GB2601774A

GB2601774A - Aircraft seating configuration

Info

Publication number: GB2601774A
Application number: GB2019411.4A
Authority: GB
Inventors: Graham Ryan; Tennent Peter
Original assignee: Factorydesign Ltd
Current assignee: Factorydesign Ltd
Priority date: 2020-12-09
Filing date: 2020-12-09
Publication date: 2022-06-15
Anticipated expiration: 2040-12-09
Also published as: GB2601774B; GB202019411D0; WO2022122862A1

Abstract

A seating configuration for an aircraft cabin has an aisle (fig.1,104) extending parallel to a longitudinal axis (fig.1,X) of the aircraft cabin, a number of seats arranged in one or more rows R1’, each row containing, on the same side of the aisle, at least one aisle seat 108-1 and at least one non-aisle seat 110-1 spaced apart to define a passenger access passageway 116-1 between them, which forms at least part of an access pathway E1B extending from the non-aisle seat to the aisle to the rear of the aisle seat. Preferably, aisle seats face outwardly from the aisle at an angle between 35-45°, and non-aisle seats at 0-15°. A console (fig.8,120) may infill the passageway if the pathway is not required. Also claimed is a seating configuration for an aircraft cabin with an aisle extending parallel to a longitudinal axis of the cabin having at least one row containing an aisle seat and a non-aisle seat arranged such that the non-aisle seat has two distinct access pathways E1A,E1B extending from the non-aisle seat to the aisle. One pathway E1A may pass through forward of the aisle seat, through the passenger living space.

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. There is also significant demand to provide route efficiency and flexibility with regard to aircraft and m aircraft cabins.

Traditionally, long-haul routes are serviced by wide-body jet aircraft such as the Boeing 747, 777 and 787, and Airbus A330, A340 and A380 airliners. These aircraft typically have a twin aisle configuration such that in any given row there are three blocks of seats separated by two aisles.

However, recently there has been renewed interest in narrow-body jet airliners for long haul. Well-established aircraft such as the Boeing 757 have been joined by newer versions of aircraft which are conventionally used on short-haul routes such as the Airbus A320 and A321 series, and Boeing B737 now configured for longer range.

Airlines have found the use of such aircraft to be a commercial success on long-haul routes, typically in a mixed class or entirely business class configuration. They also offer significant benefits in terms of flexibility and route efficiency.

Due to their narrow cabin widths, these aircraft are configured with a single, central aisle. In this configuration it is known to provide a variety of different cabin classes with various types of seating.

Often in First or Business class, lie-flat seating is provided whereby a seat can be converted into a lie-flat bed and vice versa. At the other end of the scale, classes such as economy and premium economy have conventional 2-2 or 3-3 seating either side of the aisle. They comprise reclining seats with varying degrees of seat width and seat pitch depending upon. However, there is little variation in between these two basic types.

There is therefore a technical need in the art to provide an intermediate seating arrangement which has additional comfort and convenience for passengers beyond conventional premium economy/lower business class 2-2 or 3-3 arrangements but which is more space-efficient than the space-hungry, lie-flat seating found in long-haul Business and First classes. Further, there is a technical problem in the art that known single aisle lie-flat, 2-2 and 3-3 seating configurations all restrict direct aisle access for the majority of passengers. The present invention, in embodiments, look to address these issues.

According to a first aspect of the present invention, there is provided a seating configuration for an aircraft cabin, comprising: an aisle extending substantially parallel to a longitudinal axis of the aircraft cabin; a plurality of seats arranged in one or more rows, at least one row comprising: at least one aisle seat adjacent the aisle; and at least one non-aisle seat spaced from the aisle and on the same side of the aisle as the aisle seat, wherein the aisle seat and non-aisle seat are spaced apart to define a passenger access passageway therebetween, the passenger access passageway forming at least a part of an access pathway extending from the non-aisle seat to the aisle and arranged to pass between the aisle seat and the non-aisle seat and to the rear of the aisle seat.

In one embodiment, the or each aisle seat is orientated at a first angle to the longitudinal axis of the aircraft cabin.

In one embodiment, the first angle is in the range from 35° to 45°.

In one embodiment, the or each aisle seat is arranged to face outwardly away from the aisle.

In one embodiment, the or each non-aisle seat is orientated at a second angle to the longitudinal axis of the aircraft cabin.

In one embodiment, the second angle is in the range from 0° (parallel to the longitudinal axis) to 15°.

In one embodiment, the or each non-aisle seat is arranged to face outwardly away from the aisle.

In one embodiment, the passenger access passageway is substantially elongate in plan view and extends along an axis which is arranged at an angle to the longitudinal axis of the aircraft cabin.

In one embodiment, the passenger access passageway is arranged at an angle to the longitudinal axis of the aircraft cabin of between 35° to 45°.

In one embodiment, a further access pathway is provided from the non-aisle seat to the aisle, the further access pathway being arranged to pass forwardly of the adjacent aisle seat through the passenger living space of the aisle seat to the aisle.

In one embodiment, at least a part of the access pathway is narrower than the further access pathway.

In one embodiment, at least two adjacent rows of seats are provided, each row comprising: an aisle seat adjacent the aisle; and a non-aisle seat adjacent the aisle seat and spaced from the aisle.

In one embodiment, at least a part of the access pathway is formed by a passageway space arranged between and in communication with the passenger access passageway and the aisle.

In one embodiment, the passageway space is delimited by the rear of an aisle seat in a first row and the side portion of an aisle seat in a second row immediately behind the first row.

In one embodiment, the non-aisle seat in a first row comprises a passenger console unit for both the aisle seat and the non-aisle seat in a second row immediately behind the first row.

In one embodiment, a part of the access pathway from a non-aisle seat in a first row is shared with a part of a further access pathway from a non-aisle seat in a second row immediately behind the first row.

In one embodiment, a passageway space delimited by the rear of an aisle seat in the first row and a side portion of the aisle seat in the second row is shared between the access pathway from the non-aisle seat in the first row and the further access pathway from the non-aisle seat in the second row.

In one embodiment, an infill unit is provided to fill the passenger access passageway in the event that the access pathway is not required.

In one embodiment, the infill unit comprises a console between the aisle and non-aisle seats.

In one embodiment, the or each non-aisle seat is adjacent a respective aisle seat in that row.

In one embodiment, the aircraft cabin comprises a single aisle.

In one embodiment, the aircraft cabin forms part of a narrow-body aircraft.

In one embodiment, the or each non-aisle seat is adjacent a cabin wall of the aircraft cabin.

In one embodiment, at least one row comprises two aisle seats arranged either side of the aisle; and two non-aisle seats each spaced from the aisle and adjacent a corresponding aisle seat, wherein on each side of the aisle an aisle seat and respective non-aisle seat are spaced apart to define a passenger access passageway therebetween, the passenger access passageway forming at least a part of an access pathway extending from the non-aisle seat to the aisle and arranged to pass between the aisle seat and the non-aisle seat and to the rear of the aisle seat.

According to a second aspect of the present invention, there is provided a seating configuration for an aircraft cabin, comprising: an aisle extending substantially parallel to a longitudinal axis of the aircraft cabin; a plurality of seats arranged in one or more rows, at least one row comprising: an aisle seat adjacent the aisle; and a non-aisle seat; wherein the seating configuration is arranged such that the non-aisle seat is provided with two distinct access pathways extending from the non-aisle seat to the aisle.

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 an embodiment; Figure 2 shows a more detailed schematic plan view of a seating configuration according to an embodiment; Figure 3 shows a front perspective view of two seats forming part of the seating configuration of Figures 1 and 2; Figure 4 shows a front perspective view of two rows of two seats forming part of the seating configuration of Figures 1 and 2; Figure 5 shows a rear perspective view of two rows of two seats of Figure 4; Figure 6 shows a view similar to Figure 2 but showing more detail of the angular configurations; Figure 7 shows a view similar to Figure 2 but showing ingress and egress pathways; and Figure 8 shows a variation where an infill unit is provided between aisle and non-aisle seats according to an embodiment.

The present invention provides, for the first time, a seating configuration where a passenger in a non-aisle seat can be provided with direct aisle access via a route which passes between and behind an adjacent aisle seat.

Embodiments of the present invention will now be described with reference to Figures 1 to 8.

Figure 1 shows a subset of a schematic plan view of a seat layout 100 according to an embodiment of the present invention. In this example, the arrangement is suitable for a premium class. However, this is not to be taken as limiting and alternative classes may be used with the present invention.

As shown, the seat layout 100 comprises a plurality of seats 102 arranged in rows R1, R2, R3, R4. Although only four rows have reference numerals for clarity, it is to be understood that any number of rows may be provided as required. The plurality of seats 102 is separated by a single aisle 104. The aisle 104, in this embodiment, extends parallel to a longitudinal central axis X-X of the aircraft cabin 106. As shown, the aisle 104 is arranged centrally within the cabin 106 such that the aisle 104 is coincident with the axis X-X, although this need not be the case and an aisle 104 may be provided which is offset at least in part from the axis X-X.

Within each row R1, R2, R3, R4, two seats are located on either side of the aisle 104 in pairs, with each pair comprising an aisle seat 108 located adjacent the aisle 104 and a non-aisle seat 110 located remote from the aisle 104. Each aisle seat 108 is configured such that a passenger in that seat has direct access to the aisle 104 such that no other seats are located between the aisle seat 108 and the aisle 104 in a given row or in a lateral direction.

In this embodiment, the non-aisle seat 110 is adjacent a cabin wall 112 and may be located adjacent a window (not shown) of the aircraft cabin 106. However, this need not be the case and arrangements may be used whereby seats are arranged in larger groups, for example groups of three or four either side of the aisle 104. A non-aisle seat 110 therefore comprises a seat which has at least one other seat located between it and the aisle 104 in a given row or in a lateral direction.

Turning now to Figure 2, a smaller group of seats 102 are shown in more detail. In the illustrated example of Figure 2, only seats 102 on one side of the aisle 104 are shown for clarity. In addition, only three rows R1', R2' and R3' are shown.

In this example, the three main types of cabin furniture according to an embodiment are shown. Figure 2 shows a front of cabin section 114, standard aisle and non-aisle seat units 108, 110 and a rear of cabin non-aisle seat unit 110r.

The front of cabin section 114 comprises in-flight facilities for the passengers in the adjacent aisle and non-aisle seats 108, 110 (row R1' in Figure 2) such as an entertainment centre, tables and item stowage.

The rear of cabin non-aisle seat unit 110r comprises a rear façade which acts as a divider either between a different cabin class or a rear bulkhead or other separator (e.g. a toilet or galley) in the passenger cabin.

The aisle seats 108 and non-aisle seats 110 will now be described with reference to Figures 2 to 5. Figure 3 shows a front perspective view of aisle seat 108 and a non-aisle seat 110 separate from the remainder of the cabin for clarity. Figures 4 and 5 show two isometric views of two rows of aisle and non-aisle seats 108, 110 on one side of an aisle 104.

Referring first to Figure 3, the aisle seat 108 comprises a seat frame 108A which is fixed relative to the aircraft cabin 106. A seat unit 108B is arranged within the seat frame 108A and comprises a headrest 108C, a backrest 108D, a base 108E, and a foot rest 108F. Seat unit 108B comprises a "lazy Z" arrangement and is arranged to tilt with respect to the seat frame 108A between an upright position (as shown in Figure 3) and a semi-reclined position.

The seat frame 108A further comprises a dividing panel 1080 adjacent the aisle 104. The dividing panel 1080 provides privacy for a passenger by shielding the passenger from other individuals using the aisle 104. As shown best in Figure 5, the headrest 108F and

S

dividing panel 108G together provide significant degree of privacy for a passenger in an aisle seat 108.

A non-aisle seat 110 will now be described. As shown in Figure 3, the non-aisle seat 110 comprises a seat frame 110A and a seat unit 110B. The seat unit 110B is substantially similar to the seat unit 108B of the aisle seat 108. The seat unit 110B comprises a headrest 110C, a backrest 110D, a base 110E, and a foot rest 110F. Seat unit 110B, in common with seat unit 108B, comprises a "lazy Z" arrangement and is arranged to tilt with respect to the seat frame 110A between an upright position (as shown in Figure 3) and a semi-reclined position.

Seat frame 110A differs from the seat frame 108A of the aisle seat 108 in structure and design. The seat frame 110A comprises a passenger console unit 110H located to the rear of the seat unit 110B for use of the passengers in the row behind. The passenger console unit 110H comprises an entertainment system, item storage and table facilities for passengers in the row behind. Uniquely, the passenger console unit 110H on the non-aisle seat 110 provides facilities for both a passenger in a non-aisle seat 110 and a passenger in an aisle seat 108 in the row behind. In other words, a single unit 110H comprises console units for two passengers in the row behind.

To facilitate this, the console unit 110H has a first console 110HA for a passenger in the aisle seat 108 in the row behind and a second console 11OHN for a passenger in the non-aisle seat 110 in the row behind. The first console 110HA and the second console 11OHN are separated by a dividing wall 110L.

The first console 110HA and the second console 11OHN are arranged at an angle to one another. In an embodiment, the angles are selected such that displays of the entertainment units and rear panel walls of each of the first and second consoles 110HA, 11OHN are substantially perpendicular to the central axis of the respective aisle seat 108 and non-aisle seat 110 of the row behind. In addition, the first and second consoles 110HA, 11OHN are located such that the central axis of the respective aisle seat 108 and non-aisle seat 110 of the row behind passes through the centre of each of the respective first and second console 110HA, 11OHN.

In contrast, no passenger unit or entertainment facilities are located on the rear of the seat frame 108A of the aisle seat 108. However, the shape of the rear of the seat frame 108A has a specific function as described below.

Both aisle seats 108 and non-aisle seats 110 have a seat pitch which is 42 inches or greater. In this embodiment, the seat pitch is 47 inches.

As shown in Figures 3 to 5, the aisle seat 108 and non-aisle seat 110 are spaced apart so as to provide a passageway 116 therebetween. In other words, the aisle seat 108 and the non-aisle seat 110 in a row are separate units having a floor surface therebetween so as to provide an ingress and egress access route between the two seats 108, 110. The passageway 116 is substantially elongate and extends fully between the seats 108, 110 and is sufficiently wide to allow a passenger to pass therethrough.

Further, the passageway 116 is orientated at an angle to the axis X-X and longitudinal direction of the aisle 104 as shown in Figure 6. The passageway 116 makes an angle CI with the axis X-X as shown in Figure 6. In embodiments, this angle is 400 but may be in the range of 35° to 45°.

Further, with reference to Figure 6, it can be seen that whilst the aisle seats 108 and non-aisle seats 110 are positioned in substantially parallel columns parallel to the longitudinal axis X-X, the aisle seats 108 and the non-aisle seats 110 are orientated at angles to the longitudinal axis X-X and to the longitudinal direction of the aisle 104 such that they face outwardly away from the aisle 104 and towards the respective cabin wall 112 on that side of the cabin 106.

As shown in Figure 6, the centreline of each aisle seat 108 makes an angle a with the axis X-X (and longitudinal direction of the aisle 104) of approximately 400.

The non-aisle seats 110 is also arranged such that the centreline thereof is also at an angle to the axis X-X and longitudinal direction of the aisle 104. However, in this embodiment, the non-aisle seats 110 are arranged at an angle 13 of approximately 9° to the axis X-X. Therefore, there is a differential of 310 between the angle of the aisle seats 108 and the non-aisle seats 110.

However, this is to be taken as non-limiting and other ranges and orientations could be used. For example, the angle a that the centreline of the aisle seat 108 makes with the axis X-X may be in a range from 35° to 45°. Further, the centreline of a non-aisle seat 110 may range from being parallel to the axis X-X and aisle 104 (i.e. an angle p of zero) through to an angle p of 15°.

This differential, coupled with the shape of the seat frames 108A of the aisle seats 108, creates a wedge-shaped passageway space 118 between the aisle seat 108 of a first row and the aisle seat 108 of a second adjacent row. The passageway space 118 is in communication with the aisle 104 at one end and the passageway space 116 between the aisle seats 108 and non-aisle seats 110 in a given row at the other end.

This provides an elegant solution for non-aisle seat 110 access without causing undue inconvenience to passengers in the respective aisle seats 108. This is illustrated with reference to Figure 7.

Figure 7 corresponds to Figures 2 and 4 but shows the various ingress/egress routes for the available ingress and egress routes for passengers in non-aisle seats 110.

Consider first a passenger in non-aisle seat 110-1 located in row Rt. If the passenger wishes to leave their seat and reach the aisle 104, in the present invention they advantageously have two egress routes.

Egress route E1A as shown is Figure 7 is a first pathway to the aisle 104 and involves the passenger moving from the non-aisle seat 110-1, between the front of cabin section 114 and the aisle seat 108-1 in that row to the aisle 104. This is the route that is conventional in the art and involves some inconvenience for a passenger in the aisle seat 108-1 because the non-aisle passenger must pass through the living space region of the aisle seat 108-1, and so must pass between the aisle seat 108-1 where the passenger is sitting and their front of cabin section 114. This may require the passenger in aisle seat 108-1 to stand up or move out of their seat as is well known in conventional seating configurations.

However, in the present invention, the non-aisle seat 110-1 passenger has a second pathway from their seat to the aisle 104 in the form of egress route El B. Egress route El B extends from the non-aisle seat 110-1, through passageway 116-1 extending between aisle seat 108-1 and non-aisle seat 110-1, through passageway space 118-1 to the rear of aisle seat 108-1 and into the aisle 104.

The same applies to a passenger in non-aisle seat 110-2 who has the choice of egress routes E2A and E2B. In this example, egress route E2A shares a part of its pathway with egress route El B for a passenger in non-aisle seat 110-1. To explain, egress route E2A involves the passenger moving along a first pathway from the non-aisle seat 110-2, through the living space region of seat 108-2 between the passenger console unit 110HA and the aisle seat 108-2 in that row to the aisle 104.

Egress route E2B is then available along a second pathway along passageway 116-2 into passageway space 118-2 and to the aisle 104. The same applies to ingress/egress routes E3A and E3B for a passenger in non-aisle seat 110-3 who can follow a path which passes through the living space of a passenger in aisle seat 108-3 and into passageway space 118-2, or via passageway 116-3 and passageway space 118-3. It is noted that passageway space 118-3 is bounded by the rear of aisle seat 108-3 and any other cabin fittings (e.g. rear wall, toilet wall, bulkhead, galley wall etc. which may be present at the rear of the cabin).

Thus, the present invention enables a non-aisle seat 110 passenger to access the aisle 104 without disturbing any passengers in aisle seats 108. This is achieved, in non-limiting embodiments, by providing a spaced arrangement of aisle and non-aisle seats 108, 110 and facilitated by having the respective aisle and non-aisle seats 108, 110 orientated at non-zero angles to the axis X-X.

This configuration assists in two ways. First, the spacing between and the angular arrangement of the aisle seats and non-aisle seats 110 provides for a passageway therebetween which is angled relative to the axis X-X and the longitudinal direction of the aisle 104. Secondly, the angled orientation of the seating (particularly the aisle seats 108) rotates the centreline of the seats (and thus the direction in which a passenger faces and their legs extend) away from the aisle 104 to create a space to extend the passageway 116 into the passageway space 118 connected to the aisle 104.

This arrangement has multiple benefits. First, a non-aisle seat 110 passenger has direct and unobstructed access to the aisle 104 without disturbing an aisle seat 108 passenger.

Secondly, a non-aisle seat 110 passenger has a choice of two distinct ingress/egress routes offering flexibility of aisle 104 access. This may be useful in situations where, for example, the aisle seat 108 is unoccupied or is occupied by an accompanying passenger to the non-aisle seat 110.

Further, the choice of routes provides additional flexibility in cabin layouts. By providing two egress routes, the second pathway or second egress route El B, E2B, E3B can be sufficiently wide for passenger comfort but could be narrower than required under safety regulations for emergency evacuation. This is possible because the first pathway ElA, E2A, E3A past the aisle seat 108 passenger may be wide enough to function as an emergency escape route, freeing the second pathway from any minimum dimensions. This may allow for more efficient packaging than would otherwise be possible if the second egress route El B, E2B, E3B was required to function as an emergency escape route.

In certain circumstances, the second pathway or egress route El B, E2B, E3B may not be required. This may be, for example, if two passengers are travelling together and the additional egress route is not needed. Or, for example, an airline selected a particular seat configuration in pairs of seats without a space therebetween.

If this is the case, then an infill unit 120 can be fitted. This is shown in Figure 8. The infill unit 120 fits between the aisle seat 108 and the non-aisle seat 110 in a given row RI, R2', R3' and may be used as a support surface such as an armrest or as a table.

Whilst in Figure 8 this is shown as a single upper panel between the seats 108, 110, other variations are possible. For example, the infill unit 120 may comprise a full height member extending from the floor surface to the top of the armrests. In such an example, the infill unit 120 may comprise a storage bin or other facility.

Variations would be apparent to the skilled person. For example, whilst the above non-limiting examples have been described with reference to the accompanying drawings, the skilled person would be readily aware of variations which fall within the scope of the present invention.

Further, the angular orientation of the seats may be varied as appropriate. As noted, the angle a that the centreline of the aisle seat 108 makes with the axis X-X may be in the range from 35° to 45°. Further, the centreline of a non-aisle seat 110 may range from being parallel to the axis X-X and aisle 104 (i.e. an angle p of zero) through to an angle p of 15°.

The particular configurations of passenger console unit 110H are non-limiting. For example, a passenger console unit 110H may serve only a single passenger, such as a non-aisle passenger in an aisle seat 108 or a non-aisle seat 110, and a second passenger console unit may be located elsewhere, e.g., in the cabin wall or may be attached to the seat frame 108A of a given seat. Indeed, no passenger console units 110H need be present at all on the rear of a non-aisle seat 110 and all could be integrated into the side or front of each seat.

Further, whilst the above embodiments have described a narrow-body cabin with a 2-2 abreast seating arrangement, this need not be so. The present invention is equally applicable to a wide-body configuration having a twin aisle arrangement.

For example, a 2-2-2 arrangement in premium economy could be used in a wide-body arrangement. This would comprise a conventional pair of seats in the centre seat block of a twin aisle wide-body configuration together with a pair of seats along each side according to an embodiment of the invention. This would provide direct aisle access to all passengers in such an arrangement, which is not possible with conventional layouts.

Additionally, more seats may be provided than in a 2-2 configuration. For example, a 3-3 configuration may be used, with an aisle seat and a non-aisle seat being integrated as is known, and a further separate and spaced non-aisle seat being provided with the two distinct pathways as described above.

Alternatively, a 2-3 or 3-2 arrangement could be provided where a third column of non-aisle seats is provided on one side and the layout according to the present invention on the other side.

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. A seating configuration for an aircraft cabin, comprising: an aisle extending substantially parallel to a longitudinal axis of the aircraft cabin; a plurality of seats arranged in one or more rows, at least one row comprising: at least one aisle seat adjacent the aisle; and at least one non-aisle seat spaced from the aisle and on the same side of the aisle as the aisle seat, wherein the aisle seat and non-aisle seat are spaced apart to define a passenger access passageway therebetween, the passenger access passageway forming at least a part of an access pathway extending from the non-aisle seat to the aisle and arranged to pass between the aisle seat and the non-aisle seat and to the rear of the aisle seat.
2. A seating configuration according to claim 1, wherein the or each aisle seat is orientated at a first angle to the longitudinal axis of the aircraft cabin.
3 A seating configuration according to claim 2, wherein the first angle is in the range from 35° to 45°.
4. A seating configuration according to claim 2 or 3, wherein the or each aisle seat is arranged to face outwardly away from the aisle.
5. A seating configuration according to any one of the preceding claims, wherein the or each non-aisle seat is orientated at a second angle to the longitudinal axis of the aircraft cabin.
6. A seating configuration according to claim 5, wherein the second angle is in the range from 0° to 15°.
7. A seating configuration according to claim 5, wherein the or each non-aisle seat is arranged to face outwardly away from the aisle.
8. A seating configuration according to any one of the preceding claims, wherein the passenger access passageway is substantially elongate in plan view and extends along an axis which is arranged at an angle to the longitudinal axis of the aircraft cabin.
9. A seating configuration according to any one of the preceding claims, wherein the passenger access passageway is arranged at an angle to the longitudinal axis of the aircraft cabin of between 35° to 45°.
10. A seating configuration according to any one of the preceding claims, wherein a further access pathway is provided from the non-aisle seat to the aisle, the further access pathway being arranged to pass forwardly of the adjacent aisle seat through the passenger living space of the aisle seat to the aisle.
11. A seating configuration according to claim 10, wherein at least a part of the access pathway is narrower than the further access pathway.
12. A seating configuration according to any one of the preceding claims, wherein at least two adjacent rows of seats are provided, each row comprising: an aisle seat adjacent the aisle; and a non-aisle seat adjacent the aisle seat and spaced from the aisle.
13. A seating configuration according to claim 12, wherein at least a part of the 20 access pathway is formed by a passageway space arranged between and in communication with the passenger access passageway and the aisle.
14. A seating configuration according to claim 13, wherein the passageway space is delimited by the rear of an aisle seat in a first row and the side portion of an aisle seat in a second row immediately behind the first row.
15. A seating configuration according to any one of claims 12 to 14, wherein the non-aisle seat in a first row comprises a passenger console unit for both the aisle seat and the non-aisle seat in a second row immediately behind the first row.
16. A seating configuration according to claim 12 when dependent upon claim 10, wherein a part of the access pathway from a non-aisle seat in a first row is shared with a part of a further access pathway from a non-aisle seat in a second row immediately behind the first row.
17. A seating configuration according to claim 16, wherein a passageway space delimited by the rear of an aisle seat in the first row and a side portion of the aisle seat in the second row is shared between the access pathway from the non-aisle seat in the first row and the further access pathway from the non-aisle seat in the second row.
18. A seating configuration according to any one of the preceding claims, wherein an infill unit is provided to fill the passenger access passageway in the event that the access pathway is not required.to
19. A seating configuration according to claim 18, wherein the infill unit comprises a console between the aisle and non-aisle seats.
20. A seating configuration according to any one of the preceding claims, wherein the or each non-aisle seat is adjacent a respective aisle seat in that row.
21. A seating configuration according to any one of the preceding claims, wherein the aircraft cabin comprises a single aisle.
22. A seating configuration according to any one of the preceding claims, wherein the aircraft cabin forms part of a narrow-body aircraft.
23. A seating configuration according to any one of the preceding claims, wherein the or each non-aisle seat is adjacent a cabin wall of the aircraft cabin.
24. A seating configuration according to any one of the preceding claims, wherein at least one row comprises two aisle seats arranged either side of the aisle; and two non-aisle seats each spaced from the aisle and adjacent a corresponding aisle seat, wherein on each side of the aisle an aisle seat and respective non-aisle seat are spaced apart to define a passenger access passageway therebetween, the passenger access passageway forming at least a part of an access pathway extending from the non-aisle seat to the aisle and arranged to pass between the aisle seat and the non-aisle seat and to the rear of the aisle seat.
25. A seating configuration for an aircraft cabin, comprising: an aisle extending substantially parallel to a longitudinal axis of the aircraft cabin; a plurality of seats arranged in one or more rows, at least one row comprising: an aisle seat adjacent the aisle; and a non-aisle seat; wherein the seating configuration is arranged such that the non-aisle seat is provided with two distinct access pathways extending from the non-aisle seat to the aisle.