GB2580158A

GB2580158A - Aircraft seating configuration

Info

Publication number: GB2580158A
Application number: GB1821118.5A
Authority: GB
Inventors: Fiddimore Matthew
Original assignee: Factory Design Ltd
Current assignee: Factory Design Ltd
Priority date: 2018-12-21
Filing date: 2018-12-21
Publication date: 2020-07-15
Anticipated expiration: 2038-12-21
Also published as: GB201821118D0; GB2580158B; WO2020128057A1

Abstract

An aircraft seating configuration has a number of seats of two different types arranged on a support surface (fig.5,150). The first seat type 106 is configured to recline by a greater amount than the second seat type 104. The seats are arranged in rows having an alternating pattern, where a first R1 and third row R3 contains one or more of the first seat type, and a second row R2 contains one or more of the second seat type. Rows may contain two to twelve seats; aisles may divide rows into seat groups, each group contains the same seat type, but groups in a row may be of different types. Preferably, each seat has a base (fig.5,104b,106b) and a backrest (fig.5,104a,106a). In the first seat type both the base and the backrest may recline relative to the support surface, or the backrest may recline relative to the base by 6 to 12 degrees. In the second seat type the base and backrest may be in a fixed orientation relative to the base. The second seat type may have a pitch (fig.5,P2) equal to or less than the first type, in the range of 27 to 37 inches.

Description

Aircraft seating configuration The present invention relates to a seating configuration for an aircraft. More particularly, the present invention relates to a seating configuration for an aircraft that is arranged to offer a plurality of different seating configurations within a single general cabin class.

There is increasing pressure on airlines to reduce the cost of air travel, and at the same time to make a wider range of seating options available to passengers. Commonly, an economy airline may charge a premium for specific economy seating which, by virtue of its location or configuration, offers a passenger greater space or flexibility. For example, many budget airlines sell front row seats (which are located behind a bulkhead) or emergency exit row seats for a premium since these seats offer the passenger greater living space in the form of improved legroom or the absence of another seatback in front. However, there are relatively few of these seats available within a typical economy configuration.

An alternative is to offer an intermediate class of seating in between economy and business class, for example. This may be known as "economy plus" on some carriers. Figures 1 and 2 illustrate a known example of such a configuration.

Figure 1 shows a schematic plan view of a typical aircraft seating configuration 10. The seating configuration 10 comprises a plurality of seats arranged in an economy class cabin 12. Within the economy class cabin 12, a block of seats is arranged in an "economy plus" (Y+) configuration 14, and a further block of seats arranged in an "economy" (Y) configuration 16.

Typically, economy seats are located towards the rear of the aircraft. The difference in the seating configurations between Y and Y+ are shown in Figures 2a and 2b. Figure 2a shows a typical Y seat 18. A Y seat may have a fixed seat back 20 and a relatively small seat pitch. In contrast, as shown in Figure 2b, a typical Y+ seat 22 generally comprises a movable or reclining seat back 24 and typically has a more generous seat pitch. This translates into more living space for the passenger.

However, this configuration has other drawbacks. These are illustrated in Figure 3. For example, as shown, the front row of the Y class has reduced room when compared to subsequent rows because the reclining seat back of the adjacent Y+ seat in front impinges upon the living space of the Y class passenger.

Further, as shown, the space available to Y+ passengers depend upon the angle of inclination of the seat in front. If this is also a Y+ seat, the living space available may be restricted if the Y+ occupant wishes to maintain their seat in an upright position. Passengers often object to the reclining of the seat back in front of them which may force them to recline their own seat to regain living space.

Therefore, there is a technical problem in the art that such known seat layouts have drawbacks in terms of flexibility and efficient utilisation of available space. The present invention, in embodiments, look to address these issues.

According to a first aspect of the present invention, there is provided an aircraft seating configuration comprising: a plurality of seats arranged on a support surface, the plurality of seats comprising seats of a first type and seats of a second type different from the first type, wherein the seats of the first type are configured to be, in use, reclined by a greater amount relative to the support surface than the seats of the second type, wherein the plurality of seats are arranged in a plurality of adjacent rows having an alternating configuration pattern wherein a first row comprises one or more seats of the first type, a second row comprises one or more seats of the second type and a third row comprises one or more seats of the first type.

In one embodiment, each seat comprises a seat base and a seat backrest.

In one embodiment, the seat base and seat backrest of seats of the second type are arranged in a fixed orientation with respect to the support surface.

In one embodiment, the seat backrest of seats of the first type is reclinable relative to the support surface.

In one embodiment, the seat backrest of the or each seat of the first type is reclinable relative to the respective seat base.

In one embodiment, the seat backrest of the or each seat of the first type is reclinable relative to the respective seat base through an angle in the range from 6 to 12 degrees.

In one embodiment, wherein the seat backrest of the or each seat of the second type is reclinable relative to the respective seat base through an angle which is smaller than the angle through which a seat backrest of the or each seat of the first type is reclinable.

In one embodiment, the seat backrest of the or each seat of the second type is arranged in a fixed orientation relative to the respective seat base.

In one embodiment, each seat within an intermediate row defines a minimum living space region delimited by a front surface of the seat backrest of said seat when in an upright position and a rear surface of the seat backrest of the seat directly in front.

In one embodiment, the minimum living space region for seats of the first type is fixed.

In one embodiment, the minimum living space region for seats of the second type is variable.

In one embodiment, the alternating configuration pattern is repeated across a multiplicity of rows.

In one embodiment, the alternating configuration pattern is interspersed with a plurality of adjacent rows comprising the same type of seat.

In one embodiment, each row comprises a plurality of seats.

In one embodiment, each row comprises between two and twelve seats.

In one embodiment, the seats within each row are spaced by one or more aisles which divide the seats within each row into a plurality of groups.

In one embodiment, the seats within a group are all of the same type.

In one embodiment, different groups within a row comprise different seat types.

In one embodiment, each seat has a seat pitch and the one or more seats of the second type each have a seat pitch which is equal to or less than the seat pitch of the or each seats of the first type.

In one embodiment, the or each seats of the second type have a seat pitch which is the same as the seat pitch of the or each seats of the first type.

In one embodiment, each seat has a seat pitch in the range of 27 to 37 inches.

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings, in which: Figure 1 shows a schematic plan view of a seating configuration according to a known arrangement; Figure 2a shows a schematic side view of an economy (Y) class seat according to a known arrangement; Figure 2b shows a schematic side view of an economy plus (Y+) class seat according to a known arrangement; Figure 3 shows an example of a known seating configuration for the Y and Y+ seats shown in Figures 2a and 2b; Figure 4 shows a schematic plan view seating configuration according to a first embodiment of the present invention; Figure 5 shows a schematic side view of the seating configuration of Figure 4; Figure 6 shows a schematic plan view of the seating configuration of the first embodiment applied to an entire exemplary class section of an aircraft;

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Figure 7 shows a schematic plan view of a class layout configuration according to a second embodiment of the invention; and Figure 8 shows a schematic plan view of a part of a class layout configuration according to a third embodiment of the invention.

The present invention provides, for the first time, an alternating mixture of different seating configurations within the same general class (for example, economy). The present invention is based on the realisation that, by providing an alternating configuration of seating, additional benefits can be realised in terms of available space and passenger choice, whilst eliminating some of the drawbacks of conventional seating configurations.

Embodiments of the present invention will now be described with reference to Figures 4 to 8.

Figure 4 shows a small subset of a schematic plan view of a seat layout 100 in which different seat types are arranged within a single airline class 102 in a mixed manner. Only a subset of the seats within the class 102 are shown. In Figure 4, only four rows of seats within a single block of seats are shown for clarity.

As shown, seats of a first type 104 are arranged in alternating rows with respect to seats of a second type 106. As shown, Rows R2 and R4 each have seats of the first type 104 and rows R1 and R3 have seats of the second type 106. In other words, considering three adjacent rows, a seat in the row of three adjacent rows having a particular type (first or second type) will have a seat of the opposite type ahead and behind.

A schematic side view of seats in rows R1 to R4 is shown in Figure 5 As shown, seats of the first type 104 have a seat backrest 104a and a seat base 104b.

Seats of the second type 106 have a seat backrest 106a and a seat base 106b. In this embodiment, seats of the first type 104 are "economy plus" (Y+) and seats of the second type 106 are "economy" (Y) seats. The seats are arranged on a support floor surface 150.

Seats of the first type 104 are operable, in use, to recline between an uppermost backrest position B1 and a fully reclined backrest position B2. The precise angle through which the seat backrest 104a may be reclined is not material to the present invention.

However, such angles may be in the range of 6 to 12 degrees.

The term "recline" may cover numerous different seat adjustment mechanisms. For example, as is conventional, the seat backrest 104a may pivot with respect to a fixed seat base 104b. Alternatively, the seat backrest 104a and seat base 104b may articulate, i.e. the seat base 104b may slide forwards within a fixed frame structure and the seat backrest 104a recline with respect thereto. Alternatively, the entire seat structure may pivot with respect to the support floor surface 150. As a further alternative, the seat may pivot on multiple axes between an upright position B1 and a reclined position B2.

Overall, what is meant by reclining is that a passenger sitting in the seat will be seated in a more reclined position with respect to the support floor surface 150 when the seat 104 is in position B2 than when the seat is in position B1. In other words, the passenger will be seated in a less reclined, more upright position when in position B1.

The seat 104 also has a seat pitch Al. Seat pitch refers to the space between a point on one seat and the same point on the seat in front of it. The precise dimensions of seat pitch are not material to the present invention. However, the seat pitch in an economy class may be in the range of 27 to 37 inches (69 cm to 94 cm) and, preferably, 29 to 32 inches (74 to 81 cm). Greater seat pitch may translate into greater legroom for the passenger. However, greater seat pitch also reduces the number of rows of seats which may be included in a cabin.

Seats of the second type 106 are, in this embodiment, fixed and unable to recline. In other words, seat backrest 106a is arranged in a fixed relation to the seat base 106b and the entire seat is arranged in a fixed orientation with respect to the support floor surface 150. In embodiments, the seat 106 has a pitch P2 which is equal to or less than the pitch P1 of seat 104 of the first type. "7

This configuration conveys numerous benefits. For example, a passenger in seat 104 of the first type is guaranteed a minimum "living space" Si by virtue of the fixed seat back of the seat 106 in front. Whilst the passenger in seat 104 is able to recline their seat, the seat 106 is fixed and so defines space Si which cannot be impinged upon.

In contrast, seat 106 has a reduced living space S2 which is defined by the rearmost reclined position 62 of the seat backrest 104a. A passenger in a seat of the second type 106 may have more than this if the passenger in seat 104 does not recline fully, but this is not guaranteed.

This approach enables a flexible and large number of different seating classes to be distributed within a single class such as economy. Additional space and benefits for economy plus passengers can be carved out by virtue of the deliberate restrictions on basic economy seats in adjacent rows.

This provides an improved experience for economy plus passengers who do not have to experience the inconvenience of a seat reclining in front of them and restricting their space. Further, it enables an airline to provide a more flexible mix and additional tier of seating within a single class, potentially generating greater revenue for economy plus seats which may enable cheaper, but more restricted, basic economy seats to be provided, all within the same class cabin.

It should be noted that the variation in seat recline may be independent of seat pitch. Any suitable seat pitch may be used with either seats 104 of the first type and/or seats of the second type 106. As described above, in embodiments, the seat pitch of a seat 106 of the second type has a pitch P2 which is equal to or less than the pitch P1 of seat 104 of the first type. When the seat pitches P1 and P2 are equal, then the benefit of the seats 104 of the first type are that the limited or no recline of the seat 106 in front offers reduced or no variability in living space. When combined with increased seat pitch of seats 104 of the first type, this increases living space still further.

However, this is not to be taken as limiting and carriers may wish to provide improved flexibility, for example, with increased seat pitch for seats 106 of the second type with respect to seats 104 of the first type but where seats of the second type are subject to

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increased variablity of living space. This may, in non-limiting embodiments, enable greater luggage storage space in the passenger's feet area for seats of type 106, which may not be required for seats 104 of the first type.

Figure 6 shows a schematic plan view of an embodiment of the invention extrapolated to cover an entire class cabin 102 on a typical airliner. In Figure 6, the seats are configured as may be typical for a wide-body airliner such as the Boeing 777 or Airbus 330/340, with a double aisle defining three sections of seats within a single row. However, this is for exemplary purposes only and any configuration of aisle and number of seats in a row could be used, for example, a single, double or even triple aisle arrangement could be used.

Further, the embodiment of Figure 6 shows all seats within a given row comprising the same seat type. Again, this need not be the case and seats of different type may be located within a single row, provided that the alternating configuration exists for at least some seats within at least three adjacent rows.

For example, within a given row, seats in the centre section of a row between the aisles may be of a first type 104, and seats of a second type 106 may be located in the block of seating adjacent the windows. An example of this is shown in a second embodiment of the present invention as exemplified by configuration 200 shown in Figure 7.

In embodiments, seat type may vary from one seat to the next, provided that the seat types alternate at least twice across at least three rows.

In further embodiments, configurations in accordance with the present invention may be mixed with conventional arrangements to lead to a more diverse mix of seat configurations within a class.

Figure 8 shows an exemplary configuration of 10 rows in which seat configurations in accordance with embodiments of the present invention are mixed with conventional arrangements. As shown, in rows R1 and R2, seats of a first type 104 are located directly behind one another as is known. Row R3 and R4 are conventional economy seating, and Rows R5 to R10 are in accordance with embodiments of the invention.

This would allow four different types of seating configuration within an economy class, economy plus (Y+) which would comprise rows R5, R7 and R9, basic economy (Y) which would comprise rows R3, R6, R8 and R10, and two intermediate levels -row R4 which would provide greater guaranteed living space than basic economy (Y) and row R2 which would provide less guaranteed living space than economy plus (Y+).

Variations would be apparent to the skilled person. For example, whilst the above examples have been described with reference to seats of the first type 104 being reclinable and seats of the second type 106 being fixed and non-reclinable, this need not be the case.

For example, seats of the second type 106 may be reclined but through a smaller range than seats of the first type 104. This would, therefore, convey the benefits of greater guaranteed living space Si for passengers in seats of the first type 104 than passengers in seats of the second type 106, although the living space Si would in some instances and configurations, be variable. However, the living space Si would be variable to a lesser degree than living space S2.

Further, different types of seat recline mechanism may be provided for different seat types. For example, reclining seats may be provided for seats of the second type 106 which do not impinge upon the living space of the seat behind, whereas seats of the first type 104 may do so. In an example of this, seats of the first type 104 may have a seat backrest 104a which reclines into the living space of the passenger in a seat of the second type 106 behind.

However, the seats of the second type 106 may have a reclining configuration which does not impinge upon the space behind, such as an articulated seat base 106b which slides forward to enable the seat backrest 106a to be presented at a shallower angle to the support floor surface so the passenger will sit in a more reclined position. Such a configuration may be seen as less desirable since the reclining action happens within a defined living space and does not extend into the living space of the passenger behind.

Embodiments of the present invention have been described with particular reference to the examples illustrated. While specific examples are shown in the drawings and are herein described in detail, it should be understood, however, that the drawings and detailed description are not intended to limit the invention to the particular form disclosed. It will be appreciated that variations and modifications may be made to the examples described within the scope of the present invention.

Claims

CLAIMS1. An aircraft seating configuration comprising: a plurality of seats arranged on a support surface, the plurality of seats comprising seats of a first type and seats of a second type different from the first type, wherein the seats of the first type are configured to be, in use, reclined by a greater amount relative to the support surface than the seats of the second type, wherein the plurality of seats are arranged in a plurality of adjacent rows having an alternating configuration pattern wherein a first row comprises one or more seats of the first type, a second row comprises one or more seats of the second type and a third row comprises one or more seats of the first type.
2. An aircraft seating configuration according to claim 1 or 2, wherein each seat comprises a seat base and a seat backrest.
3. An aircraft seating configuration according to claim 2, wherein the seat base and seat backrest of seats of the second type are arranged in a fixed orientation with respect to the support surface
4. An aircraft seating configuration according to claim 2, wherein the seat backrest of seats of the first type is reclinable relative to the support surface.
5. An aircraft seating configuration according to claim 2, wherein the seat backrest of the or each seat of the first type is reclinable relative to the respective seat base.
6. An aircraft seating configuration according to claim 5, wherein the seat backrest of the or each seat of the first type is reclinable relative to the respective seat base through an angle in the range from 6 to 12 degrees.
7. An aircraft seating configuration according to claim 5 or 6, wherein the seat backrest of the or each seat of the second type is reclinable relative to the respective seat base through an angle which is smaller than the angle through which a seat backrest of the or each seat of the first type is reclinable.
8. An aircraft seating configuration according to claim 5 or 6, wherein the seat backrest of the or each seat of the second type is arranged in a fixed orientation relative to the respective seat base.
9. An aircraft seating configuration according to claim 2, wherein each seat within an intermediate row defines a minimum living space region delimited by a front surface of the seat backrest of said seat when in an upright position and a rear surface of the seat backrest of the seat directly in front.
10. An aircraft seating configuration according to claim 9, wherein the minimum living space region for seats of the first type is fixed.
11. An aircraft seating configuration according to claim 9 or 10, wherein the minimum living space region for seats of the second type is variable.
12. An aircraft seating configuration according to any one of the preceding claims, wherein the alternating configuration pattern is repeated across a multiplicity of rows.
13. An aircraft seating configuration according to claim 12, wherein the alternating configuration pattern is interspersed with a plurality of adjacent rows comprising the same type of seat.
14. An aircraft seating configuration according to any one of the preceding claims, wherein each row comprises a plurality of seats.
15. An aircraft seating configuration according to claim 14, wherein each row comprises between two and twelve seats.
16. An aircraft seating configuration according to claim 14 or 15, wherein the seats within each row are spaced by one or more aisles which divide the seats within each row into a plurality of groups.
17. An aircraft seating configuration according to claim 16, wherein the seats within a group are all of the same type.
18. An aircraft seating configuration according to claim 17, wherein different groups within a row comprise different seat types.
19. An aircraft seating configuration according to any one of the preceding claims, wherein each seat has a seat pitch and the one or more seats of the second type each have a seat pitch which is equal to or less than the seat pitch of the or each seats of the first type.
20. An aircraft seating configuration according to claim 19, wherein the or each seats of the second type have a seat pitch which is the same as the seat pitch of the or each seats of the first type.
21. An aircraft seating configuration according to any one of the preceding claims, wherein each seat has a seat pitch in the range of 27 to 37 inches.