Field of the Invention The present invention concerns a set of aircraft passenger seat units. More particularly, but not exclusively, this invention concerns a set of aircraft passenger seat units in which each of the seat units comprises an ottoman, and a seat moveable between a seat configuration and a bed configuration in which the seat and the ottoman cooperatively form a bed.

Background of the Invention

Seating arrangements for aircraft cabins often face a trade-off between passenger density and comfort. This may be a particular consideration for business class aircraft cabins, in which passengers expect more personal space compared to economy class, whilst allowing for a greater passenger density than first class.

One way of providing comfort in aircraft seat units, or suites, is to provide a seat which is moveable between a seat configuration and a bed configuration. In the bed configuration, the seat may be reclined to be substantially horizontal. Such seat units may be provided with ottomans, or footrests, which form part of the bed when the seat is moved into the bed configuration.

A“Safran Aura Enhanced” business class seating arrangement comprises a pair of adjacent seat units, one arranged adjacent to an aisle of the cabin and the other arranged non-adjacent to the aisle (e.g. on the non-aisle side of the first seat unit, adjacent to a cabin wall). A plan view of such a known seating arrangement is shown in Figure 1. In this arrangement, a non-aisle seat unit 110 is adjacent to a cabin wall 130 and an aisle seat unit 120 is in between the non-aisle seat unit 110 and an aisle 140. Each of the seat units 110, 120 has a seat 111, 121 that is moveable between a seat configuration and a bed configuration, and an ottoman 112, 122. When the seat 111, 121 is moved into the bed configuration, the seat 111, 121 and the ottoman 112,

122 cooperatively form a bed. The seat units 110, 120 are arranged such that the front edge of the ottoman 112, 122 of each seat unit abuts a rear surface of a row of seat units that are in front of the seat units 110, 120. This arrangement may achieve a desired passenger density whilst providing every passenger with a level of comfort associated with having a lie-flat bed.

A problem with this arrangement is that, when the seat 121 of the aisle seat unit 120 is in the bed configuration, there is no direct aisle access for the passenger of the non-aisle seat unit 110. The passenger of the non-aisle seat unit 110 may have to step over the passenger of the aisle seat unit 120, for example. If the passenger of the aisle seat unit 120 is asleep, they may need to be woken up in order to allow the passenger of the non-aisle seat unit 110 to access the aisle. Therefore, one or both passengers may be inconvenienced by the lack of direct aisle access from the non aisle seat unit 110.

The present invention seeks to mitigate the above-mentioned problems.

Alternatively or additionally, the present invention seeks to provide an improved set of aircraft passenger seat units.

Summary of the Invention

The present invention provides, according to a first aspect, a set of aircraft passenger seat units, the set of aircraft passenger seat units comprising a first aircraft passenger seat unit that is configured to be arranged in an aircraft cabin in a location that is not adjacent to a longitudinal aisle of the cabin, and a second aircraft passenger seat unit that is configured to be arranged in the cabin in a location that is in between the first seat unit and the longitudinal aisle. The first and second seat units each comprise an ottoman and a seat moveable between a seat configuration and a bed configuration in which the seat and the ottoman cooperatively form a bed having a bed length along a longitudinal axis of the seat unit. The bed length of the second seat unit is less than 95% of the bed length of the first seat unit.

The first seat unit may be considered to be a“non-aisle” seat unit, in that it is configured to be arranged in a location that is not adjacent to the aisle of the cabin.

For example, the first seat unit may be a“window” seat unit, configured to be arranged laterally adjacent to a cabin wall and/or window. Alternatively, the first seat unit may be a“centre” seat unit, configured to be arranged laterally adjacent to and between two other seat units.

The second seat unit may be considered to be an“aisle” seat unit. However, while in some cases the second seat unit is configured to be arranged adjacent to the aisle, it will be understood that in other cases the second seat unit may be configured to be arranged in a location that is not adjacent to the aisle. For example, the second seat unit may be configured to be arranged in between the first seat unit and a further seat unit, where the further seat unit is adjacent to the aisle. In any case, the second seat unit is to be arranged in between the first seat unit and the aisle. In other words, the second seat unit is nearer the aisle than the first seat unit is, such that a passenger in the first seat unit has to pass the second seat unit to access the aisle.

The first and second seat units may be configured to be arranged side-by-side, i.e. forming at least part of a row of seat units. Such a row may be arranged transverse relative to the aisle and/or to a longitudinal axis of the cabin. The first and second seat units may be configured to be arranged adjacent to one another (i.e. with no other seat units in between the first and second seat units), or may be configured such that one or more further seat units are located in between the first and second seat units.

Flaving the bed length of the second seat unit be shorter than the bed length of the first seat unit facilitates access between the first seat unit and the aisle when the seat of the second seat unit is in the bed configuration. This means that a passenger of the first seat unit is not impeded by the seat/bed of the second seat unit in accessing the aisle. For example, the passenger of the first seat unit may not have to

inconveniently step over a passenger of the second seat unit if the passenger of the second seat unit is lying down. Instead, the passenger of the first seat unit can pass around the bed of the second seat unit (in front of the ottoman), the bed of the second seat unit having a reduced length compared to the bed of the first seat unit.

Further, by providing the first and second seat units with different bed lengths, aisle access for the passenger of the first seat unit is provided without having to stagger the first and second seat units (that is, arrange the first and second seats or seat units such that they are not laterally aligned). This may be preferable for providing seating arrangements for pairs of passengers who wish to sit side-by-side. Staggered seat units may not allow for such side-by-side travel. Non-staggered seat units may also allow for an increased passenger density compared to staggered seat units.

Preferably, the pitch of the first seat unit may be substantially the same as the pitch of the second seat unit, despite the seat units having different bed lengths. As such, aisle access for the passenger of the first seat unit may be provided without having to increase the pitch of the first and/or second seat unit. This may result in a more spatially efficient seating arrangement compared to a case in which the pitch of the first and/or second seat unit is increased in order to provide aisle access for both passengers.

Aisle access for the passenger of the first seat unit may be provided whilst allowing for successive rows of seat units to be arranged in a spatially efficiently manner. Each successive row may comprise seat units in which the seats face a same direction. For example, every seat may be forward-facing or every seat may be rear facing, in relation to the direction of travel. This may be more spatially efficient than alternating between forward-facing and rear-facing rows of seats. Further, this may allow the ottoman of the first seat unit to abut a rear surface of a row of seat units that are in front of the first and second seat units, thereby providing a spatially efficient arrangement. Therefore, a greater passenger density may be achieved, without compromising passenger comfort.

As stated above, in the first aspect the bed length of the second seat unit is less than 95% of the bed length of the first seat unit. Such a difference may be sufficient to provide aisle access for a passenger of the first seat unit whilst maintaining a desired level of comfort and/or personal space for the passenger of the second seat unit and optimising the spatial efficiency of the set of seat units. The bed length of a given seat unit may be considered to be the distance (along the longitudinal axis of the seat unit) between a rear edge of the seat when the seat is in the bed configuration (the rear edge being the furthest edge from the ottoman) and a front edge of the ottoman (the front edge being the furthest edge from the seat).

In some examples, the bed length of the second seat unit is less than 93% of the bed length of the first seat unit. Preferably, the bed length of the second seat unit is less than 92% of the bed length of the first seat unit. Such a difference may enable a majority of passengers (e.g. passengers of different sizes) to comfortably access the aisle, by allowing for a larger passageway to the aisle. In some cases, the bed length of the second seat unit is less than 90% of the bed length of the first seat unit.

The bed length of the second seat unit may be greater than 80% of the bed length of the first seat unit. This may allow for a desired level of passenger comfort and/or space in the second seat unit to be maintained, and/or may increase the spatial efficiency of the set of seat units. Preferably, the bed length of the second seat unit is greater than 85% of the bed length of the first seat unit.

A length of the ottoman of the second seat unit along the longitudinal axis of the second seat unit may be less than a length of the ottoman of the first seat unit along the longitudinal axis of the first seat unit. As such, a reduction in the bed length of the second seat unit relative to the bed length of the first seat unit can be achieved by providing the second seat unit with an ottoman that is shorter than the ottoman of the first seat unit. This allows the seats of the first and second seat units to be substantially the same as one another. For example, the two seats may both conform to a standard model, size and/or type. This may allow the set of seat units to be simpler and/or cheaper to manufacture and/or assemble compared to a set of seat units in which the seats are not of the same model, size and/or type. When the seats are in the bed configuration, the length of the seat of the first seat unit along the longitudinal axis of the first seat unit may be substantially equal to the length of the seat of the second seat unit along the longitudinal axis of the second seat unit. The ottomans of the first and second seat units may have substantially the same height and/or width (perpendicular to the longitudinal axis of the seat unit) as one another.

Flaving different length ottomans between the first and second seat units is a novel feature, without the limitation of having different bed lengths. Hence, according to a second aspect of the present invention there is provided a set of aircraft passenger seat units, the set of aircraft passenger seat units comprising a first aircraft passenger seat unit that is configured to be arranged in an aircraft cabin in a location that is not adjacent to a longitudinal aisle of the cabin, and a second aircraft passenger seat unit that is configured to be arranged in the cabin in a location that is in between the first seat unit and the longitudinal aisle. The first and second seat units each comprise an ottoman and a seat moveable between a seat configuration and a bed configuration in which the seat and the ottoman cooperatively form a bed extending along a longitudinal axis of the seat unit. A length of the ottoman of the second seat unit along the longitudinal axis of the second seat unit is less than a length of the ottoman of the first seat unit along the longitudinal axis of the first seat unit.

For each of the first and second seat units, the bed formed by the seat and the ottoman may have an associated bed length along the longitudinal axis of the seat unit. The bed length of the second seat unit may be less than 95% of the bed length of the first seat unit, and preferably less than 93% or 92% of the bed length of the first seat unit, and more preferably less than 90% of the bed length of the first seat unit.

The difference in overall bed length between the first and second seat units is at least partially provided by the difference in ottoman length between the first and second seat units. In either of the first or second aspects, the seats of the first and second seat units are arrangeable to be non-staggered relative to each other. That is, the seats of the first and second seat units may be arrangable to be laterally aligned. Preferably, the longitudinal axis of the first seat unit is arrangeable to be substantially parallel to the longitudinal axis of the second seat unit.

In either of the first or second aspects, the length of the ottoman of the second seat unit along the longitudinal axis of the second seat unit may be less than 90% of the length of the ottoman of the first seat unit along the longitudinal axis of the first seat unit. Such a difference may enable a passenger of the first seat unit to access the aisle (by passing in front of the ottoman of the second seat unit) whilst maintaining a desired level of comfort and/or personal space for the passenger of the second seat unit. Preferably, the length of the ottoman of the second seat unit along the longitudinal axis of the second seat unit is less than 80% of the length of the ottoman of the first seat unit along the longitudinal axis of the first seat unit, and more preferably less than 75% or 60% of the length of the ottoman of the first seat unit along the longitudinal axis of the first seat unit. This may enable a majority of passengers (e.g. passengers of different sizes) to comfortably access the aisle, by allowing for a larger passageway to the aisle.

In either of the first or second aspects, when the seats of the first and second seat units are in the seat configuration, a distance along the longitudinal axis of the first seat unit from a front edge of the seat of the first seat unit to a rear edge of the ottoman of the first seat unit may be substantially equal to a distance along the longitudinal axis of the second seat unit from a front edge of the seat of the second seat unit to a rear edge of the ottoman of the second seat unit. The front edge of the seat may be considered to be the edge of the seat that is nearest to the ottoman. The rear edge of the ottoman may be considered to be the edge of the ottoman that is nearest to the seat. In other words, the amount of separation between the seat (when in the seat configuration) and the ottoman may be substantially the same for each of the first and second seat units. This may allow the same type, model and/or size of seat to be used for both the first and the second seat unit, since the length of bed provided by the seat when reclined (to abut the rear edge of the ottoman) can be the same for both seat units. As such, the set of seat units may be simpler and/or cheaper to assemble compared to a set of seat units in which the seats are not of the same type, model and/or size. Additionally, this may provide the passengers of the first and second seat units with a substantially equal amount of legroom, where the legroom is defined by the distance between the front edge of the seat and the rear edge of the ottoman when the seat is in the seat (or upright) configuration.

In either of the first or the second aspect, the first and second seat units may each comprise a rear panel. The rear panel is arranged behind the seat (such that the seat faces away from the rear panel) and extends transverse relative to the longitudinal axis of the seat unit. A distance along the longitudinal axis of the first seat unit from the rear panel of the first seat unit to a rear edge of the ottoman of the first seat unit may be substantially equal to a distance along the longitudinal axis of the second seat unit from the rear panel of the second seat unit to a rear edge of the ottoman of the second seat unit. In other words, the longitudinal position within the seat unit of the rear edge of the ottoman may be substantially the same between the first and second seat units. That is, the rear edge of the ottoman of the first seat unit may not be staggered, or longitudinally offset, with respect to the rear edge of the ottoman of the second seat unit. This may allow the same type, model and/or size of seat to be used for both the first and the second seat unit.

The rear panel of the first seat unit may be substantially continuous with the rear panel of the second seat unit. The rear panel of the first seat unit may be coplanar with the rear panel of the second seat unit. Such a set of seat units may be more spatially efficient and/or enable a higher passenger density compared to a set in which the rear panels of the first and second seat units are not substantially continuous or coplanar. The rear panel of the first seat unit and the rear panel of the second seat unit may be integrally formed. For example, the rear panels of the first and second seat units may form part of a common shell for the first and second seat units (e.g. a privacy shell). Such a set of seat units may be simpler and/or cheaper to manufacture and/or assemble compared to a set in which the rear panels of the first and second seat units are separate. In addition, such a set of seat units may be lighter.

In either of the first or the second aspect, for each of the first and second seat units, the seat may abut the ottoman when the seat is in the bed configuration. That is, an upper surface of the seat may be substantially continuous with an upper surface of the ottoman when the seat is in the bed configuration. By allowing the seat to abut the ottoman when the seat is in the bed configuration, greater passenger comfort and/or support may be provided, in a bed configuration, compared to a case in which the seat and the ottoman are spaced apart. According to a third aspect of the present invention, there is provided a kit of parts for assembling a seating arrangement for an aircraft cabin, the kit of parts comprising the set of aircraft passenger seats according to either the first aspect or the second aspect.

The kit of parts may further comprise a front panel assembly. The front panel assembly may comprise a single front panel or a plurality of front panels. The front panel assembly is arrangeable to be located in front of both the ottomans of the first and second seat units and to extend transversely across both the first and second seat units. The seats of the first and second seat units are arranged to face towards the front panel assembly. The front panel assembly may form part of a further set of seat units, the further set of seat units being configured to be arranged directly in front of the set of seat units comprising the first and second seat units. For example, the front panel assembly may comprise a rear panel of the further set of seat units (such that the seats of the further set of seat units face away from the rear panel). Such a rear panel may form part of a privacy shell for the further set of seat units.

The front panel assembly may be arrangeable such that a distance along the longitudinal axis of the second seat unit from a front edge of the ottoman of the second seat unit to the front panel assembly is greater than a distance along the longitudinal axis of the first seat unit from a front edge of the ottoman of the first seat unit to the front panel assembly. The front edge of the ottoman may be considered to be the edge of the ottoman that is furthest from the seat, and/or that is nearest to the front panel assembly when the front panel assembly is arranged in front of the ottomans. The difference in the distances between the ottomans and the front panel assembly may be such that a passenger can pass between the ottoman of the second seat unit and the front panel assembly, whereas a passenger may not be able to pass between the ottoman of the first seat unit and the front panel assembly. Therefore, aisle access may be provided for the passenger of the first seat unit via a gap between the ottoman of the second seat unit and the front panel assembly. In some cases, the distance along the longitudinal axis of the first seat unit from the front edge of the ottoman of the first seat unit to the front panel assembly is negligible, or even zero. In other words, the ottoman of the first seat unit may abut the front panel assembly. This may be more spatially efficient and/or may provide the passenger of the first seat unit with a greater level of comfort. The first and second seat units may each comprise a rear panel arrangeable to be located behind the seat and to extend transversely across the seat unit. When the front panel assembly is arranged in front of both the ottomans of the first and second seat units, a distance along the longitudinal axis of the first seat unit from the rear panel of the first seat unit to the front panel assembly may be substantially equal to a distance along the longitudinal axis of the second seat unit from the rear panel of the second seat unit to the front panel assembly. As such, a total length of the seat unit (from the rear panel to the front panel assembly, along the longitudinal axis of the seat unit) may be substantially equal for the first and second seat units. Therefore, the pitch of the first seat unit may be substantially the same as the pitch of the second seat unit. Further, despite the first and second seat units having different bed lengths when the seats are in the bed configuration, the distance between the seat and the front panel assembly may be the same. This may allow several such sets of seat units to be arranged in successive rows in a spatially efficient manner.

According to a fourth aspect of the present invention, there is provided a seating arrangement for an aircraft cabin, the seating arrangement comprising a set of seat units according to the first aspect or the second aspect. The seats of the first and second seat units are non-staggered relative to each other. In other words, the seats of the first and second seat units are laterally aligned.

When arranged in the aircraft cabin, the seats of the first and second seat units may be forward-facing or rear-facing relative to the direction of flight.

The seating arrangement may comprise a front panel assembly. The front panel assembly is arranged to be located in front of both the ottomans of the first and second seat units, and to extend transversely across both the first and second seat units such that a distance along the longitudinal axis of the second seat unit from a front edge of the ottoman of the second seat unit to the front panel assembly is greater than a distance along the longitudinal axis of the first seat unit from a front edge of the ottoman of the first seat unit to the front panel assembly.

The seating arrangement may further comprise a third seat unit. The third seat unit is arranged directly in front of the second seat unit such that the ottoman of the second seat unit is located between the seat of the second seat unit and the third seat unit. That is, the seat of the second seat unit is configured to face towards the third seat unit. As such, the third seat unit may also be an“aisle” seat unit, configured to be arranged in a location that is adjacent to the aisle. The third seat unit comprises a seat. The seat of the third seat unit and the seat of the second seat unit are arranged to face in the same direction. The seat of the first seat unit may also face in the same direction. For example, the seats of the first, second and third seat units may all be forward-facing or may all be rear-facing, relative to the direction of flight.

Providing seats in successive rows of seats that face the same direction as each other may be preferable in terms of spatial efficiency, passenger privacy and/or comfort. Further, such an arrangement may be simpler and/or cheaper to manufacture and/or assembly, and may be lighter, than an arrangement in which successive rows of seats face towards each other, since the need for additional privacy screens (between seats that face towards each other) is reduced. Additionally, providing forward-facing seats for both the second seat unit and the third seat unit may be preferable over providing a rear-facing seat for one or both the second seat unit and the third seat unit. Seats that are configured to be forward-facing may be cheaper and/or more comfortable than seats that are configured to be rear-facing. For example, rear-facing seats may be required to be heavier than forward-facing seats so as to comply with safety requirements. Further, take-off and/or landing may be more comfortable in a forward-facing seat than a rear-facing seat.

The third seat unit may comprise a rear panel arranged behind the seat of the third seat unit (such that the seat of the third seat unit faces away from the rear panel) and extending transversely across the third seat unit. The rear panel of the third seat unit may form part of the“front panel assembly” for the first and second seat units, as previously described. A front edge of the ottoman of the second seat unit and the rear panel of the third seat unit may be spaced apart. As such, aisle access may be provided for the passenger of the first seat unit, via the gap between the front edge of the ottoman of the second seat unit and the rear panel of the third seat unit.

The seating arrangement may comprise a fourth seat unit. The fourth seat unit is arranged directly in front of the first seat unit such that the ottoman of the first seat unit is located between the seat of the first seat unit and the fourth seat unit. That is, the seat of the first seat unit is configured to face towards the fourth seat unit. The fourth seat unit may be a“non-aisle” seat unit, configured to be arranged in a location that is not adjacent to the aisle. The fourth seat unit comprises a seat. The seat of the fourth seat unit and the seat of the first seat unit are arranged to face in the same direction. The seats of the second and/or third seat units may also face in the same direction. For example, the seats of the first, second, third and fourth seat units may all be forward-facing or may all be rear-facing, relative to the direction of flight.

The fourth seat unit may comprise a rear panel arranged behind the seat of the fourth seat unit (such that the seat of the fourth seat unit faces away from the rear panel) and extending transversely across the fourth seat unit. The rear panel of the fourth seat unit may form part of the“front panel assembly” for the first and second seat units, as previously described. The rear panel of the fourth seat unit may be substantially continuous with the rear panel of the third seat unit. The rear panel of the fourth seat unit may be coplanar with the rear panel of the third seat unit. The rear panel of the fourth seat unit and the rear panel of the third seat unit may be integrally formed. For example, the rear panels of the third and fourth seat units may form part of a common shell for the third and fourth seat units (e.g. a privacy shell). A front edge of the ottoman of the first seat unit may be arranged to abut the rear panel of the fourth seat unit. As such, an amount of personal space provided for the passenger of the first seat unit may be increased whilst allowing for a spatially efficient arrangement of successive rows of seat units.

The seats of the third and fourth seat units may be non-staggered relative to each other. In other words, the seats of the third and fourth seat units may be laterally aligned. The third and fourth seat units may have similar features to the second and first seat units, respectively. The first and second seat units may form part of a first row of seat units, and the third and fourth seat units may form part of a second row of seat units. The first and second rows of seat units may be arranged consecutively in the aircraft cabin.

According to a fifth aspect of the present invention, there is provided a seating arrangement for an aircraft cabin, the seating arrangement comprising a first aircraft passenger seat unit that is configured to be arranged in an aircraft cabin in a location that is not adjacent to a longitudinal aisle of the cabin, a second aircraft passenger seat unit laterally adjacent to the first seat unit, the second seat unit being configured to be arranged in the cabin in a location that is adjacent to the aisle, and a third aircraft passenger seat unit longitudinally adjacent to the second seat unit, the third seat unit being configured to be arranged in the cabin in a location that is adjacent to the aisle. The first, second and third seat units each comprise an ottoman and a seat moveable between a seat configuration and a bed configuration in which the seat and the ottoman cooperatively form a bed having a bed length along a longitudinal axis of the seat unit. The seat of the second seat unit and the seat of the third seat unit face in the same direction. The bed length of the second seat unit is less than the bed length of the first seat unit. This allows the passenger of the first seat unit to access the aisle when the seat of the second seat unit is in the bed configuration, whilst also allowing for an increase in passenger density by providing seats in successive rows of seats that face the same direction as each other. Preferably, the second seat unit is laterally aligned with the first seat unit. That is, the first and second seat units may be non- staggered.

The bed length of the second seat unit may be less than 95% of the bed length of the first seat unit, and preferably less than 93% or 92% of the bed length of the first seat unit. The bed length of the second seat unit may be less than 90% of the bed length of the first seat unit.

According to a sixth aspect of the present invention, there is provided a set of aircraft passenger seat units comprising a first aircraft passenger seat unit that is configured to be arranged in an aircraft cabin in a location that is not adjacent to either of a first longitudinal aisle and a second, different, longitudinal aisle, a second aircraft passenger seat unit that is configured to be arranged in the cabin in a location that is adjacent to the first longitudinal aisle, and a third aircraft passenger seat unit that is configured to be arranged in the cabin in a location that is adjacent to the second longitudinal aisle. The first, second and third seat units each comprise an ottoman and a seat moveable between a seat configuration and a bed configuration in which the seat and the ottoman cooperatively form a bed having a bed length along a longitudinal axis of the seat unit. The first seat unit is configured to be arranged in between the second seat unit and the third seat unit such that the seats of the first, second and third seat units are non-staggered relative to each other. The bed length of the second seat unit and/or the bed length of the third seat unit is less than the bed length of the first seat unit.

This allows a passenger of the first seat unit, which is configured to be a non aisle seat unit, to access at least one of the two aisles, whilst maintaining a desired passenger density and comfort level, as described above.

The bed length of the second seat unit and/or the bed length of the third seat unit may be less than 95% of the bed length of the first seat unit, and preferably less than 93% or 92% of the bed length of the first seat unit, and more preferably less than 90% of the bed length of the first seat unit. According to a seventh aspect of the present invention, there is provided an aircraft cabin comprising a set of aircraft passenger seat units according to any of the first, second and sixth aspects, and/or comprising a seating arrangement according to any of the fourth and fifth aspects. In such an aircraft cabin, the first seat unit is arranged in a location that is not adjacent to an aisle and the second seat unit is arranged in between the first seat unit and the aisle.

The longitudinal axis of the first seat unit and/or the longitudinal axis of the second seat unit may be substantially parallel to a longitudinal axis of the cabin. Such an arrangement may be more spatially efficient than an arrangement in which the longitudinal axis of the first and/or second seat unit is not substantially parallel to the longitudinal axis of the cabin. For example, the amount of lateral cabin space (i.e. cabin width) occupied by a seat unit (which may be generally elongate in shape) may be minimised when the longitudinal axis of the seat unit is aligned with the longitudinal axis of the cabin. This can increase the passenger density of the aircraft cabin, for example, by allowing a greater number of seat units to be provided side-by- side in a cabin that has a given overall width.

The longitudinal axis of the first seat unit and/or the longitudinal axis of the second seat unit may be substantially parallel to a longitudinal aisle of the cabin. As such, the first and/or second seat unit may not be angled relative to the aisle, and/or may not protrude into the aisle. Such an arrangement may be more spatially efficient than an arrangement in which the longitudinal axis of the first and/or second seat unit is not substantially parallel to the aisle. For example, such an arrangement can allow the width of the aisle to be reduced, while still allowing unimpeded passage along the aisle, compared to a case in which the first and/or second seat unit protrudes into the aisle. Further, when the second seat unit is to be arranged adjacent to the aisle, the second seat unit may be provided without a covered footwell, since the second seat unit does not protrude into the aisle. This may increase an amount of comfort and/or personal space for the passenger of the second seat unit compared to a case in which a covered footwell is used.

The longitudinal axis of the first seat unit may be substantially parallel to the longitudinal axis of the second seat unit. This may be preferable, e.g. for passengers wishing to travel side-by-side, compared to an arrangement in which the longitudinal axes of the first and second seat units are not parallel. Further, such a parallel arrangement may be more spatially efficient than an arrangement in which the longitudinal axes of the first and second seat units are not parallel to one another. It may also make manufacture and/or assembly of the ottoman simpler and/or cheaper. It may also enable the ottoman to be lighter.

As discussed above, the first and second seat units may form part of a row of seat units. For example, the first and second seat units may form part of a row having a 2-3-2 configuration. The first and second seat units may be arranged between an aisle and a cabin wall. In such an arrangement, the first seat unit may be adjacent to the wall and the second seat unit may be adjacent to the aisle and to the first seat unit. Alternatively, the first and second seat units may be arranged between two longitudinal aisles. In such an arrangement, the first seat unit may be arranged in between the second seat unit and a third seat unit, where the second unit is adjacent to a first aisle and the third seat unit is adjacent to a second 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.

Description of the Drawings

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

Figure 1 shows a plan view of a known seating arrangement for an aircraft cabin;

Figure 2A shows a plan view of a seating arrangement for an aircraft cabin

according to a first embodiment of the invention;

Figure 2B shows a plan view of the seating arrangement of Figure 2A, with the seats in the seat configuration;

Figure 2C shows a plan view of the seating arrangement of Figure 2A, with the seats in the bed configuration;

Figure 2D shows a plan view of the seating arrangement of Figure 2A, with the seats in the bed configuration;

Figure 3A shows a plan view of a seating arrangement for an aircraft cabin

according to a second embodiment of the invention; and

Figure 3B shows a plan view of the seating arrangement of Figure 3 A, with the seats in the bed configuration. Detailed Description

Figure 2A shows a plan view of a seating arrangement 200 for an aircraft cabin according to a first embodiment of the invention. The seating arrangement 200 comprises a set of aircraft passenger seat units 210, 220. The seat units 210, 220 are also known as suites.

A non-aisle seat unit 210 is arranged between an aisle seat unit 220 and a cabin wall 230. The aisle seat unit 220 is arranged adjacent to a longitudinal aisle 240 of the aircraft cabin. As such, the non-aisle seat unit 210 is arranged in a location that is not adjacent to the aisle 240. The non-aisle seat unit 210 and the aisle seat unit 220 form part of a row of seat units extending between the cabin wall 230 and the aisle 240. The row extends transverse relative to the aisle 240.

The non-aisle seat unit 210 and the aisle seat unit 220 each contain a seat 211, 221. The seats 211, 222 each face a direction that is substantially parallel to the longitudinal axis of the aircraft cabin. Each of the seats 211, 221 are configurable such that they can be converted into a lie-flat bed. That is, the seats 211, 221 are moveable between a seat, or upright, configuration (providing a seat pan and backrest), and a bed, or lie-flat, configuration.

The non-aisle seat unit 210 and the aisle seat unit 220 each also contain an ottoman 212, 222. When the seats 211, 221 of the respective seat units 210, 220 are in the bed configuration, the ottomans 212, 222 form part of the lie-flat beds. That is, a lie-flat bed of a given seat unit is formed by the combination of a seat and an ottoman.

Rear panels 213, 223 extend behind the seats 211, 221 respectively, and extend substantially perpendicular to the longitudinal axis of the aircraft cabin. As such, the rear panels 213, 223 extend substantially perpendicular to the direction in which the seats 211, 221 face. The rear panels 213, 223 form a rear boundary of the non-aisle and aisle seat units 210, 220 respectively. The rear panels 213, 223 are laterally aligned with one another in this embodiment. The rear panels 213, 223 are also substantially continuous with one another, so as to form a common shell, e.g. a privacy shell, for the seat units 210, 220.

Front panels 214, 224 extend in front of the seats 211, 221 respectively, and extend substantially perpendicular to the longitudinal axis of the aircraft cabin. As such, the front panels 214, 224 extend substantially perpendicular to the direction in which the seats 211, 221 face. The front panels 214, 224 form a front boundary of the non-aisle and aisle seat units 210, 220 respectively. The front panels 214, 224 are laterally aligned with one another in this embodiment. Monitors (not shown) are mounted to rear surfaces of the front panels 214, 224, to provide entertainment and/or information for the passengers of the seat units 210, 220.

The front panels 214, 224 may form part of a rear boundary of a further row of seat units (not shown) located in front of the seat units 210, 220. In other words, the front boundary of the seat units 210, 220 may coincide with a rear boundary of a further row of seat units. Similarly, the rear panels 213, 223 may form part of a front boundary of a further row of seat units (not shown) located behind the seat units 210, 220. In other words, the rear boundary of the seat units 210, 220 may coincide with a front boundary of a further row of seat units.

A distance between the rear panel 213 and the front panel 214 of the non-aisle seat unit 210 is substantially equal to a distance between the rear panel 223 and the front panel 224 of the aisle seat unit 220. As such, the non-aisle seat unit 210 and the aisle seat unit 220 have substantially equal pitches in this embodiment.

The rear panels 213, 223 and the front panels 214, 224 extend in an upright manner from the cabin floor. In this embodiment, the rear panels 213, 223 and the front panels 214, 224 extend at least 180 centimetres (cm) from the cabin floor.

A privacy screen 245 separates the seat 211 of the non-aisle seat unit 210 from the seat 221 of the aisle seat unit 220. The privacy screen 245 extends substantially parallel to the longitudinal axis of the cabin. The privacy screen 245 may be stowed and deployed as desired.

As can be seen in Figure 2A, each of the seat units 210, 220 has a generally rectangular shape, with a respective longitudinal axis 216, 226. The longitudinal axis of a given seat unit is aligned with the direction in which the seat of the given seat unit faces. In this embodiment, the longitudinal axes 216, 226 of the seat units 210, 220 are substantially parallel with the aisle. The longitudinal axes 216, 226 of the seat units 210, 220 are co-aligned in this embodiment.

The ottoman 212 of the non-aisle seat unit 210 abuts the front panel 214 of the non-aisle seat unit 210. As such, when the seat 211 of the non-aisle seat unit 210 is reclined, the resulting lie-flat bed extends fully between the rear of the seat 211 and the front panel 214 for the non-aisle seat unit 210. In contrast, the ottoman 222 of the aisle seat unit 220 is spaced apart from the front panel 224 of the aisle seat unit 220. As such, when the seat 221 of the aisle seat unit 220 is reclined, the resulting lie-flat bed does not extend all the way to the front panel 224 for the aisle seat unit 220. Instead, a gap is formed between the front edge of the ottoman 222 of the aisle seat unit 220 and the front panel 224. This gap allows a passenger of the non-aisle seat unit 210 to access the aisle 240 (and similarly access the non-aisle seat unit 210 from the aisle 240) whilst the seat 221 of the aisle seat unit 220 is reclined into the lie-flat bed. This direct aisle access is depicted with a dashed arrow 250 in Figure 2A.

The ottoman 222 of the aisle seat unit 220 has a different length (along the longitudinal axis 226 of the seat unit 220) than the ottoman 212 of the non-aisle seat unit 210. As such, the longitudinal lengths of the beds of the aisle seat unit 220 and the non-aisle seat unit 210 are different. In this embodiment, the length of the ottoman 222 of the aisle seat unit 220 (along the longitudinal axis 226 of the seat unit 220) is 25.6 centimetres (cm), whereas the length of the ottoman 212 of the non-aisle seat unit 210 (along the longitudinal axis 216 of the seat unit 210) is 49.3 cm. Therefore, in this embodiment, the length of the ottoman 222 of the aisle seat unit 220 (along the longitudinal axis 226 of the seat unit 220) is 52% of the length of the ottoman 212 of the non-aisle seat unit 210. The resulting bed length of the aisle seat unit 220 is 87% of the bed length of the non-aisle seat unit 210. In this embodiment, the total bed length of the aisle seat unit 220 is 181.9 cm and the total bed length of the non-aisle seat unit 210 is 208.4 cm.

Figure 2B shows the seating arrangement 200 when the seats 211, 221 are in the seat, or upright, configuration, and Figures 2C and 2D show the seating arrangement 200 when the seats 211, 221 are in the bed, or lie-flat, configuration.

As seen in Figure 2B, when the seats 211, 221 are in the seat configuration, the distance between the front edge of the seat 211 and the rear edge of the ottoman 212 of the non-aisle seat unit 210 is substantially equal to the distance between the front edge of the seat 221 and the rear edge of the ottoman 222 of the aisle seat unit 220. As such, passengers of the seat units 210, 220 are provided with a substantially equal amount of legroom.

As seen in Figures 2B, 2C and 2D, a further aisle seat unit 260 and a further non-aisle seat unit 270 are located in front of the aisle seat unit 220 and the non-aisle seat unit 210, respectively. That is, the further aisle seat unit 260 is longitudinally adjacent to the aisle seat unit 220, and the further non-aisle seat unit 270 is longitudinally adjacent to the non-aisle seat unit 210. The four seat units 210, 220, 260, 270 form two successive rows of seat units. The further aisle seat unit 260 and the further non-aisle seat unit 270 are similar to the aisle seat unit 220 and the non aisle seat unit 210, respectively, and will not be described in detail. The seats 261, 271 of the further aisle seat unit 260 and further non-aisle seat unit 270 face in the same direction as the seats 211, 221 of the non-aisle seat unit 210 and the aisle seat unit 220.

Retaining barriers 215, 225 extending along a side edge of each of the ottomans 212, 222 are arranged to retain a passenger’s feet and/or a blanket, and reduce a likelihood of a passenger’s feet rolling off the bed. The retaining barriers 215, 225 are made from foam, thereby forming a soft and comfortable edge.

Figures 3 A and 3B show plan views of a seating arrangement 300 for an aircraft cabin according to a second embodiment. Several items depicted in Figures 3A and 3B are similar to those depicted in Figures 2A-2D. Corresponding reference signs, incremented by 100, are used for similar items.

In this embodiment, three seat units 310, 320, 330 are arranged in a row between two longitudinal aisles 340, 350 of the aircraft cabin. A first aisle seat unit 320 is located adjacent to a first aisle 340, a second aisle seat unit 330 is located adjacent to a second aisle 350, and a non-aisle seat unit 310 is located in between the two aisle seat units 320, 330. The seat units 310, 320, 330 are laterally aligned, or non-staggered, in this embodiment. The longitudinal axes (not shown) of the seat units 310, 320, 330 are co-aligned and substantially parallel with the aisles and/or with a longitudinal axis of the cabin.

The ottomans 322, 332 of the aisle seat units 320, 330 are shorter (along the longitudinal axis of the seat unit) than the ottoman 312 of the non-aisle seat unit 310. This allows the passenger of the non-aisle seat unit 310 to access either of the two aisles 340, 350 when the seats 321, 331 of the aisle seat units 320, 330 are in the lie- flat configuration. As such, every passenger of the seat units 310, 320 330 has access to at least one of the two aisles 340, 350. In this embodiment, the ottomans 322, 332 of the aisle seat units 320, 330 are 48% shorter (along the longitudinal axis of the seat unit) than the ottoman 312 of the non-aisle seat unit 310. The resulting bed lengths of the aisle seat units 320, 330 are 13% shorter than the bed length of the non-aisle seat unit 310. 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.

The ottoman 212 of the non-aisle seat unit 210 may not abut the front panel 214 of the non-aisle seat unit 210. That is, the ottoman 212 of the non-aisle seat unit 210 and the ottoman 222 of the aisle seat unit 220 may both be spaced apart from the respective front panels 214, 224, but such a spacing may be greater for the ottoman 222 of the aisle seat unit 220 than for the ottoman 212 of the non-aisle seat unit 210.

The ottoman 212 of the non-aisle seat unit 210 and the ottoman 222 of the aisle seat unit 220 may have substantially the same length as each other (along the longitudinal axis of the seat unit). In such examples, the overall difference in bed length between the non-aisle seat unit 210 and the aisle seat unit 220 may be provided by a difference in the longitudinal position of the ottomans 212, 222 within the respective seat units 210, 220. For example, a distance between a rear edge of the ottoman 222 of the aisle seat unit 220 and a front edge of the seat 221 of the aisle seat unit 220 may be less than a distance between a rear edge of the ottoman 212 of the non-aisle seat unit 210 and a front edge of the seat 211 of the non-aisle seat unit 210.

The ottomans 212, 222 may each comprise a storage unit for storage. For example, the ottomans 212, 222 may be substantially hollow (providing an internal volume for storage). In some examples, the ottomans 212, 222 comprise no retaining barriers. As such, the upper surfaces of the ottomans 212, 222 may be substantially flat.

The front panels 214, 224 may not have monitors mounted to them. The front panels 214, 224 and/or the rear panels 213, 223 may be of any suitable height. For example, such panels may extend at least 100 cm from the cabin floor, or at least 140 cm from the cabin floor.

The non-aisle seat unit 210 and the aisle seat unit 220 may be located not adjacent to one another. For example, a further seat unit may be arranged in between the non-aisle seat unit 210 and the aisle seat unit 220. The aisle seat unit 220 may be located not adjacent to an aisle of the cabin. For example, a further seat unit may be arranged in between the aisle seat unit 220 and the aisle.

The longitudinal axis of the non-aisle seat unit 210 and/or of the aisle seat unit 220 may be angled (i.e. non-parallel) with respect to the longitudinal axis of the cabin. The longitudinal axes of the seat units 210, 220 may be angled with respect to one another.

In some examples, the front boundary of the non-aisle and aisle seat units 210, 220 does not coincide with a rear boundary of a further row of seat units. The seats 211, 221 of the seat units 210, 220 may be arranged to face a wall that extends substantially perpendicular to the aisle 240, for example. This may be the case where the seat units 210, 220 are arranged to form part of a front row of seat units in the cabin, with respect to the flight direction. Similarly, the rear boundary of the non-aisle and aisle seat units 210, 220 may not coincide with a front boundary of a further row of seat units. This may be the case, for example, where the seat units 210, 220 are arranged to form part of a rearmost row of seat units in the cabin, with respect to the flight direction.

The distance between the rear panel 213 and front panel 214 of the non-aisle seat unit 210 may be different than the distance between the rear panel 223 and the front panel 224 of the aisle seat unit 220. As such, the non-aisle seat unit 210 may have a different pitch than the aisle seat unit 220.

The non-aisle seat unit 210 and the aisle seat unit 220 may be staggered relative to one another. In other words, the non-aisle seat unit 210 and the aisle seat unit 220 may not be laterally aligned in some cases. The rear panels 213, 223 may be staggered relative to one another. The front panels 214, 224 may be staggered relative to one another. One or both of the ottomans 212, 222 may comprise a covered footwell in some examples.

Where a non-aisle seat unit 310 is arranged in between two aisle seat units 320, 330 adjacent to two respective aisles 340, 350, the ottoman 312 of the non-aisle seat unit 310 may be longer than only one of the ottomans 322, 332 of the aisle seat units 320, 330. For example, the ottoman 312 of the non-aisle seat unit 310 may have the same length (along the longitudinal axis of the seat unit) as the ottoman 322 of the first aisle seat unit 320, whereas the ottoman 332 of the second aisle seat unit 330 may be shorter (along the longitudinal axis of the seat unit) than the ottoman 312 of the non-aisle seat unit 310. In such a scenario, the passenger of the non-aisle seat unit 310 can still access one of the two aisles 340, 350 directly.

The seating arrangements 200, 300 may comprise more, fewer and/or different components than those depicted above. For example, the seating arrangements 200, 300 may not comprise rear panels and/or front panels in some examples. 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.

The features of any dependent claim may be combined with the features of any of the independent claims or other dependent claims. Features described in relation to one example or embodiment may be used in other described examples or

embodiments, e.g. by applying relevant portions of that disclosure.