PASSENGER SEATING ARRANGEMENTS FOR AN AIRCRAFT

Field of the Invention

The present invention concerns aircraft passenger seating arrangements. The invention also concerns a method of arranging an aircraft interior, a pair of aircraft, a method of offering aircraft seating, a passenger seating arrangement, a method of installing an aircraft passenger seat unit and a method of installing an aircraft passenger seat unit.

Background of the Invention

Passenger aircraft can be classified as being one of two types, known in the aviation industry as “single aisle” or “twin aisle”. A single aisle aircraft (for example an Airbus A321 or Boeing 737) is narrower than a twin aisle aircraft (for example, an Airbus A330, A350 or Boeing 777 or 787). A single aisle aircraft typically has a single aisle between two columns of seats. A twin aisle aircraft typically has two aisles and three or four columns of seats. These aircraft are also sometimes referred to as ‘narrow body’ and ‘wide body’ aircraft respectively.

Improvements in passenger seating arrangements typically aim to either improve passenger comfort for a given seating density, as this provides an improved experience for a passenger, or improve the number of passengers that can be accommodated on an aircraft within a given cabin space (i.e. improve seating density). Often, a mixture of these two improvements is sought in an improved passenger seating arrangement.

As aircraft passenger seating arrangements have become more refined, the seat units used in each different seating arrangement have been developed to maximise the space efficiency for individual aircraft types. This has led to bespoke seat units being developed for specific models of aircraft in both twin aisle and single aisle aircraft. In turn, this means that even within similar passenger seating arrangements there may be relatively few common parts between seat units suitable for one aircraft type, and seat units suitable for another aircraft type, even when both aircraft types are single aisle (but different models of aircraft (e.g. Airbus and Boeing)). Furthermore, a seat unit may be developed and optimised for a specific aircraft/layout. When that seat unit is then adapted to another aircraft (which may happen, for example for airlines that have a fleet of twin and single aisle aircraft and that want consistent brand/seat identity across their fleet), the resulting seat unit for that other layout tends to be sub-optimal.

Airtek (https://www.aircraftinteri orsinternational . com/vi deos/airtek-an-in- depth-animation.html) have developed a passenger seating arrangement where two different monococque seat types are used, one having a 30 degree angle to the longitudinal axis of the aircraft, and the other having a 45 degree angle. In a twin aisle aircraft, all of the seats have a 30 degree angle, formed in four columns. In the single aisle aircraft, the 45 degree seat units form two outboard single-seat columns, and there is no central column of seats. This is said to mean that a single monococque seat unit can be used in the central column or the outboard column of a twin aisle aircraft, without the need for separate seat units to be designed for the centre as for the outboard column.

One issue with this arrangement is that it is not a dense seating arrangement: to accommodate the monococque seats at those angles, the pitch between consecutive 30- and 45- degree seats units in their respective columns is 45 and 38 inches respectively.

The present invention seeks to mitigate the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved aircraft seating arrangement and seat units for use in the aircraft seating arrangement.

Summary of the Invention

In accordance with a first aspect of the present invention, there is provided: a method of arranging an aircraft interior dependent on whether the aircraft is a twin aisle or single aisle aircraft, the method comprising:

(i) providing a plurality of seat assemblies that are configurable between an upright (TTOL) configuration and a lie-flat bed configuration;

(ii) determining whether the aircraft is a single aisle aircraft or a twin aisle aircraft;

(iii) based on said determination;

(a) in the event that the aircraft is a single aisle aircraft: securing the seat assemblies to the aircraft so as to form: a single aisle layout comprising a first column of seat assemblies adjacent a first sidewall of the aircraft fuselage, each seat assembly facing outboards and being at an angle of from 34 to 46 degrees to a longitudinal axis of the aircraft; and a second column of seat assemblies adj cent a second sidewall of the aircraft fuselage, each installed seat assembly facing outboards and being at an angle of from 34 to 46 degrees to a longitudinal axis of the aircraft; an aisle being provided between the first and second column of seat assemblies;

(b) in the event that the aircraft is a twin aisle aircraft: securing seat assemblies to the aircraft so as to form either: a first twin aisle seating layout (A) comprising: a first column of seat assemblies adjacent a first sidewall of the aircraft fuselage, each installed seat assembly facing outboards and being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft; a second column of seat assemblies adjacent a second wall of the aircraft fuselage, each installed seat assembly facing outboards and being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft; a third column of seat assemblies adjacent the first column, with an aisle therebetween, each installed seat assembly of the third column being at an angle of from 22 to 30 degrees to a longitudinal axis of the aircraft; and a fourth column of seat assemblies adjacent the second column, with an aisle therebetween, each installed seat assembly of the fourth column being at an angle of from 22 to 30 degrees to a longitudinal axis of the aircraft; or a second twin aisle seating layout (B) comprising: a first column of seat assemblies adjacent a first sidewall of the aircraft fuselage, each installed seat assembly facing outboards and being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft; a second column of seat assemblies adjacent a second wall of the aircraft fuselage, each installed seat assembly facing outboards and being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft; a third column of seats adjacent the first column, with an aisle therebetween, each installed seat of the third column being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft; and a fourth column of seats adjacent the second column of seats, with an aisle therebetween, each installed seat of the fourth column being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft.

In the first twin aisle arrangement (A) and the second twin aisle seating layout (B), each installed seat of the third column may face outboards, or each installed seat of the third column may face inboards. Each installed seat of the fourth column may face outboards, or each installed seat of the fourth column may face inboards. Optionally, if each installed seat of the third column faces outboards, then each installed seat of the fourth column faces outboards. Optionally, if each installed seat of the third column faces inboards, then each installed seat of the fourth column faces inboards.

It is preferred that in the event that the aircraft is a twin aisle aircraft, then seats are secured to the aircraft so as to form seating arrangement (A). The single aisle layout may be for an Airbus or Boeing, or other manufacturer single aisle aircraft. For example, the single aisle layout may be for an A320 or B737 aircraft (or derivatives thereof having substantially the same cabin width, such as the A321, B737Max).

The first twin aisle layout may be for an Airbus or Boeing twin aisle aircraft. For example, the first twin aisle layout may be for an A330, A350 or B787 aircraft (or derivatives thereof having substantially the same cabin width).

The second twin aisle layout may be for a Boeing twin aisle aircraft. For example, the second twin aisle layout may be for B777 or Boeing 747 aircraft (or derivatives thereof having substantially the same cabin width).

In the first twin aisle layout, the seat assemblies in the third and fourth columns may be arranged to face outboard at the angle to the axis. In the first twin aisle layout, the seat assemblies in the third and fourth columns may be arranged to face inboard at the angle to the axis.

In the second twin aisle layout, the seat assemblies in the third and fourth columns may be arranged to face outboard at the angle to the axis. In the second twin aisle layout, the seat assemblies in the third and fourth columns may be arranged to face inboard at the angle to the axis.

In the layouts, each of the seat assemblies may be part of a seat unit. The seat unit may comprise the seat assembly and a furniture assembly. The seat units may be arranged consecutively, one after another, along the length of each column. The seat units in each column may be substantially identical to the other seat units in that column.

Each of the seat assemblies may be part of a seat unit. The seat unit may comprise the seat assembly and a furniture assembly. The seat units may be arranged consecutively, one after another, along the length of each column. The seat units in each column may be substantially identical to the other seat units in that column.

The seat assembly may comprise a recline mechanism for transforming the seat between the upright (TTOL) and bed configuration. The seat assembly may comprise a back-rest for receiving the torso of a passenger in the upright and bed configurations. The seat assembly may comprise a seat-pan for receiving the hips of a passenger in the upright configuration. The back-rest and/or seat pan may be attached to the recline mechanism. The back-rest and/or seat pan may comprise a surface for supporting a cushion. In some embodiments, the back-rest and/or seat pan may comprise a cushion assembly attached to the surface for supporting the cushion. The seat assembly is for receiving the passenger and is preferably an assembly certified to 16g, for example the seat assembly may be an assembly subjected to dynamic 16g testing for certification. The seat assembly may be certified to withstand the Emergency landing dynamic conditions specified in §25.562 of title 14 of the Code of Federal Regulations (CFR). The seat assembly may be certified to withstand the Emergency landing dynamic conditions specified in §25.562 of title 14 of the Code of Federal Regulations (CFR) while it is mounted to the cabin floor.

The furniture assembly may comprise a privacy screen. The furniture assembly may comprise a shroud extending behind the seat assembly. The furniture assembly may comprise utility surfaces, such as fixed tables or shelves. The utility surfaces may be adjacent the seat assembly. The furniture assembly may comprise an ottoman for receiving the passenger’s feet. The furniture assembly may comprise a door assembly. The furniture assembly may comprise a table assembly. The furniture assembly may be certified to withstand the General Emergency landing conditions specified in §25.561 of title 14 of the Code of Federal Regulations (CFR).

The first aspect of the present invention recognises that by orientating the seat assemblies within the specific range of angles mentioned herein, a high degree of commonality can be provided in the seat assemblies in both the single aisle and twin aisle layouts. The commonality is preferably such that at least one component part (for example a key component part) of the seat assemblies for both the single aisle and twin aisle layouts is substantially identical in their structure and only vary in their orientation. The variation in orientation refers to the different angles/pitches specified above. The orientation of the component parts relative to each other within each seat assembly is substantially identical between different twin aisle and single aisle layouts.

The recline mechanism of the seat assembly may be substantially identical for a seat assembly in both the single aisle and the twin aisle layout. The seat-back and seat-pan may be substantially identical for a seat assembly in both the single aisle and the twin aisle layout. The recline mechanism, back-rest and/or seat-pan are preferably common to (i.e. substantially identical in their structure in) both the single and twin aisle layouts. The furniture assembly may comprise the table assembly and/or the door assembly described with reference to the first aspect of the invention. The table assembly and/or the door assembly may be common to (i.e. substantially identical in their structure in) both the single aisle and twin aisle formations.

However, components of the furniture assembly may also be different for a seat unit in the single aisle and the twin aisle layout (for example utility surfaces or other components may be a different shape to accommodate the different seat assembly orientation).

Aspects of the present invention recognise that providing commonality in areas of the seat with the highest maintenance burden, for example, those parts that move, like the recline mechanism and the table is especially preferable because of the cost and operational complexity of holding the right spare parts. Differences between the furniture assemblies may be acceptable because the furniture assemblies tend to be static structure and have lower rate of replacement for maintenance reasons.

In embodiments of the invention, the recline mechanism for transforming the seat between the upright and bed configurations may comprise a curved rail. The seat back and the seat pan may be connected to the curved rail. The seat pan and seat back may be connected such that movement of the curved rail causes the connection point of the seat back and the connection point of the seat pan to move. Movement of the curved rail may enable the seat back and seat pan to move to a substantially horizontal position to form the flat bed. The recline mechanism, is preferably relatively narrow. This has been found to be advantageous for ensuring commonality. The recline mechanism preferably has a width of no more than 30cm.

The positional relationship between the seat assembly and a table assembly (if present) may be a common feature of the seat units. In embodiments comprising a table assembly, the table of the table assembly may have a stowed position and a deployed position. When the table is in the stowed position, the table assembly (and more preferably a datum in the centre of the table assembly) may be located forwards of a datum on the seat assembly by a first distance, and to one side of the datum on the seat assembly by a second distance (perpendicular to the first distance). The first and second distances may be substantially identical for the seat units in both the single aisle and the twin aisle layouts. The datum may be located along the centre-line of the seat-pan. The datum may be located along the outer edge of the seat-pan. The datum may be located along the outer edge of a cushion on the seat-pan. The datum may be located along the front edge of the seat-pan. The datum may be located along the front edge of a cushion on the seat-pan. The first distance may be in the range of from 5 to 20cm, optionally from 5 to 15cm and optionally from 5 to 10cm. The second distance may be in the range of from 0.5 to 5cm, and optionally from 1.0 to 3.0cm.

Providing this commonality of positional relationship is especially beneficial because it ensures the table is in the optimum position relative to the passenger in all layouts. Embodiments of the present invention recognise this commonality of positional relationship can be provided together with commonality of the seat assembly in the specific layouts described herein.

The table assembly may comprise a table movable between a stowed position and a deployed position. The table assembly may comprise a table-receiving portion in which the table is stowed. The table-receiving portion may be located in furniture to the side or in front of the seat assembly.

The furniture assembly may comprise a door assembly. The door assembly may comprise a door member movably associated with a door cassette. The door member may be movable between a first position in which at least part of the door member (and preferably a substantial part of the door member) is located within the cassette (and optionally being bounded within the surface of the furniture), thereby maintain an opening and permitting egress from the seat assembly, and a second position in which the opening is at least partially closed by the door member. The door assembly may be substantially identical for the seat units in both the single aisle and the twin aisle layouts.

The seat unit may comprise an arm rest. The arm rest may be substantially identical for the seat units in both the single aisle and the twin aisle layouts.

Providing seat assemblies at the range of angles mentioned herein may enable relatively space-efficient seating layouts. Furthermore, at these specific range of angles the footprint of these seat assemblies may overlay all of the necessary seat tracks on the cabin floor, whilst also facilitating a relatively low pitch between seat units.

In the single aisle layout, each installed seat assembly of the first and second columns may optionally be at an angle of at least 36 degrees to a longitudinal axis of the aircraft, optionally of at least 38 degrees, optionally of at least 40 degrees, optionally of at least 42 degrees and optionally of at least 44 degrees to a longitudinal axis of the aircraft. Each installed seat assembly of the first and second columns may optionally be at an angle of no more than 44 degrees to a longitudinal axis of the aircraft, optionally of no more than 42 degrees, optionally of no more than 40 degrees and optionally of no more than 38 degrees to a longitudinal axis of the aircraft.

In the first twin aisle layout, each installed seat assembly of the third and fourth columns may optionally be at an angle of at least 24 degrees and optionally of at least 26 degrees to a longitudinal axis of the aircraft. Each installed seat assembly of the third and fourth columns may be at an angle of no more than 28 degrees to a longitudinal axis of the aircraft.

Aspects of the present invention have also been found to be especially beneficial at certain ranges of pitch, as will now be described:

In the single aisle layout, the pitch of the seat assemblies may optionally be at least 32” and optionally at least 34”. The pitch of the seat assemblies may be no more than 42”, optionally no more than 41”, optionally no more than 40” and optionally no more than 38”. The pitch of the seat assemblies may be from 32” to 41” and optionally from 34” to 41” or from 34” to 39”. The pitch of the seat assemblies may be 34” or 35”. The pitch of the seat assemblies in the first and second columns may be 38” or 39”. The pitch of the seat assemblies in the first and second columns may be 34” or 35” when the angle is 44 degrees. The pitch of the seat assemblies in the first and second columns may be 38” or 39” when the angle is 40-44 degrees.

In the first twin aisle layout, the pitch of the seat assemblies in the first and second columns may optionally be at least 32” and optionally at least 34”. The pitch of the seat assemblies in the first and second columns may be no more than 42”, optionally no more than 41” and optionally no more than 40”. The pitch of the seat assemblies in the first and second columns may be from 32” to 41” and optionally from 34” to 41” or from 34” to 39”. The pitch of the seat assemblies in the first and second columns may be 34” or 35” when the angle is 36 degrees. The pitch of the seat assemblies in the first and second columns may be 38” or 39” when the angle is 36 degrees.

In the first twin aisle layout, the pitch of the seat assemblies in the third and fourth columns may optionally be at least 37”, optionally at least 39”, optionally at least 41” and optionally at least 43”. The pitch of the seat assemblies in the third and fourth columns may be no more than 53”, optionally no more than 51”, optionally no more than 49”, and optionally no more than 47”. The pitch of the seat assemblies in the third and fourth columns may be from 41” to 51” and optionally from 43” to 49”.

The pitch of the seat assemblies in the third and fourth columns may be from 43” to 44” or from 48” to 49”. The pitch of the seat assemblies in the third and fourth columns may be from 43” to 44” when the angle is 26 degrees. The pitch of the seat assemblies in the third and fourth columns may be from 48” to 49” when the angle is 26 degrees.

In the second twin aisle layout, the pitch of the seats in the first, second, third and fourth columns may optionally be at least 30”, optionally at least 32” and optionally at least 34”. The pitch of the seats in the first, second, third and fourth columns may be no more than 45”, optionally no more than 43” and optionally no more than 41”. The pitch of the seats in the first, second, third and fourth columns may be from 32” to 41”, optionally from 34” to 41” and optionally from 34” to 29”. The pitch of the seats in the first, second, third and fourth columns may be from 34” to 35” when the angle is 36 degrees. The pitch of the seats in the first, second, third and fourth columns may be from 38” to 39” when the angle is 36 degrees. In the second twin aisle layout the angle and pitches of the seat assemblies are preferable the same magnitude in all the columns.

The above-mentioned ranges of pitch have been found to be especially beneficial in combination with the ranges of angle. In particular, it has been found that this combination of pitch and angle enables a seating layout that provides a positive passenger experience whilst also providing a relatively dense layout. Furthermore, it has been found that within these specific ranges of angle and pitch, substantially identical seat assemblies may be used.

Table 1 - preferred combinations of seat angle and seat pitch

In each of the single aisle layout, the first twin aisle layout (A) and the second twin aisle layout (B), optionally a majority of and optionally all of the seat assemblies of any particular column will be at substantially the same angle to a longitudinal axis of the aircraft. For example, in the single aisle layout, optionally each of the seat assemblies in the first column will be at the same angle to a longitudinal axis of the aircraft. Each of the seat assemblies in the second column may optionally be at the same angle to a longitudinal axis of the aircraft. The angle of the seat assemblies in the second column may be substantially the same as the angle of the seat assemblies in the first column.

Similarly, in the first twin aisle layout (A), optionally each of the seat assemblies in the first column will be at the same angle to a longitudinal axis of the aircraft. Each of the seat assemblies in the second column may optionally be at the same angle to a longitudinal axis of the aircraft. The angle of the seat assemblies in the second column may be substantially the same as the angle of the seat assemblies in the first column. Each of the seat assemblies in the third column will optionally be at the same angle to a longitudinal axis of the aircraft, and optionally each of the seat assemblies in the fourth column will be at the same angle to a longitudinal axis of the aircraft. The angle of the seat assemblies in the third column may be substantially the same as the angle of the seat assemblies in the fourth column.

Similarly, in the second twin aisle layout (A), optionally each of the seat assemblies in the first column will be at the same angle to a longitudinal axis of the aircraft. Each of the seat assemblies in the second column may optionally be at the same angle to a longitudinal axis of the aircraft. Each of the seat assemblies in the third column will optionally be at the same angle to a longitudinal axis of the aircraft, and optionally each of the seat assemblies in the fourth column will be at the same angle to a longitudinal axis of the aircraft. The angle of the seat assemblies in the first, second, third and fourth columns may be substantially the same.

The aircraft may be provided with a series of seat tracks for the attachment of seat assemblies thereto. Such seat tracks are typically arranged in pairs, each seat assembly being attached to a pair of rails. Such seat tracks typically extend parallel to the longitudinal axis of the aircraft. Securing seats to the aircraft may comprise securing spreaders to one or more seat tracks. Typically, two spreaders are used to attach one seat assembly. Securing seat assemblies to the aircraft may comprise attaching one or more spars to one or more spreaders. Optionally, the method may comprise attaching a spar to at least two (and optionally only two) spreaders. The method may comprise attaching two spars to at least two (and optionally only two) spreaders. Spars are optionally elongate and may extend normal or non-normal to the rails.

Securing seats to the aircraft may comprise attaching a seat assembly to the seat track via a track adaptor. The track adaptor may differ between layouts on the single and twin aisle aircraft, depending on the intended angle of the seat assembly to the longitudinal axis of the aircraft. The track adaptor may comprise one or more spars and one or more spreaders.

For example, if the aircraft is a single aisle aircraft, the method may comprise securing seats to a seat track using a first track adaptor for fitting the seat assembly to the cabin floor at an angle of 34-46 degrees to the longitudinal axis of the aircraft.

Similarly, if the aircraft is a twin aisle aircraft, the method may comprise securing seat assemblies of the first and/or second columns using a second track adaptor for fitting the seat assembly to the cabin floor at an angle of 34-38 degrees to the longitudinal axis of the aircraft.

Likewise, the method may comprise securing seat assemblies of the third and/or fourth columns using a third track adaptor for fitting the seat assembly to the cabin floor at an angle of 22-30 degrees to the longitudinal axis of the aircraft.

Likewise, each track adaptor may comprise one or more fitting elements for securing a seat to a spar, each fitting element comprising a first portion for facilitating securing the fitting element to the spar and a second portion for facilitating securing the seat to the fitting element, the second portion comprising one or more surfaces for defining the appropriate angle of the seat to the longitudinal axis of the aircraft.

According to a second aspect of the invention there is also provided a pair of aircraft comprising a first, single aisle aircraft and a second, twin aisle aircraft. The first aircraft comprises a first seating arrangement, comprising a first column of seat assemblies adjacent an aisle and a first sidewall of the aircraft fuselage and a second column of seat assemblies adjacent the aisle and a second sidewall of the aircraft fuselage, a plurality of the seat assemblies being movable between an upright (TTOL) configuration and a lie-flat bed configuration, each seat facing outwardly at an angle of from 34 to 46 degrees to a longitudinal axis of the aircraft. The second aircraft comprises a second seating arrangement, comprising: either a first twin aisle layout (A) comprising: a first column of seat assemblies adjacent a first sidewall of the aircraft fuselage, each installed seat assembly facing outboard and being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft; a second column of seat assemblies adjacent a second wall of the aircraft fuselage, each installed seat assembly facing outboard and being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft; a third column of seat assemblies adjacent the first column, with an aisle therebetween, each installed seat assembly of the third column being at an angle of from 22 to 30 degrees to a longitudinal axis of the aircraft, and a fourth column of seat assemblies adjacent the second column, with an aisle therebetween, each installed seat assembly of the fourth column being at an angle of from 22 to 30 degrees to a longitudinal axis of the aircraft; or a second twin aisle layout (B) comprising: a first column of seat assemblies adjacent a first sidewall of the aircraft fuselage, each installed seat assembly facing outboards and being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft; a second column of seat assemblies adjacent a second wall of the aircraft fuselage, each installed seat assembly facing outboards and being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft; a third column of seats adjacent the first column, with an aisle therebetween, each installed seat of the third column being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft; and a fourth column of seats adjacent the second column of seats, with an aisle therebetween, each installed seat of the fourth column being at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft.

The above-mentioned ranges of angles have been found to be especially beneficial. In particular, it has been found that this range of angle enables a seating layout that provides a positive passenger experience whilst also enabling a relatively dense layout. Furthermore, it has been found that within these specific ranges of angle, component parts of the seat assemblies for both the single aisle and twin aisle layouts may be substantially identical in their structure and only vary in their orientation.

All features described herein with reference to the first aspect of the invention are equally applicable to the second aspect of the invention. For example: the seating assemblies in the first aircraft/first layout may be at the pitches described for the single aisle layout (for example, the pitch of the seat assemblies may be from 32” to 40” and optionally from 32” to 36” or from 38” to 40”); the seating assemblies in the second aircraft layout may be at the pitches of either the first or the second twin aisle layout. For example, the first twin aisle layout (A) and second twin aisle layout (B) may comprise those features described above in relation to the method of the first aspect of the present invention. The first seating arrangement may comprise those features of the single aisle layout described above in relation to the method of the first aspect of the invention.

It will also be appreciated that the seat units, seat assemblies and/or furniture assemblies of this second aspect may have any or all of the features described above in relation to the method of the first aspect of the present invention. For example, in the second aspect of the invention, the seat assemblies may be substantially identical in both the single aisle and the twin aisle layouts. The seat-back and seat-pan may be substantially identical for a seat assembly in both the single aisle and the twin aisle layouts. The recline mechanism, back-rest and/or seat-pan are preferably common to (i.e. substantially identical in their structure in) both the single and twin aisle layouts.

According to a third aspect of the present invention, there is provided a method of offering aircraft seating, comprising a plurality of seat units, each seat unit comprising a seat assembly and a furniture assembly, wherein the method comprises: offering a seat unit design in a single aisle layout, the seat unit design , for installing the seat unit in an outwardly facing herringbone; offering a seat unit design in a first twin aisle layout with the seat unit in (a) outer columns adjacent the sidewall at an outwardly facing herringbone and (b) a centre column aligned with the axis of the aircraft at an inboard or outboard facing herringbone, the herringbone angle being lower for the centre column than that of the outer columns, or offering a seat unit design in a second twin aisle layout with the seat unit in (a) outer columns adjacent the sidewall at an outboard facing herringbone and (b) a centre column aligned with the axis of the aircraft at an inboard or outboard facing herringbone angle, the herringbone angle being the same as that of the outer columns.

The seat unit is preferably configurable between an upright (TTOL) configuration and a lie-flat bed configuration. The seat unit designs for both the single aisle and twin aisle formations are preferably based on the same seat assembly, said seat assembly comprising a plurality of features in common on both the single and twin aisle formations.

The seat assembly in the above mentioned aspect may have any of the features of the seat assembly described above in relation to the other aspects of the present invention.

The applicant has discovered that, within the ranges of angle and pitch described herein, a seat assembly having certain common characteristics may be used in both twin aisle and single aisle configurations with little or no modification. This allows aircraft seating companies to offer (and airlines to use) seat assemblies that are the same or very similar across a wide range of aircraft, including both single aisle and twin aisle aircraft.

The method of the above-mentioned aspect may comprise offering the single aisle layout (described herein for the first aspect) for a single aisle aircraft. The method of the above-mentioned aspect may comprise offering the first wide-body layout, or the second twin aisle layout, (both described herein for the first aspect) for a twin aisle aircraft.

In accordance with a fourth aspect of the present invention, there is provided an arrangement for the installation of an aircraft passenger seat unit to a twin aisle or a single aisle aircraft, the arrangement comprising an aircraft passenger seat unit, the passenger seat unit comprising a seat assembly and a furniture assembly. The seat assembly is configurable between an upright (TTOL) configuration and a lie-flat bed configuration and comprises a recline mechanism for transforming the seat between the upright (TTOL) and bed configuration. The arrangement according to the fourth aspect of the invention comprises a first set of fittings for installation of the seat assembly in a single aisle aircraft at an angle of from 34 to 46 degrees to a longitudinal axis of the aircraft; and a second set of fittings for installation of the seat assembly in the outer columns in a twin aisle aircraft at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft. The arrangement may comprise a third set of fittings for installation of the seat assembly in the centre column of a twin aisle aircraft at an angle of from 22 to 30 degrees to a longitudinal axis of the aircraft. Alternatively or additionally, the arrangement may comprise a fourth set of fittings for installation of the seat assembly in the outer and/or centre columns of a twin aisle aircraft at an angle of from 34 to 38 degrees to a longitudinal axis of the aircraft.

In accordance with a fifth aspect of the present invention, there is provided a passenger seating arrangement in an aircraft cabin, the passenger seating arrangement comprising a first column of seat units located adjacent an aisle, and a second column of seat units adjacent the other side of the aisle, the first and second columns of seat units and the aisle both extending in a longitudinal direction parallel to the longitudinal axis of the aircraft cabin, and wherein the first and second columns of seat units comprise a multiplicity of seat units, arranged consecutively along the longitudinal direction. Each seat unit comprises a seat assembly and a furniture assembly. The seat assembly of each seat unit is transformable between an upright (TTOL) configuration and a lie-flat bed configuration. The seat units can be mounted on a twin aisle aircraft and a single aisle aircraft.

Wherein when the seat units are mounted on a single aisle aircraft in a single aisle layout the seats of the first column of seat units and the second column of seating units are all outwardly facing away from the aisle , the pitch between the seats is from 32 to 41 inches and the seats are at an angle of from 34 degrees to 46 degrees to the longitudinal axis of the aircraft cabin.

Wherein when the seat units are mounted on a twin aisle aircraft in a first twin aisle layout, the first and second columns are on one side of the longitudinal axis of the aircraft, the first column being adjacent the fuselage. The seat assemblies are all outwardly facing towards the side wall on that side of the aircraft, the pitch of the first column of seat units is from 32 to 41 inches and the angle is from 34 to 38 degrees, and the pitch of the second column of seat units is from 41 to 51 inches and the seats are at an angle of from 22 to 30 degrees; or

Wherein when the seat units are mounted on a twin aisle aircraft in a second twin aisle layout, the first and second columns are on one side of the longitudinal axis of the aircraft, the first column being adjacent the fuselage, the seats in the first column are outwardly facing towards the side wall on that side of the aircraft, the seats of the second column are inwardly or outwardly facing, the pitch of the seat units in the first and second columns is from 32 to 41 inches and the angle of the seats in the first and second columns to the longitudinal axis of the aircraft is from 34 to 38 degrees.

The applicant has discovered that a seat assembly can be provided, having certain common features, when the seat assembly is used in seat units on single or twin aisle aircraft within the stated angles and pitches. The seat assembly with these features may be a seat assembly with the features described with reference to the other aspects of the invention. The first and second columns in the single aisle aircraft may correspond to the first and second columns of the single aisle layout described above in relation to the method of the first aspect of the present invention, and therefore the first and second columns of the fifth aspect of the present invention may comprise one or more features of the first and second columns of the single aisle layout described in relation to the method of the first aspect of the present invention. The first and second columns of the twin aisle aircraft may correspond to the first and third columns of the first twin aisle layout (A) and/or second twin aisle layout (B) described above in relation to the method of the first aspect of the invention, and therefore the first and second columns of the fifth aspect of the present invention may comprise one or more features of the first and third columns of the first twin aisle layout (A) and/or second twin aisle layout (B) described above in relation to the method of the first aspect of the invention.

In accordance with a sixth aspect of the present invention, there is provided a method of installing an aircraft passenger seat unit comprising a seat assembly and a furniture assembly, into an aircraft, the aircraft being a single aisle aircraft or a twin aisle aircraft. The method comprises: providing a seat assembly for installing in the aircraft, the seat assembly being transformable between an upright (TTOL) configuration and a lie-flat bed configuration; providing a set of fittings and furniture to facilitate installation of the seat assembly into a twin aisle aircraft and a set of fittings and furniture to facilitate installation of the seat assembly into a single aisle aircraft; selecting the set of fittings and furniture to facilitate installation of the seat assembly, dependent on whether the aircraft is a single aisle aircraft or a twin aisle aircraft; and installing the seat assembly into the aircraft using the selected set of fittings and furniture, with the angle of the seat assembly to a longitudinal axis of the aircraft being from 34 to 46 degrees if the aircraft is a single aisle aircraft and the angle of the seat to the longitudinal axis of the aircraft being from 34 to 38 degrees or from 22 to 30 degrees if the aircraft is a twin aisle aircraft.

The method may comprise the step of installing a door assembly and/or a table assembly with the furniture assembly of each seat unit. The door assembly and/or table assembly may be common to seat units in both the single aisle and twin aisle aircraft.

The seat assembly, the furniture assembly and/or the set fittings may have any of the features referenced herein with respect to those corresponding assemblies/fittings described in any or all of the other aspects of the invention.

In accordance with a seventh aspect of the present invention, there is provided a method of installing an aircraft seat assembly in an aircraft; comprising providing a seat assembly for use in a seat unit comprising an accompanying furniture assembly, the seat assembly being transformable between an upright (TTOL) configuration and a bed configuration. The method comprises (i) determining whether or not the aircraft is a single aisle aircraft or a twin aisle aircraft; based on said determination: if the aircraft is a single aisle aircraft, then installing the seat assembly into the aircraft, with the angle of the seat assembly to a longitudinal axis of the aircraft being from 34 to 46 degrees; and if the aircraft is a twin aisle aircraft, then installing the aircraft seat assembly in the aircraft, with the angle of the seat to the longitudinal axis of the aircraft being from 34 to 38 degrees or from 22 to 30 degrees.

The applicant has discovered that an aircraft seat assemblies having certain features may be used in both wide and single aisle aircraft with little or no modification. The seat assembly with these features may be a seat assembly with the features described with reference to the other aspects of the invention.

The aircraft seat assembly may be installed at pitches and/or angles described herein in relation to the other aspects of the invention (for example in the single aisle layout, the first twin aisle layout or the second twin aisle layout).

According to another aspect of the invention there is provided a single aisle aircraft comprising seat assemblies arranged in the single aisle layout described herein.

According to another aspect of the invention there is provided a twin aisle aircraft comprising seat assemblies arranged in the first twin aisle layout described herein..

According to another aspect of the invention there is provided a twin aisle aircraft comprising seat assemblies arranged in the second twin aisle layout described herein.

In one aspect of the invention, the aircraft seat assembly may be installed at pitches and/or angles described herein in relation to the other aspects of the invention (for example in the single aisle layout, the first twin aisle layout or the second twin aisle layout).

The features below relate to features of a seat assembly and/or seat unit that may be used in any and all of the aspects of the present invention mentioned above.

The recline mechanism for configuring the seat between upright (TTOL) and bed configurations may comprise a motor for transforming the seat between the upright and bed configurations.

The seat unit, and more preferably the furniture assembly, may comprise a privacy screen. A first portion of the privacy screen may be located to the rear of the seat assembly. A second portion of the privacy screen may be located to a side of the seat assembly. The second portion of the privacy screen may be located adjacent an aisle.

The seat unit, and more preferably the furniture assembly, may comprise a foot well. The foot well may be located alongside the seat assembly. The foot well of a particular seat unit will typically be for the receipt of the feet of a passenger sitting in the seat unit to the rear. The foot well may comprise a foot well opening for the receipt of feet. The foot well opening may open rearwardly. The seat unit may comprise a footrest portion The footrest portion may be located in the foot well. The footrest portion may be raised from the floor of the aircraft. The footrest portion may be for the feet of a passenger of the seat unit to the immediate rear of the seat unit comprising the footrest portion, when said seat is in the bed configuration.

The seat unit may comprise a display, such an In-Flight Entertainment (IFE) display. The display may be located forward of the seat so that a passenger may see the display. The seat unit may comprise display controls for operating the display.

For the avoidance of doubt, TTOL means “taxi, take-off and landing” i.e. the upright configuration is one that would be used for taxi, take-off and landing.

In the lie-flat bed configuration, the seat assembly preferably forms a substantially planar, level, surface for the passenger’s bed during flight.

The orientation of the seat assembly is, unless otherwise specified, measured as the angle between the centreline of the seat assembly (for example the centre of the seat pan and seat back) and the longitudinal axis of the aircraft cabin.

It will be appreciated that the term “outboard facing” or “inboard facing” refers to the direction with respect to the centre-line of the aircraft. For example, in an outboard facing arrangement in the centre-columns of a twin aisle layout, the seat assemblies face towards the sidewalls of the aircraft (but inwards towards their adjacent aisle).

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

Description of the Drawings

Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which: Fig. 1 shows a schematic representation of an example of an embodiment of a method according to a first aspect of the invention;

Fig. 2 shows a schematic plan view of an example of an aircraft seating arrangement in accordance with the fifth aspect of the present invention in a single aisle aircraft, as produced by the method of Fig. 1,

Fig. 3 shows a schematic plan view of an example of an aircraft seating arrangement in accordance with the fifth aspect of the present invention in a twin aisle aircraft, as produced by the method of Fig. 1;

Fig. 4 shows a schematic plan view of a further example of an aircraft seating arrangement in accordance with the fifth aspect of the present invention in a twin aisle aircraft, as produced by the method of Fig. 1;

Fig. 5 shows a schematic plan view of yet another example of an aircraft seating arrangement in accordance with the fifth aspect of the present invention in a twin aisle aircraft, as produced by the method of Fig. 1;

Fig. 6a shows a schematic plan view of an example of an aircraft seat unit of the seating arrangement of Fig. 2;

Fig. 6b shows a schematic plan view of an example of an aircraft seat unit of the seating arrangement of Fig. 3;

Fig. 7 shows a schematic representation of an example of an embodiment of a method according to a third aspect of the invention;

Fig. 8A shows a schematic plan view of an aircraft seat unit showing fittings for installing a seat in a single aisle aircraft in an example of an embodiment of a method of the sixth aspect of the invention;

Fig. 8B shows a schematic plan view of an aircraft seat unit showing fittings for installing a seat in a twin aisle aircraft in an example of an embodiment of a method of the sixth aspect of the invention;

Fig. 8C shows a schematic plan view of an aircraft seat unit showing alternative fittings for installing a seat in a twin aisle aircraft in an example of an embodiment of a method of the sixth aspect of the invention; Fig. 8D shows a schematic perspective view of an aircraft seat unit showing fittings for installing the seat in a single aisle aircraft, the seat being shown without cushions or covering to facilitate visibility of the underlying seat components;

Fig. 9 shows a schematic representation of an example of an embodiment of a method according to the sixth aspect of the invention;

Fig. 10 shows a schematic representation of an example of an embodiment of a method according to the sixth aspect of the invention;

Fig. 11 shows a schematic representation of an example of an embodiment of a method according to the seventh aspect of the invention; and

Fig. 12 shows a schematic perspective representation of an embodiment of a pair of aircraft according to a second aspect of the invention.

Detailed Description

An example of an embodiment of a method in accordance with the first aspect of the present invention will now be described with reference to Figs. 1, 2, 3, 4A and 4B.

The method of arranging an aircraft interior dependent on whether the aircraft is a twin aisle or single aisle aircraft is denoted generally by reference numeral 1. The method 1 comprises providing 2 a plurality of seat assemblies (not shown in Figure 1, but instead illustrated in Figures 2, 3, 4 A and 4B). The seating assemblies are transformable between an upright (TTOL) configuration and a bed configuration. As is well known in the art, in a lie-flat bed configuration, the seat assembly forms a substantially planar and level sleeping surface for the passenger during flight.

The method 1 comprises determining 3 whether the aircraft is a single aisle aircraft or a twin aisle aircraft. Twin aisle aircraft (such as the Airbus A330 and Boeing 777) typically have a fuselage width of about 6m. Twin aisle aircraft typically have sufficient space for two passenger aisles. Single aisle aircraft (such as the Airbus A320 and Boeing 737) typically only has space for one passenger aisle, and typically have a width of less than 4m. Typically, the cabin floor of a single aisle aircraft is fitted with two sets of seat tracks onto which seats of a passenger seating arrangement may be installed. The cabin floor of a twin aisle aircraft is typically fitted with three or four sets of seat tracks onto which seats of a passenger seating arrangement may be installed. Passenger aircraft are designed to be twin aisle or single aisle.

Based on the determination 3 of whether the aircraft is twin aisle or single aisle, the seat assemblies are arranged in a different manner. Figure 2 illustrates a layout in the event that the aircraft is a single aisle aircraft, such as an A321 or B737. In Figure 2, for the sake of clarity, only some of the seat units of the aircraft seating arrangement are labelled.

As illustrated in Figure 2, if the aircraft is determined to be a single aisle aircraft 100, the seat assemblies are secured 4 to the aircraft so as to form a first column 102 of seats 114a, b, c adjacent a first sidewall of the aircraft fuselage 101, each installed seat 114a, b, c facing outward in a herringbone formation at an angle of 40 degrees to a longitudinal axis of the aircraft, L. Seat assemblies are also secured to form a second column 103 of seats 115a, b, c adjacent a second sidewall of the aircraft fuselage 101, each installed seat facing outward and being at a herringbone angle of 40 degrees to a longitudinal axis of the aircraft, L. A central aisle 106 is provided between the first 102 and second 103 column of seats. The pitch of the seat units in this single aisle aircraft is 34”.

This layout for a single aisle aircraft has been found to be particularly effective since it provides a relatively high density of seating, while providing a positive passenger experience. In this connection, the length of the bed when the seat unit is in the bed configuration is about 80”. The width of the seat pan cushion is about 22”.

Referring to Fig. 3, if the aircraft is determined to be a twin aisle aircraft 200, such as an Airbus A330, A350 or B787 the seat assemblies are secured to the aircraft in one of two different seating configurations, depending on their location within the cabin. For example, the seat assemblies are secured in first and second columns 202, 203 of seats 214a, b, c, 215 a, b, c adjacent the sidewalls of the aircraft fuselage 201, each installed seat assembly facing outwards and is at an angle of from 36 degrees to a longitudinal axis of the aircraft, L. Third and fourth columns 204, 205 of seat assemblies 216a, 218a adjacent the first and second columns respectively are also provided. The seat assemblies in these columns 204, 205 also facing outwards (from the centre-line L of the cabin) and are at an angle of 26 degrees to a longitudinal axis of the aircraft. The central seats in the third 204 and fourth 205 columns are thus at a smaller angle to the longitudinal axis L of the aircraft 200 than the outer seats in the first 202 and second 203 columns. The seat units in the first and second columns are at a pitch of 34” . The seat units in the central (third and fourth) columns are at a pitch of 43”. Aisle 206a is provided between rows 202, 204, and aisle 206b is provided between rows 203, 205.

This layout for a twin aisle aircraft has been found to be particularly effective since it provides a relatively high density of seating, while providing a positive passenger experience In this connection, the length of the bed when the seat is in the bed configuration is about 80”. The width of the seat pan cushion is about 20”. A twin aisle aircraft using such a seating arrangement may have a great number of seats than is conventionally possible.

In the event that it is determined that the aircraft is a twin aisle aircraft of another type, the seats may be also secured 5 to the aircraft in seating arrangement different from that shown in Fig. 3. Referring to Fig. 4, if the aircraft is determined to be a twin aisle aircraft 300, such as an Airbus B777 the seat assemblies are secured to the aircraft in one of two different seating configurations, depending on their location within the cabin. For example, the seat assemblies are secured in first and second columns 302, 303 of seats 314a, b, c, 315 a, b, c adjacent the sidewalls of the aircraft fuselage 301, each installed seat assembly facing outwards and is at an angle of from 36 degrees to a longitudinal axis of the aircraft, L. Third and fourth columns 304, 305 of seat assemblies 316a, 318a adjacent the first and second columns respectively are also provided. The seat assemblies in these columns 304, 305 also face outwards (from the centre-line L of the cabin) and are at an angle of 36 degrees to a longitudinal axis of the aircraft. The central seats in the third 304 and fourth 305 columns are at the same angle to the longitudinal axis L of the aircraft 300 as the outer seats in the first 302 and second 303 columns. The seat units in the first and second columns are at a pitch of 34” The seat units in the central (third and fourth) columns are at a pitch of 34”. Aisle 306a is provided between rows 302, 304, and aisle 306b is provided between rows 303, 305.

In the event that it is determined that the aircraft is a twin aisle aircraft of another type, the seats may be also secured 5 to the aircraft in yet another seating arrangement different from those shown in Figs. 3 and 4. Referring to Fig. 5, if the aircraft is determined to be a twin aisle aircraft 1400, such as an Airbus B777 the seat assemblies are secured to the aircraft in one of two different seating configurations, depending on their location within the cabin. For example, the seat assemblies are secured in first and second columns 1402, 1403 of seats 1414a, b, c, 1415 a, b, c adjacent the sidewalls of the aircraft fuselage 1401, each installed seat assembly facing outwards and is at an angle of from 36 degrees to a longitudinal axis of the aircraft, L. Third and fourth columns 1404, 1405 of seat assemblies 1416a, 1418a adjacent the first and second columns respectively are also provided. The seat assemblies in these columns 1404, 4105 face inwards (to the centre-line L of the cabin) and are at an angle of 36 degrees to a longitudinal axis of the aircraft. The central seats in the third 1404 and fourth 1405 columns are at the same angle to the longitudinal axis L of the aircraft 1400 as the outer seats in the first 1402 and second 1403 columns. The seat units in the first and second columns are at a pitch of 34”. The seat units in the central (third and fourth) columns are at a pitch of 34”. Aisle 1406a is provided between rows 1402, 1404, and aisle 1406b is provided between rows 1403, 1405.

The seating arrangements of Figs. 2, 3, 4 and 5 that result from the method in the first embodiment of the invention are examples seating arrangements in accordance with the fifth aspect of the present invention.

Aspects of the present invention allow the same or a very similar seat assemblies to be installed in both twin and single aisle aircraft. The properties of the seat assembly are discussed below, with particular reference to Figure 6A and 6B.

Figures 6Aa and 6B show seat units 102a, 202a used in the single and twin aisle aircraft of Figures 2 and 3 respectively. There are significant commonalities between the seat units 102a, 202a. In this connection, each seat unit 102a, 202a can be broadly divided into a seat assembly 114a, 214a and a furniture assembly 400, 500. The seat assembly 400, 500 comprises a recline mechanism 408, 508 for transforming the seat between the upright (TTOL) and bed configurations, a seat-back 407, 507 and a seat-pan 401, 501. The seat assembly is the part of the seat unit that is certified to 16g (for example with dynamic testing to 16g in accordance with FAA regulations). The furniture assembly 400, 500 comprises a privacy screen 405, 505, and shroud extending between adjacent seat assemblies. The furniture also comprises utility surfaces, such as fixed tables or shelves adjacent the seat assembly and an ottoman in a foot well 403, 503 for receiving the passenger’s feet. The furniture assembly 400, 500 also comprises a door assembly 406, 506 and a table assembly 402, 502. The furniture surrounding the seat assembly is only certified to lower g loadings (for example 9g static loading).

The recline mechanism 408, 508 comprises one or more curved rails. Referring to Fig. 8D, the seat back 1010 and the seat pan 1011 are connected to the curved rail 1012a, b, such that movement of the curved rail along its arc causes a connection point of the seat back to move and the connection point of the seat pan to move. In this manner, the angle of the seat pan and back rests can be moved to a substantially horizontal position to form the flat bed. The recline mechanism 408, 508 is relatively narrow (being about 30cm in width, measured across the width of the seat assembly). This facilitates the use of the mechanism 408, 508 with many widths of seat.

Furthermore, embodiments of the invention recognises that by orientating the seat assemblies within a specific range of angles and pitches, in an outboard herringbone, on twin and single aisle bodies aircraft, a high degree of commonality can be provided in the seat assemblies in both the single aisle and twin aisle layouts. The commonality is such that component parts of the seat assemblies for both the single aisle and twin aisle layouts are substantially identical in their structure and only vary in their orientation. This is illustrated in Figs. 6A and 6B which show the seat assemblies in the seat units of the single aisle configuration, and the seat assemblies of the seat units in the twin aisle configuration. The components of the seat assemblies are substantially identical allowing a common seat assembly design to be used for a wide range of aircraft seating layouts.

In the embodiments shown in Figure 6A and 6B, some parts of the furniture assembly, for example the shroud, privacy screen and utility surfaces, are different in the single and twin aisle layouts to reflect the different pitch and angles. However, some degree of commonality is also possible in the furniture assembly because the door assembly and the table assembly is substantially identical in all the layouts.

The positional relationship between the seat assembly 114a, 114b and a table assembly 402, 502 is also a common feature of the seat units in all the layouts. The table of the table assembly has a stowed position in which the table is received in a receiving unit located in the side furniture. In all layouts, when the table is in the stowed position, the centre of the table assembly is located forwards of the front edge of the seat pan by a substantially identical first distance, and to one side of the centreline of the seat assembly by a substantially identical second distance (perpendicular to the first distance). In the arrangements of Figure 2 and 3, the first distance is 3.4” (8.6cm) and the second distance is 0.5” (1.2cm).

Providing this commonality of positional relationship is especially beneficial because it ensures the table is in the optimum position relative to the passenger in all layouts. The embodiments of the present invention recognise this commonality of positional relationship can be provided together with commonality of the seat assembly as described above.

Seat units 102a, 202a also comprise features, within the furniture assembly where their exact shape/appearance is dependent on the layout. For example, seat units 102a, 202a each comprise a privacy screen 405, 505 to the rear of the seat unit. A display 404, 504 is also provided, noting that the display is for use of a passenger seated in a seat to the rear of the seat unit provided with the display. The seat units 102a, 202a are provided with a foot well 403, 503 for the receipt of feet of a passenger seated to the rear of the seat unit provided with the foot well.

However, by virtue of the commonalty in seat assembly (and some commonality of selected features in the furniture assembly) the seat units 102a, 202a have a very similar appearance and also have the same “feel”, and provide passengers with a consistent experience.

The examples above demonstrate that it is possible to achieve a high density of seats in both twin and single aisle aircraft, with seats that give the same “feel” and same passenger experience. In this connection, an example of a method of offering aircraft seating in accordance with the third aspect of the present invention will now be described with reference to Fig. 7, based on the seats in the single aisle and twin aisle aircraft giving a consistent customer experience. The method of offering aircraft seating is denoted generally by reference numeral 5000, and comprises: offering 5001 a seat unit design in a single aisle formation, the seat unit design comprising a seat and associated furniture, for installing the seat in an outwardly facing herringbone angle; and offering 5002 a seat unit design in a twin aisle formation, the seat unit design comprising a seat and associated furniture, for installing the seat in (a) outer columns adjacent the sidewall at an outwardly facing herringbone angle and (b) a centre column aligned with the axis of the aircraft at an outwardly facing herringbone angle, the herringbone angle being lower than that of the outer columns, or a centre column aligned with the axis of the aircraft at an inwardly or outwardly facing herringbone angle, the herringbone angle being the same as that of the outer columns.

The seat is transformable between an upright (TTOL) configuration and a bed configuration. The seat unit designs for both the single aisle and twin aisle formations are based on the same baseline seat unit design comprising a plurality of features provided in common on both the single and twin aisle formations, the plurality of features in common comprising one or more of:

(i) a mechanism for transforming the seat between the upright (TTOL) and bed configurations, the mechanism optionally comprising one or more curved rails, and optionally having a width of no more than 30cm;

(ii) a door member movably associated with a door cassette, the door member being movable between a first position in which at least part of the door member (and preferably a substantial part of the door member) is located within the cassette, thereby not closing an opening and permitting egress from the seat unit, and a second position in which the opening is at least partially closed by the door member;

(iii) a table movable between a stowed position and a deployed position; the seat unit optionally comprising a table cassette, the table cassette comprising (a) a table that is movable between a stowed position and a deployed position, and (b) a table-receiving portion.

The seat unit design in the single aisle formation is typically the seat unit design described above in relation to Fig. 6A. The seat unit design in the twin aisle formation is typically the seat design described above in relation to Fig. 6B.

The examples above describe how the seats in the twin and single aisle aircraft are very similar and give the passenger a consistent experience. As mentioned above, the orientation of the seats relative to a longitudinal axis of an aircraft may be different in the twin and single aisle aircraft. Fitting the seat to aircraft therefore has to take into account the different angles at which the seat may be fitted. In this connection, an arrangement for the installation of an aircraft passenger seat unit to a twin aisle or a single aisle aircraft in accordance with the fourth aspect of the present invention will now be described with reference to Figs. 8A-D. The arrangement comprises an aircraft passenger seat unit 1001 comprising a seat 1002 and associated fumiture 1003, the seat being transformable between an upright (TTOL) configuration and a bed configuration. The aircraft seat unit is substantially as described above in relation to Figs. 6A and 6B. The arrangement also comprises a first set of fittings for installation of the aircraft passenger seat in a single aisle aircraft at an angle of 40 degrees to a longitudinal axis of the aircraft. A second set of fittings is provided for installation of the aircraft passenger seat in the outer columns in a twin aisle aircraft at an angle of 36 degrees to a longitudinal axis of the aircraft. A third set of fittings is provided for installation of the aircraft passenger seat in the centre column of a twin aisle aircraft at an angle of from 26 degrees to a longitudinal axis of the aircraft.

The arrangement comprises spreaders 1007a, b for attachment to a rail. The spreaders are elongate and are provided with portions for attachment to a rail. In order to support a seat, one spreader is attached to each of two parallel rails R. When attached to the rail, a spreader is parallel to the longitudinal axis of the aircraft. Each spreader is provided with two apertures, a forward aperture and a rear aperture, each for the receipt of a spar. A forward spar 1008a (typically an elongate cylindrical piece of metal) extends between two spreaders through the forward apertures of the two spreaders. A rearward spar 1008b extends between two spreaders through the rearward apertures of the two spreaders.

The spars support the seat. In this connection, the first set of fittings comprises fitting elements 1009a-d for attaching a seat to a spar. The fitting elements comprise a first portion for facilitating securing the fitting element to the spar and a second portion for facilitating securing the seat to the fitting element. The first portion in this case comprise a collar for receiving the spar. The second portion comprises two parallel surfaces spaced to receive a leg 1013a, b of a seat. The two parallel surfaces are angled relative to the collar so as to determine the angle of the seat to the longitudinal axis of the aircraft, in this case 40 degrees.

Similarly, the second set of fittings comprises fitting elements for attaching a seat to a spar. The fitting elements comprise a first portion for facilitating securing the fitting element to the spar and a second portion for facilitating securing the seat to the fitting element. The first portion in this case comprise a collar for receiving the spar. The second portion comprises two parallel surfaces spaced to receive a leg of a seat. The two parallel surfaces are angled relative to the collar so as to determine the angle of the seat to the longitudinal axis of the aircraft, in this case 36 degrees.

Similarly, the third set of fittings comprises fitting elements for attaching a seat to a spar. The fitting elements comprise a first portion for facilitating securing the fitting element to the spar and a second portion for facilitating securing the seat to the fitting element. The first portion in this case comprise a collar for receiving the spar. The second portion comprises two parallel surfaces spaced to receive a leg of a seat. The two parallel surfaces are angled relative to the collar so as to determine the angle of the seat to the longitudinal axis of the aircraft, in this case 26 degrees.

The fitting elements of the first, second and third sets of fittings therefore ensure that the seat is at the correct angle to the longitudinal axis of the aircraft.

The use of the arrangement described above to install an aircraft passenger seat unit provides an example of a method of installing an aircraft passenger seat unit in accordance with the sixth aspect of the present invention. The seat unit is substantially as described above in relation to Figs. 6A and 6B, and comprises a seat and associated furniture. Referring to Fig.9, the method is denoted generally by reference numeral 600, and comprises providing 601 an aircraft seat for installing in the aircraft, the aircraft seat being transformable between an upright (TTOL) configuration and a bed configuration. The method comprises providing 602 a set of fittings and furniture to facilitate installation of an aircraft seat into a twin aisle aircraft and a set of fittings and furniture to facilitate installation of an aircraft seat into a single aisle aircraft. The fittings and furniture are substantially as described above in relation to the example of the arrangement of the fifth aspect of the present invention. The method 600 comprises selecting 603 the set of fittings and furniture to facilitate installation of the aircraft seat, dependent on whether the aircraft is a single aisle aircraft or a twin aisle aircraft, and installing 604 the aircraft seat into the aircraft using the selected set of fittings and furniture, with the angle of the seat to a longitudinal axis of the aircraft being 40 degrees if the aircraft is a single aisle aircraft. If the aircraft is a twin aisle aircraft, the angle of the seat to the longitudinal axis of the aircraft depends on the location of the seat, as described above.

The examples above demonstrate how the seats installed in twin and single aisle aircraft have many similar features, and provide a passenger with a consistent experience, irrespective of whether the aircraft is a twin or single aisle aircraft. It is also possible to install an aircraft passenger seat depending on features of seats that are different in the twin and single aisle aircraft. In this connection, an example of a method of installing an aircraft passenger seat unit in an aircraft in accordance with the sixth aspect of the present invention will now be described with reference to Fig. 10. The method is denoted generally by reference numeral 700, and comprises providing 701 an aircraft seat unit for installing in the aircraft, the seat unit comprising a seat and associated furniture, the seat being transformable between an upright (TTOL) configuration and a bed configuration. The seat unit is a seat unit as described above with reference to Figs. 6A and 6B. If the aircraft seat comprises a seat pan cushion having a width of 20” or 22”, then the aircraft seat is installed 703 into the aircraft, with the angle of the seat to a longitudinal axis of the aircraft being 40 degrees. If the aircraft seat comprises a seat pan cushion having a width of 19” or 21”, the aircraft seat is installed 704 in the aircraft, with the angle of the seat to the longitudinal axis of the aircraft being from 24 to 42 degrees, depending on the position of the seat in the aircraft, particular if the aircraft is a twin aisle aircraft. The angle may be those described above in relation to twin aisle aircraft.

The seat pan cushion width of 20” and 22” are typically associated with seats that are, in this case, installed in single aisle aircraft.

The seat pan cushion width of 19” and 21” are typically associated with seats that are, in this case, installed in twin aisle aircraft.

The example immediately above describes how the angle at which a seat may be installed in an aircraft is dependent on a feature that is different in the seats. A further example below describes how a seat may be installed dependent on whether the aircraft is a twin or single aisle aircraft. An example of a method of installing an aircraft passenger seat unit in an aircraft in accordance with the seventh aspect of the present invention is now described with reference to Fig. 11. The method is denoted generally by reference numeral 800, and comprises providing 801 an aircraft seat unit for installing in the aircraft, the seat unit comprising a seat and associated furniture, the seat being transformable between an upright (TTOL) configuration and a bed configuration. The seat unit is a seat unit as described above in relation to Fig. 6A or Fig. 6B. The method comprises determining 802 whether or not the aircraft is a single aisle aircraft or a twin aisle aircraft, and based on said determination, if the aircraft is a single aisle aircraft, then installing 803 the aircraft seat into the aircraft, with the angle of the seat to a longitudinal axis of the aircraft being 40 degrees; and if the aircraft is a twin aisle aircraft, then installing 804 the aircraft seat in the aircraft, with the angle of the seat to the longitudinal axis of the aircraft being from 24 to 40 degrees, dependent on the position of the seat in the aircraft. For example, the angle at which a seat is installed may be determined from the seating arrangement of Fig. 3.

An example of a pair of aircraft in accordance with a second aspect of the present invention will now be described with reference to Figure 12. The pair of aircraft is denoted generally by reference numeral 900, and comprise a first, single aisle aircraft 901 and a second, twin aisle aircraft 902.

The first aircraft 901 comprises a seating arrangement substantially as described above in relation to Figure 2. The second aircraft 902 comprises a seating arrangement substantially as described in relation to Figure 3.

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.

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.