second bed direction) may be at an angle of between 40 and 50 degrees, for example 46.5 degrees to the cabin axis.

[0043] According to a third aspect of the invention there is provided an aircraft passenger seating arrangement, the arrangement comprising a first passenger accommodation unit defining a first planform area, the unit including, within the planform area, a seat convertible to a bed, and a footrest providing a footrest surface at a first height, the first passenger accommodation unit defining a first bed direction extending along the bed to the footrest, and a second passenger accommodation unit, adjacent to the first passenger accommodation unit, the second passenger accommodation unit defining a second planform area, the unit including, within the second planform area, a seat convertible to a bed, and a footrest providing a footrest surface at a second height, the second passenger accommodation unit defining a second bed direction extending along the bed to the footrest, and wherein the first bed direction faces towards the second passenger accommodation unit and the second bed direction faces towards the first passenger accommodation unit, and wherein one of the first height and the second height is higher than the other and wherein the first and second planform areas partially overlap in the region of the footrest surfaces, to define an overlap area, and wherein at least a part of both footrest surfaces are provided in the overlap area, wherein the first and second bed directions are separated by an angle of 30 degrees or more.

[00441 Here, there are overlapping footrest surfaces of two adjacent units, where the bed directions of the units are at a high angle to each other.

[00451 The arrangement of the third aspect may be part of an aircraft cabin, and include any of the features of the cabin, as described above.

[00461 Preferably, the first and second bed directions are separated by an angle of 40 degrees or more, preferably 80 degrees or more.

[00471 They may be separated by an angle more than 40, 50, 60, 70, 80, or 90 degrees. For example, the first bed direction and second bed direction may be separated by an angle between 85 and 95 degrees apart, for example 87 degrees.

[00481 Preferably, the first and second passenger accommodation units are adjacent to each other along a seat group axis and wherein the first bed direction is at an angle of 20 degrees or more to the seat group axis and wherein the second bed direction is at an angle of 20 degrees or more to the seat group axis.

[00491 F° ^r example, the seat group axis extends in the direction from the first unit to the second unit. In other words, it extends in the direction in which the units are adjacent. If the units are in the same row, the seat group axis may be the row axis. If the units are in the same column, the seat group axis may be the column axis.

[0050] The first bed direction (and/or second bed direction) may be at an angle of more than 30, 40 or 50 degrees to the seat group axis. For example, the first bed direction (and/or second bed direction) may be at an angle of between 40 and 50 degrees, for example 46.5 degrees to the seat group axis.

[0051] One of the first and second bed directions may face an axis parallel to the seat group axis and the other of the first and second bed directions may face away from the axis parallel to the seat group axis.

[0052] Preferably, the first and second passenger accommodation units are adjacent to each other along a seat group axis and wherein the arrangement includes a third passenger accommodation unit, adjacent to the second passenger accommodation unit along the seat group axis, defining a third planform area, the unit including, within the third planform area, a seat convertible to a bed, and a footrest providing a footrest surface at a third height, the third passenger accommodation unit defining a third bed direction extending along the bed to the footrest, and a fourth passenger accommodation unit, adjacent to the third passenger accommodation unit along the seat group axis, the fourth passenger accommodation unit defining a fourth planform area, the unit including, within the fourth planform area, a seat convertible to a bed, and a footrest providing a footrest surface at a fourth height, the fourth passenger accommodation unit defining a fourth bed direction extending along the bed to the footrest, and wherein the third bed direction is substantially opposite to the second bed direction and wherein the fourth bed direction is substantially opposite to the first bed direction, and wherein one of the third height and the fourth height is higher than the other and wherein the third and fourth planform areas partially overlap in the region of the footrest surfaces, to define an overlap area, and wherein at least a part of both footrest surfaces are provided in the overlap area.

[0053] For example, the seat group axis extends in the direction from the first unit to the fourth unit. In other words, it extends in the direction in which the units are adjacent. If the units are in the same row, the seat group axis may be the row axis. If the units are in the same column, the seat group axis may be the column axis. [0054] The arrangement may include any number of repeating sets of first, second, third and fourth units.

[0055] More preferably, the first, second, third and fourth units are arranged in a column, adjacent an aisle of an aircraft cabin.

[0056] The first and second units may face the aisle and the third and fourth units may face away from the aisle. Alternatively, the first and second units may face away from the aisle and the third and fourth units may face the aisle.

[0057] The column may extend substantially parallel to a longitudinal cabin axis of an aircraft cabin. The column defines a column axis, which is the same as the seat group axis above.

[0058] Access to the first, second, third and fourth passenger units may be provided from at least one aisle. Access to all of the first, second, third and fourth passenger accommodation units may be provided from the same aisle. In other words, all units may be accessed from the same aisle.

[0059] It will of course be appreciated that features described in relation to one aspect of the present invention may be incorporated into other aspects of the present invention.

DESCRIPTION OF THE DRAWINGS

[0060] Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which:

[0061] Figure la shows a schematic plan view of part of an aircraft passenger cabin according to a first embodiment of the invention;

[0062] Figure lb shows a second different schematic plan view of the part of the aircraft passenger cabin of Figure la;

[0063] Figure lc shows a third schematic plan view of the part of the aircraft passenger cabin of Figures la and lb, with passengers in some of the units;

[0064] Figure 2 shows a schematic plan view of four of the units of the aircraft passenger cabin of Figures la, lb and lc; [0065] Figure 3a shows a perspective view of a slightly different part of the aircraft passenger cabin of Figures la, lb and lc;

[0066] Figure 3b shows a perspective view, viewed from the aisle, of one half of the units of part of the aircraft passenger cabin of Figures la, lb and lc;

[0067] Figure 4 shows a perspective view of the footwell regions of two of the units of the part of the aircraft passenger cabin of Figures la, lb and lc;

[0068] Figure 5a shows a side-by-side perspective view of the seats of two units of the part of the aircraft passenger cabin of Figures la, lb and lc;

[0069] Figure 5a shows a different side-by-side perspective view of the seats of two units of the part of the aircraft passenger cabin of Figures la, lb and lc; and [0070] Figure 6 shows a schematic plan view of part of an aircraft passenger cabin according to a second embodiment of the invention.

DETAILED DESCRIPTION

[0071] Figure la shows a schematic plan view of part of a single aisle aircraft passenger cabin 10, according to a first embodiment of the invention.

[0072] The cabin has one aisle 11 extending longitudinally along the aircraft cabin 10. There is a fore direction 12 that extends towards the front of the aircraft, in the direction of travel of the aircraft and an opposite aft direction 13 shown. The cabin longitudinal axis is labelled as 11a.

[0073] A first column 14a of seat units is located on the left side (when facing in the fore direction 12) of the aisle 11 and a similar second column 14b on the right side of the aisle 11. The two columns 14a, 14b extend parallel to the cabin longitudinal axis.

[0074] The right- most (as viewed in Figure la) seat units in each column 14a, 14b (i.e. one seat unit on either side of the aisle 11 at the fore-most position shown) form a first row 15a of seat units. This first row 15a has two seat units in it. Similarly, there is a second row 15b, behind the first row 15a (i.e. in the aft direction) and then third 15c, fourth 15d, fifth 15e and sixth 15f rows.

[0075] Figure lb shows a second different schematic plan view of the part of the aircraft passenger cabin of Figure la. [0076] Here, the different seat units are labelled, as follows:

[0077] In the first column 14a: A first seat unit 100 is labelled as the first seat unit in the first column 14a and is in the first row 15a. The second, adjacent seat unit is labelled as 200 and is in the second row 15b and first column 14a. A third seat unit 300 is in the third row 15c and first column 14a. A fourth seat unit 400 is in the fourth row 15d and first column 14a. A fifth seat unit 500 is in the fifth row 15e and first column 14a. A sixth seat unit 600 is in the sixth row 15f and first column 14a.

[0078] In the second column 14b, the seventh seat unit 700 is the first seat unit in the second column 14b and is in the first row 15a. The second, adjacent seat unit (eight seat unit) of the second column 14b is labelled as 800 and is in the second row 15b and second column 14a. A ninth seat unit 900 is in the third row 15c and second column 14b. A tenth seat unit 1000 is in the fourth row 15d and second column 14b. An eleventh seat unit 1100 is in the fifth row 15e and second column 14b. A twelfth seat unit 1200 is in the sixth row 15f and second column 14b.

[0079] Figure lb shows that the pitch 16 of the six rows 15a to 15f is 237 inches. [0080] The units 100 to 1200 will now be described in more detail, in relation to Figure lc and Figure 2.

[0081] First of all, considering the seat units 100 to 1200, in general, the features present in all of the seat units 100 to 1200 will be described. In the following, the numbering relevant to the first seat unit 100 (starting with “1”) will be used. Equivalent numbering (starting with “2”, “3”... “11”, “12”) applies to equivalent elements of the other seat units:

[0082] Each seat unit 100 is provided with a seat 101. The seat 101 comprises a seat pan 102 and a backrest 105. The seat 101 can be reclined, by moving the seat pan 102 outwards away from the backrest direction 105, and the seat 101 can be reclined into a bed configuration, where the seat pan 102 is substantially co-planar with the reclined backrest 105. The seat pan 101 has a width 103 of 23 inches. Hence, this is also the largest width of the bed provided. The seat pan 102 is moved between an upright position (as per unit 100 in Figure lc) and a reclined position (as per unit 500 in Figure lc) by moving the seat pan 102 along a rail 104, as shown in Figure 5a and 5b, as will be described later.

[0083] Each seat unit 100 has a footwell 106 that provides a footrest surface 107. This surface 107 is substantially coplanar with the seat pan 102 and backrest 105 when the seat 101 is in the bed configuration. Entrance to the footwell 106 has a width 108 of 18 inches. Hence, a bed is provided for a passenger in the unit, the bed having a length from the top of the backrest 105 to the bottom of the footrest surface 107. This length is labelled as 109 in Figure 2 and is 82 inches.

[0084] Each seat unit 100 has a TV screen 110 provided in front of and above the footwell 106 and extending out from a side console 112 of the unit 100. A moveable (stowable and translatable towards and away from the seat 101) meal table 111 is also provided extending out from the side console 112.

[0085] Each seat unit has a planform area being referenced as Ai, A2, etc... for seat units 100, 200 etc. The planform area for each unit includes all space accessible/useable by a passenger in that unit and so includes the planform area associated with the seat 101, side console 112, footwell 106, and associated areas. The planform area Ai of the first unit 100 is shown by downwardly/leftwardly extending hatching in Figure lb. The planform area A2 of the second unit 200 is shown by down war dly/rightwardly extending hatching in Figure lb.

[0086] Now, considering the general layout of the units in the first column 14a:

[0087] Unit 100 has a seat 101/bed that faces aft at an angle of 46.5 degrees from the cabin longitudinal axis 11a, towards the aisle 11. Unit 200 has a seat 201 /bed that faces fore at an angle of 46.5 degrees from the cabin longitudinal axis 11a, again facing towards the aisle 11. Hence, the seats 101, 201 of the first and second units face towards each other and the aisle 11. They are at an angle of 87 degrees apart from each other (i.e. the angle at the intersection of the forward seat directions is 87 degrees).

[0088] It can be seen that the footwells 106, 206 of the first and second seat units 100, 200 overlap, shown with double diagonal hatching as area A12 in Figure lb. In fact, it is the case that the footwell 106 and footrest surface 107 of the first unit 100 are located below the footwell 206 and footrest surface 207 of the second unit 200. The first footrest surface 107 is at a first footrest height 118 (labelled in Figure 4 and is 8 inches). The second footrest surface 207 is at a second footrest height 218 (labelled in Figure 4 and is 21 inches). For ease of description, the first unit 100 can be considered to have a “low footwell” 106 and the second unit 200 can be considered to have a “high footwell” 206. This will be described in more detail later, in relation to Figure 4.

[00891 Unit 300 has a seat 301/bed that is parallel to that of unit 200 but facing in the opposite direction (facing aft and away from the aisle 11). Unit 400 has a seat 401/bed that faces fore at an angle of 46.5 degrees from the cabin longitudinal axis 11a, again away from the aisle 11. In other words, it is parallel to that of seat 101 but in the opposite direction. Hence, the seats 301, 401 of the third and second units face towards each other and away from the aisle 11.

[00901 It can be seen that the footwells 306, 406 of the third and fourth seat units 300, 400 overlap. In fact, it is the case that the footwell 406 and footrest surface 407 of the fourth unit 400 are located below the footwell 306 and footrest surface 307 of the third unit 300. The third footrest surface 307 is at a third footrest height 318 (the same as second footrest height 218). The fourth footrest surface 407 is at a fourth footrest height 418 (the same as first footrest height 118). For ease of description, the fourth unit 400 can be considered to have a “low footwell” 406 and the third unit 300 can be considered to have a “high footwell” 306.

[0091] Unit 500 is equivalent to unit 100 and unit 600 is equivalent to unit 100. Hence, the first column 14a can be considered to be a repeating arrangement of the units 100 to 400.

[0092] In relation to Figure 2, it is noted that here, units 100, 200 and 300 are shown extending aft along the cabin. A further unit, labelled 400 is adjacent to the first unit 100 in the fore direction. This is because in such a cabin including a repeating arrangement, a unit equivalent to that of 400 is located there.

[0093] Now, considering the general layout of the units in the second column 14b: [0094] Unit 700 has a seat 701/bed that faces aft at an angle of 46.5 degrees from the cabin longitudinal axis 11a, towards the aisle 11. Unit 800 has a seat 801 /bed that faces fore at an angle of 46.5 degrees from the cabin longitudinal axis 11a, again facing towards the aisle 11. Hence, these are mirror images of seat units 100 and 200 and the seats 701, 801 of the seventh and eighth units face towards each other and the aisle 11. [0095] It can be seen that the footwells 706, 806 of these units overlap. The footwell 706 of the seventh unit 700 is similar to that of the first unit 100 and is a “low footwell” 706. The footwell 806 of the eighth unit 800 is similar to that of the second unit 200 and is a “high footwell” 806.

[0096] Unit 900 has a seat 901/bed that is parallel to that of unit 800 but facing in the opposite direction (facing aft and away from the aisle 11). Unit 1000 has a seat 1001/bed that faces fore at an angle of 46.5 degrees from the cabin longitudinal axis 11a, again away from the aisle 11. In other words, it is parallel to that of seat 701 but in the opposite direction. Hence, the seats 901, 1001 of the ninth and tenth units face towards each other and away from the aisle 11.

[0097] It can be seen that the footwells 906, 1006 of these units overlap. The footwell 1006 of the tenth unit 1000 is similar to that of the first unit 100 and is a “low footwell” 1006. The footwell 906 of the ninth unit 900 is similar to that of the second unit 200 and is a “high footwell” 906.

[0098] Unit 1100 is equivalent to unit 700 and unit 1200 is equivalent to unit 200. Hence, the second column 14b can be considered to be a repeating arrangement of the units 700 to 1000.

[0099] Each unit 100 (again, only the reference numeral starting with “1” will be used) is provided with a privacy wall 113 extending around the seat 101. Parts of the privacy wall 113 are provided by privacy screens 114, 115, which are moveable (lowerable) to allow conversations (and possibly even access) between the different seat units. The privacy walls are somewhat shared between the adjacent units.

[00100] For example, the part of the privacy wall 113 between the first 100 and second 200 units is in the form of a lowerable privacy screen 114. This screen 114 could be considered to be part of the privacy wall of the first 113 and/or the second 213 unit (and so could be also numbered 214). The lowering of this screen 114/214 allows the passengers in the first and second units to talk to each other easily. [00101] As a second example, the part of the privacy wall 213 between the second 200 and third 300 units is in the form of a lowerable privacy screen 215. This screen 215 could be considered to be part of the privacy wall of the second 213 and/or the third 313 unit (and so could be also numbered 315). The lowering of this screen 215/315 allows the passengers in the second and third units to talk to each other easily. Furthermore, the screen 215/315 could be lowered to effectively provide a double bed surface of the second seat 201 and third seat 301. In this regard, it is noted that both the second and third seat units 200, 300 have a “high footwell” 206, 306, and so the bed surfaces would be at the same height.

[00102] As a further example, the part of the privacy wall 313 between the third 300 and fourth 400 units is in the form of a lowerable privacy screen 314. This screen 314 could be considered to be part of the privacy wall of the third 313 and/or the fourth 413 unit (and so could be also numbered 414). The lowering of this screen 314/414 allows the passengers in the third and fourth units to talk to each other easily.

[00103] As a final example, the part of the privacy wall 113 between the first 100 and fore “fourth” unit 400 is in the form of a lowerable privacy screen 115. This screen 115 could be considered to be part of the privacy wall of the first 113 and/or the “fourth” 413 unit (and so could be also numbered 415). The lowering of this screen 115/415 allows the passengers in the first and “fourth” units to talk to each other easily. Furthermore, the screen 115/415 could be lowered to effectively provide a double bed surface of the first seat 101 and “fourth” seat 401. In this regard, it is noted that both the first and “fourth” seat units 100, 400 have a “low footwell” 106, 406, and so the bed surfaces would be at the same height.

[00104] Each unit 100 (again, only the reference numeral starting with “1” will be used) is provided with access to the aisle 11. This accessway is labelled as 116 and has an access width 117 of 13 inches.

[00105] Figure 3a shows a perspective view of a slightly different part of the aircraft passenger cabin of Figures la, lb and lc. This view is facing in the fore direction 12. [00106] Figure 3b shows a perspective view, viewed from the aisle, of one half of the units of the part of the aircraft passenger cabin of Figures la, lb and lc. In other words, it shows the seat units 100 to 600 of the first column 14a.

[00107] Figure 4 shows a perspective view of the footwell regions 106, 206 of the first 100 and second 200 seat units.

[00108] Here, it can clearly be seen that the footrest surface 207 of the second unit 200 is higher than the footrest surface 107 of the first unit 100, such that passengers’ feet in the two units would overlap. As mentioned before, the first footrest surface 107 is at a first footrest height 118 of 8 inches (measured from a cabin floor 10a). The second footrest surface 207 is at a second footrest height 218 of 21 inches (measured from a cabin floor 10a).

[00109] Figures 5a and 5b show side-by-side perspective views of the seats 101, 201 of the first and second units 100, 200.

[00110] Looking firstly at the first seat 101, the seat pan 102 is mounted on a seat pan rail 104 that extends downwardly in the seat forwards direction (i.e. the direction a passenger would face when sat in the seat). Hence, as the seat 101 is reclined (by moving the seat pan 102 forwards in the seat forwards direction, and reclining the back rest 105), the seat pan 102 lowers so as to be substantially in line with the low footrest surface 107. In the upright position (when the seat pan 102 is at the back of the seat pan rail 104), the seat pan 102 is at a height above the floor of 18.7 in (47.4 cm). In the reclined (bed) configuration (when the seat pan 102 is at the front of the seat pan rail 104), the seat pan is at a height above the floor of 8.3 in (21.1 cm).

[00111] Looking at the second seat 201, the seat pan 202 is mounted on a seat pan rail 204 that extends upwardly in the seat forwards direction (i.e. the direction a passenger would face when sat in the seat). Hence, as the seat 201 is reclined (by moving the seat pan 202 forwards in the seat forwards direction, and reclining the back rest 205), the seat pan 202 raises so as to be substantially in line with the high footrest surface 207. In the upright position (when the seat pan 202 is at the back of the seat pan rail 204), the seat pan 202 is at a height above the floor of 18.7 in (47.4 cm). In the reclined (bed) configuration (when the seat pan 202 is at the front of the seat pan rail 204), the seat pan is at a height above the floor of 20.3 in (51.7 cm).

[00112] Figure 6 shows a schematic plan view of part of an aircraft passenger cabin 10’ according to a second embodiment of the invention. This embodiment is slightly less efficient (compared to the first embodiment) in terms of the pitch of the six rows. However, as will be explained below, the arrangement of the seat units is simpler.

[00113] Here, the seat units 100’ to 1200’ are similar to those of the first embodiment but with the units being arranged differently in the cabin, as explained below. In the following, the numbering for the different elements will follow that of the first embodiment, with the addition of a ’ after the relevant numeral. Only major differences will be described.

[00114] Considering the general layout of the units in the first column 14a’:

[00115] Unit 100’ has a seat lOl’/bed that faces aft at an angle of 46.5 degrees from the cabin longitudinal axis 11a’, away from the aisle 11’. Unit 200’ has a seat 201 ’/bed that faces fore at an angle of 46.5 degrees from the cabin longitudinal axis 11a’, again facing away from the aisle 11’. Hence, the seats 101’, 201’ of the first and second units face towards each other and away from the aisle 11 ’ (the same as units 300 and 400 of the first embodiment).

[00116] It can be seen that the footwells 106’, 206’ of the first and second seat units 100’, 200’ overlap. In fact, it is the case that the footwell 106’ and footwell surface 107’ of the first unit 100’ are located below the footwell 206’ and footrest surface 207’ of the second unit 200’. The first footrest surface 107’ is at a first footrest height 118’ (of 8 inches). The second footrest surface 207’ is at a second footrest height 218’ (of 21 inches). For ease of description, the first unit 100’ can be considered to have a “low footwell” 106’ and the second unit 200’ can be considered to have a “high footwell” 206’. This is opposite to the high/low footwell arrangement of units 300, 400 in the first embodiment.

[00117] Unit 300’ has a seat 301 ’/bed that faces aft at an angle of 46.5 degrees from the cabin longitudinal axis 11a’, away from the aisle 11’. Unit 400’ has a seat 401 ’/bed that faces fore at an angle of 46.5 degrees from the cabin longitudinal axis 11a’, again facing away from the aisle 11 \ Hence, the seats 30G, 40G of the third and fourth units face towards each other and away from the aisle 1 G (the same as units 100’ and 200’). Similarly, they have similar overlapping footwells 306’, 406’, with the fourth unit 400 having a high footwell” 406’ and the third unit 300’ having a “low footwell” 306’. In fact, units 300’ and 400’ correspond to units 100’ and 200’.

[00118] Unit 500’ is equivalent to unit 100’ (and unit 300’) and unit 600’ is equivalent to unit 200’ (and 400’). Hence, the first column 14a’ can be considered to be a repeating arrangement of the units 100’ to 200’.

[00119] Now, considering the general layout of the units in the second column 14b’: [00120] Unit 700’ has a seat 701 ’/bed that faces aft at an angle of 46.5 degrees from the cabin longitudinal axis 11a’, away from the aisle 11’. Unit 800’ has a seat 801 ’/bed that faces fore at an angle of 46.5 degrees from the cabin longitudinal axis 11a’, again facing away from the aisle 11’. Hence, these are mirror images of seat units 100’ and 200’ and the seats 701’, 801’ of the seventh and eighth units face towards each other and away from the aisle 11’.

[00121] It can be seen that the footwells 706’, 806’ of these units overlap. The footwell 706’ of the seventh unit 700’ is similar to that of the first unit 100’ and is a “low footwell” 706’. The footwell 806’ of the eighth unit 800’ is similar to that of the second unit 200’ and is a “high footwell” 806’.

[00122] Unit 900’ has a seat 901 ’/bed that faces aft at an angle of 46.5 degrees from the cabin longitudinal axis 11a’, away from the aisle 11’. Unit 1000’ has a seat 1001 ’/bed that faces fore at an angle of 46.5 degrees from the cabin longitudinal axis 11a’, again facing away from the aisle 11’. Hence, the seats 901’, 1001’ of these units face towards each other and away from the aisle 11’ (the same as units 700’ and 800’). Similarly, they have similar overlapping footwells 906’, 1006’, with the tenth unit 1000 having a high footwell” 1006’ and the ninth unit 900’ having a “low footwell” 906’. In fact, units 900’ and 1000’ correspond to units 700’ and 800’.

[00123] Unit 1100’ is equivalent to unit 700’ (and unit 900’) and unit 1200’ is equivalent to unit 800’ (and 1000’). Hence, the second column 14b’ can be considered to be a repeating arrangement of the units 700’ to 800’. [00124] Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. By way of example only, certain possible variations will now be described.

[00125] Any suitable arrangement of seat units may be used, not just the two variations shown here.

[00126] This may involve a different design (including more than one design) of seat unit and different angles (of seat/bed direction) to the aisle.

[00127] It may involve different facing directions (fore/aft and towards/away from the aisle).

[00128] It may involve any suitable number of repeating unit arrangements, and/or any suitable number of units within each repeating arrangement.

[00129] It may involve different high/low arrangements (within the overlapping footwell pairs), and/or different heights of the high/low footwells.

[00130] It may involve the seat pan (or seat pans within an overlapping footwell pair) raising or lowering by a different mechanism when the seat is reclined to the bed configuration.

[00131] Only one, or none, of the seat pans of an overlapping footwell pair may raise/lower when reclining.

[00132] The seats pans of overlapping footwell pairs may be at different heights from each other when the seats are in the upright position (seat configuration). The seats pans of overlapping footwell pairs may be at the same height as each other when the seats are in the upright position (seat configuration).

[00133] The invention may apply to an aircraft cabin with more than one, and in fact any suitable number of, aisles.

[00134] Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some embodiments of the invention, may not be desirable, and may therefore be absent, in other embodiments.

[00135] It should be noted that throughout this specification, “or” should be interpreted as “and/or”.