Patent Description:
Aircraft galley containers, or aircraft galley inserts, sometimes need the option to be locked.

This is the case, for example, for aircraft galley refrigerators (or fridges) being used to store alcoholic beverages, when airlines fly to destinations having particular restrictions on alcohol. Similarly, locks may be used on aircraft galley containers (e.g., fridges) to prevent theft of valuable products stored within the aircraft galley containers.

Some previous arrangements to provide such a locking function include external lugs being attached to a door and a housing respectively of an aircraft galley container. These external lugs have aligned apertures configured to be used with a padlock or similar external locking device. These lugs, by extending outwards of the aircraft galley container give rise to potential hazards to the aircraft crew within the aircraft cabin, for example, during taxi, take-off, turbulence or landing of the aircraft, as well as in use of the aircraft galley container.

Additionally, the external lugs could be broken off from outside the aircraft galley container, weakening the security of the lock.

There is a desire to provide an improved aircraft galley container having a secure locking function that does not give rise to said hazards.

Furthermore, there is a desire to reduce the input required from pilots or cabin crew to operate safety features, such as the locking function above, associated with aircraft galley containers.

<CIT> discloses a prior art aircraft as set forth in the preamble of claim <NUM>.

<CIT> discloses a prior art galley lock.

<CIT> discloses a latch assembly for use in self-cleaning ovens.

From one aspect, there is provided an aircraft as recited in claim <NUM>.

From another aspect, there is provided a method as recited in claim <NUM>.

Various embodiments of this disclosure will now be described by way of example only, with reference to the accompanying drawings in which:.

With reference to <FIG>, there is described a previous aircraft galley container <NUM>. The illustrated aircraft galley container <NUM> is an aircraft galley refrigerator <NUM> (or an aircraft galley fridge). The aircraft galley container <NUM> has a door <NUM> hingedly attached to a storage compartment <NUM>. The storage compartment <NUM> has side panels <NUM>, a top panel <NUM>, a bottom panel <NUM> and an aft panel <NUM>. The storage compartment <NUM> is configured to house a variety of objects, such as alcoholic beverages. As will be appreciated the aircraft galley container <NUM> may also be used to store other items, such as food, jewellery, or other items sold on an aircraft.

The aircraft galley container <NUM> may include ancillary features, such as handle <NUM> or labelling features (labels) <NUM>.

The door <NUM> has a handle <NUM>, which is operable to selectively unlatch the door <NUM>, by controlling a latch mechanism, as described below, so the container may be opened. The mechanism for unlatching, and latching the door is illustrated in <FIG>.

The door <NUM> may also include a secondary latch mechanism (not illustrated) operated by a control <NUM>, such as a button or a lever.

This previous aircraft galley container <NUM> includes a locking feature in the form of a pair of lugs <NUM> and a padlock <NUM>. The lugs <NUM> are attached to the door <NUM> and the storage compartment <NUM> respectively, and are arranged such that apertures in each of the lugs <NUM> are aligned when the door <NUM> is closed. In the closed position, the padlock <NUM> is used to lock the door <NUM> by extending through the apertures in the lugs <NUM>.

The present disclosure, as described below, includes an alternative locking feature to the pair of lugs <NUM> and padlock <NUM>.

With reference to <FIG>, <FIG>, <FIG> the latch mechanism <NUM> (or primary latch mechanism) is described. The latch mechanism <NUM> shown herein is used in each of the aircraft galley container <NUM> of <FIG> and also the aircraft galley container of the disclosure described below with reference to <FIG>. As will be appreciated, the lock of the aircraft galley container of the disclosure is not shown in <FIG>, <FIG>, <FIG>.

The latch mechanism <NUM> is illustrated in a latched position in <FIG> and an unlatched position in <FIG>.

The latch mechanism <NUM> includes a pair of rods <NUM> having a first end 4A and a second end 4B. As will be appreciated the latch mechanism <NUM> could function with just a single rod <NUM>, either the upper or lower rod as illustrated. However, a pair of rods <NUM> as illustrated provides the required strength of the latch mechanism <NUM> in aircraft galley containers. Each rod <NUM> is translatable along a rod axis A, which is upwards and downwards as shown in <FIG>. As will be appreciated, the orientation of the rod axis A may be different to upwards and downwards and the reference to up and down is with respect to the aircraft galley container <NUM> in normal use.

The latch mechanism <NUM> includes a pair of holes <NUM>, which may be blind holes, within the storage compartment <NUM> into which the first ends 4A of the rods <NUM> can extend. In the latched position (<FIG>), the first ends 4A of the rods <NUM> are located in the holes <NUM>, and in the unlatched position, (<FIG>), the first ends 4A of the rods <NUM> are spaced from the holes <NUM>. As will be appreciated, in the arrangement having only a single rod <NUM>, only a single hole <NUM> is required. Additionally, grooves or slots could be used in place of the holes <NUM>, provided that when the latch mechanism <NUM> is in the latched position, the rods <NUM> engage with the storage compartment <NUM> to prevent opening of the door <NUM>. The illustrated holes <NUM> are in the top panel <NUM> and bottom panel <NUM> of the storage compartment <NUM> respectively. However, with an alternative design, the rods could be arranged to extend into and retract out of holes elsewhere in the storage compartment <NUM>.

The latch mechanism <NUM> also includes a rotatable plate <NUM>, operable to translate the rods <NUM>. The rotatable plate <NUM> is shown in isolation in <FIG>.

The rotatable plate <NUM> is fixed to the handle <NUM> by a fastener <NUM>.

The rotatable plate <NUM> includes a pair of opposed tracks <NUM> (or there is only a single track when only a single rod <NUM>) engaged with the second ends 4B of the rods <NUM>, for example via a lug that may slide along the track <NUM>. The opposed tracks <NUM> have a partial spiral shape in that they each include a primary radius R<NUM> at a first end 12A of the track <NUM> and a secondary radius R<NUM> at a second end 12B of the track <NUM>, wherein the primary radius R<NUM> is larger than the secondary radius R<NUM>.

When the handle <NUM> is rotated, the rotational movement is transferred to the rotatable plate <NUM>. As illustrated, the rotatable plate <NUM> is rotated, upon rotation of the handle <NUM>, in an anticlockwise direction from what is shown in <FIG> to what is shown in <FIG>.

The rods <NUM> are maintained in the rod axis A and only translate back and forth along the rod axis A. This means that at the rotatable plate <NUM> rotated, the second ends 4B of the rods <NUM> slide along the tracks <NUM> and are concurrently translated toward the middle of the rotatable plate <NUM> along the rod axis A.

This causes the first ends 4A of the rods <NUM> to retract from the holes <NUM>, so as to move the latch mechanism <NUM> into the unlatched position.

When the rotatable plate <NUM> is rotated in a clockwise direction as shown, from <FIG>, the second ends 4B of the rods <NUM> slide back along the tracks <NUM> and thereby move to the secondary radius R<NUM>. As a result, the first ends 4A of the rods <NUM> extend into the holes <NUM>, so as to move the latch mechanism <NUM> into the latched position.

As will be appreciated, the latch arrangement <NUM> will operate in a similar manner with only a single rod <NUM>, a single hole <NUM>, and a single track <NUM>.

Similarly, the rotatable plate could have an alternative, for example reversed design, to cause the latch mechanism to move into the unlatched position under clockwise rotation and the latched position under anticlockwise rotation.

The illustrated latch mechanism <NUM> includes resilient members <NUM>, for example, springs, arranged with the rods <NUM> and configured to bias the latch mechanism <NUM> into the latched position when the handle is not being moved or held in the position corresponding to the unlatched position or that shown in <FIG>.

Also illustrated in the rotatable plate of <FIG>, and also shown in <FIG> is a recess <NUM>, 16A, 16B, which may take the form of a slot or a through-hole disposed between front and back surfaces <NUM>, <NUM> of the rotatable plate <NUM> or, alternatively may extend across the entire thickness of the rotatable plate <NUM>. The form and function of the recess <NUM> in relation to the lock will be described further below.

With reference to <FIG>, an aircraft galley container <NUM> in accordance with the disclosure is described.

Unless described otherwise, in particular with regard to the lock, the aircraft galley container <NUM> of <FIG> has the same features as the aircraft galley container <NUM> of <FIG>.

Aircraft galley container <NUM> has a door <NUM> which is hingedly attached to a storage compartment and which has a front panel <NUM>. The door <NUM> has a handle <NUM>, which is configured to control a latch mechanism <NUM>, as shown in <FIG> and <FIG>. The illustrated aircraft galley container <NUM> also includes a secondary latch mechanism <NUM>, which is not described at length herein and is not required by the aircraft galley container <NUM>. The secondary latch mechanism <NUM> includes a lever and a secondary rod, wherein the lever is actuated by a user to move the secondary rod into or out of a hole in the storage compartment to selectively prevent or allow opening of the door <NUM> respectively.

Aircraft galley container <NUM> includes a lock <NUM> integrated into the door <NUM>, and as illustrated, adjacent the handle <NUM>.

The lock <NUM> is configured to engage with the latch mechanism <NUM> to selectively allow or prevent movement of the latch mechanism <NUM> into the unlatched position.

As shown in <FIG>, the lock <NUM> is located within an aperture <NUM> located in a front panel of the door <NUM>. The aperture <NUM>, and thus, the location of the lock <NUM> may be adjacent the handle <NUM>, as can be appreciated from <FIG>.

The lock <NUM> as shown is configured to be operated manually, by use of a key. This is facilitated by the illustrated keyhole <NUM>, which may take forms other than what is shown in <FIG>. Alternatively, the lock <NUM> may be electronically operated, for example by use of stepper motors electrically connected to a controller, a control system, or a control module. The controller, control system or control module may be located remotely from the aircraft galley container <NUM>, for example, in the aircraft cockpit or in the cabin. The controller, control system or control module may include a display indicating the locked or unlocked status of each lockable aircraft galley container <NUM> in an aircraft, and may also include a means for a user to provide an input to selectively place each of the lockable aircraft galley containers <NUM> into a locked or unlocked position as desired. The aircraft galley container <NUM> may include a sensor configured to detect when the door <NUM> is open or closed and to thereby inform the user by the display on the controller, control system or control module of the open or closed status of the door <NUM>. When the door <NUM> is open, the lock <NUM> will not be operable to lock the door <NUM> in the closed position, so the user knows to only operate the lock <NUM> when the door <NUM> is closed, as indicated by the display, showing the output of the sensor.

With reference to <FIG>, which shows a view of the latch mechanism <NUM> and lock <NUM> from within the door <NUM>, the operating mechanism of the lock <NUM> is described.

The lock <NUM> includes a lock housing <NUM> and a locking member <NUM>. The lock housing <NUM> is held statically with respect to the door <NUM>, for example by fasteners <NUM> which attach flanges <NUM> of the lock housing <NUM> to the door <NUM>. The lock <NUM> may thereby be replaceably removable from the aircraft galley container <NUM>. This allows the aircraft operator to select whether or not to use locks <NUM> on particular flights, and similarly to retrofit locks <NUM> of this type to existing aircraft galley containers, such as aircraft galley container <NUM>.

The locking member <NUM> is moveable between a locking position (as shown in <FIG>) and an open position (as shown in <FIG>). In the illustrated arrangement, this movement is a rotational movement of about <NUM>°; however, this could be a rotational movement of a different magnitude or a linear movement, with another type of lock. That is, in some arrangements, the lock includes a linearly translatable locking member translatable between a locking position and an open position.

The rotatable plate <NUM> includes a lock engagement feature which engages the locking member <NUM> when the locking member <NUM> is in the locked position, to prevent rotation of the rotatable plate <NUM> out of a position wherein the latch mechanism <NUM> is in the latched position. The illustrated lock engagement feature is a recess <NUM> shaped so as to conform to the locking member <NUM> in the locked position of the locking member <NUM>. The recess <NUM> may take different forms, for example, those shown in <FIG>. The recess <NUM> shown in <FIG> is a through hole 16A which extends from an outer periphery <NUM> of the rotatable plate <NUM> through to the track <NUM> which engages one of the rods <NUM> as described above. The recess <NUM> shown in <FIG> is a slot 16B that extends from the outer periphery <NUM> of the rotatable plate <NUM> towards the track <NUM>, but does not extend all the way to the track <NUM>. In this way, the slot 16B has an edge surface <NUM>, which may be angled, as can be appreciated from <FIG>, to allow movement of the locking member <NUM> into and out of the locked position. When the locking member <NUM> is within the slot 16B of <FIG>, the slot 16B surrounds the tip of the locking member <NUM> on every side except for the path which the locking member follows when inserted into the slot 16B.

Neither of the illustrated through hole 16A of <FIG> or slot 16B of <FIG> extend all the way to front or back surfaces <NUM>, <NUM> of the rotatable plate. However, it will be appreciated that in some alternative arrangements, the recess <NUM> may extend across the entire thickness of the rotatable plate <NUM>. When the recess <NUM> extends across the entire thickness of the rotatable plate <NUM>, the recess <NUM> does not provide any structure directly forward or directly aft of the locking member <NUM>. In alternative arrangements, the lock <NUM> may be positioned such that the locking member <NUM> engages with a side edge <NUM> of the rotatable plate <NUM>, when in the locked position. In this way, the side edge <NUM> of the rotatable plate is the lock engagement feature. The side edge <NUM> is an edge of the rotatable plate <NUM> within a circular envelope of the rotatable plate <NUM> and which may be vertical when the rotatable plate <NUM> as shown in in the latched position. The side edge <NUM> is the edge of the rotatable plate <NUM> located in the direction in which the rotatable plate <NUM> would rotate when moving to the unlatched position.

As illustrated in <FIG>, when the locking member <NUM> of the lock <NUM> is in the open position, the rotatable plate <NUM> is able to rotate and thereby to translate the rods (or rod) along the rod axis to thus move the latch mechanism <NUM> into the unlatched position.

<FIG> shows the lock <NUM> in isolation. The illustrated lock <NUM> includes lock housing <NUM>, and keyhole <NUM> attached to locking member <NUM>. As discussed above, the lock housing <NUM> includes flanges <NUM> for attaching the lock housing <NUM> to the door <NUM> of the aircraft galley container <NUM>. The flanges <NUM> may be set back from the front of the lock housing (<NUM>) so as to be fixable behind the front panel <NUM> of the door <NUM> of the aircraft galley container <NUM>. In this way, the fasteners <NUM> are inaccessible, and also not visible from the front of the aircraft galley container <NUM>. As such, they cannot be tampered with to circumvent the lock <NUM>. Moreover, they do not present snagging hazards to the user.

The illustrated flanges <NUM> include forward flanges 52A and aft flanges 52B stepped from one another, which allows the flanges <NUM> to be fastened to different parts within the door <NUM>.

The lock housing <NUM> includes a main body <NUM> which houses the key hole <NUM> and which, as illustrated includes a main body front panel <NUM> including a contoured or curved surface that conforms to the shape of the front panel <NUM> of the door <NUM> adjacent to the handle <NUM>, where the lock <NUM> is positioned.

<FIG> illustrates an alternative lock 38A being in the form of an electronically controlled lock 38A. The electronically controlled lock 38A shown is a linear solenoid actuator, which includes a housing <NUM> a plunger <NUM>, the plunger <NUM> being attached to the lock member 48A. Electromagnetic coils <NUM> are arranged around the plunger <NUM>, which is ferromagnetic. Passing a current through the electromagnetic coils <NUM> induces an electromotive force which moves the plunger <NUM>, and thus the lock member 48A. A resilient member <NUM>, such as a spring may be included to provide a return force to move the plunger <NUM>, and thus the lock member 48A, back to its original position. This is one example of a lock 38A that is operable remotely that could be used in the present disclosure. As will be appreciated, alternative arrangements, such as stepper motors could be used, and the motion of the lock member 48A could be either linear or rotational, depending on the particular arrangement used.

<FIG> illustrates an alternative lock 38B operable manually by the use of a key. The lock 38B is in the form of a deadbolt style lock and has a keyhole 44B, wherein turning of the keyhole 44B with a key results in linear movement of a locking member 48B. The lock 38B as illustrated includes a flange <NUM> and a lock housing <NUM>, which, as will be appreciated, could be modified to appropriately fit the door panel <NUM> for attaching the lock 38B to the aircraft galley container <NUM>.

Described below with reference to <FIG> and <FIG> is a system and method, which automates the operation of safety features, such as the locking function above, within aircraft galley containers dependent on external factors, such as the geographical location of the aircraft or the particular flight state that the aircraft is in.

The system and method of <FIG> and <FIG>, when used in conjunction with the locking arrangement described above require an electronically controllable locking mechanism, such as the mechanism of <FIG>. Alternatively, mechanisms using, for example, a stepper motor could be used.

<FIG> shows a block diagram of an aircraft <NUM> which includes a plurality of aircraft galley containers <NUM>. As will be appreciated, the system could function with only a single aircraft galley container <NUM> or a different number of aircraft galley containers to the five aircraft galley containers <NUM> illustrated.

Each of the aircraft galley containers <NUM> includes a safety feature <NUM> having a first mode (or mode of operation) and a second mode (or mode of operation). One exemplary safety feature may be the latch and locking mechanism described above, with the first mode being a locked position, where the latch member prevents the rotatable plate from rotation and the second mode being an open position, where the latch member allows rotation of the rotatable plate such that the door may be opened. This and other exemplary safety features <NUM> and the modes will be described in further detail below in combination with other features of the aircraft <NUM> and systems therein.

Each of the aircraft galley containers <NUM> also includes a sensor <NUM> associated therewith to determine which mode the safety feature is in. for example, when the safety feature <NUM> is the locking mechanism described herein, the sensor may be a push microswitch located such that when the locking member <NUM>, 48A, 48B is in the location to prevent the rotatable plate <NUM> from rotation. An exemplary sensor <NUM> is illustrated in <FIG>. As will be appreciated, depending on the design of the locking member <NUM>, 48A, 48B, the sensor <NUM> may be arranged in an alternative location. Other examples of sensor include a laser sensor, or a rotary sensor incorporated into a stepper motor for rotating locking member <NUM> to determine the position thereof. When the safety feature <NUM> is an alternative feature to the locking function, corresponding sensors are to be used.

The aircraft <NUM> includes a controller <NUM>. The controller <NUM> is able to switch the safety features <NUM> between the first and second modes, either individually, or collectively. For simplicity only one controller <NUM> is illustrated, but the aircraft may include multiple controllers <NUM> operable to control separate safety features <NUM> is the aircraft galley containers <NUM>. The controller <NUM> may be part of a device used for electronic controls of other parts of the aircraft, or of the engine thereof. In this way, the controller <NUM> may have more information related to other parts of the aircraft, such as flight-tracking or GPS data, or the engine conditions related to the flight condition of the aircraft.

The controller <NUM> includes a processing unit <NUM> and a memory <NUM> which has stored therein instructions <NUM> executable by the processing unit <NUM>. The processing unit <NUM> may include any suitable devices configured to implement the instructions <NUM>, the instructions <NUM> including steps for determining which mode the safety feature <NUM> should be placed in dependent on certain conditions of the aircraft. The processing unit may include, for example, any type of general-purpose microprocessor or microcontroller, a digital signal processing (DSP) processor, a central processing unit (CPU), an integrated circuit, a field programmable gate array (FPGA), a reconfigurable processor, other suitably programmed or programmable logic circuits, or any combination thereof.

The memory <NUM> may include any suitable known or other machine-readable storage medium. The memory <NUM> may include non-transitory computer readable storage medium, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. The memory <NUM> may include a suitable combination of any type of computer memory that is located either internally or externally to device, for example random-access memory (RAM), read-only memory (ROM), compact disc read-only memory (CDROM), electro-optical memory, magneto-optical memory, erasable programmable read-only memory (EPROM), and electrically-erasable programmable read-only memory (EEPROM), Ferroelectric RAM (FRAM) or the like. Memory <NUM> may include any storage means (e.g., devices) suitable for retrievably storing instructions <NUM> executable by processing unit <NUM>.

The instructions <NUM> may be in many forms, including program modules, executed by one or more computers or other devices. Typically, the functionality of the program modules may be combined or distributed as desired in various embodiments.

The instructions <NUM> correspond to the steps of the method discussed below and shown in <FIG>.

The safety feature <NUM> is operable to be placed in the first mode if a predetermined condition is met or satisfied. That predetermined condition may be programmable and/or separately from when the aircraft is in use. The predetermined condition could be a variety of conditions, for example particular geographical locations of the aircraft, or a particular stage or set of stages of the aircraft's flight-cycle. The predetermined condition may be different dependent on which safety feature <NUM> is being implemented. Indeed, a combination of predetermined conditions could be used, either multiple conditions being used to trigger the same safety feature <NUM> in one or more aircraft galley containers <NUM>, or simultaneously, different predetermined conditions being satisfied or not being used to determine the mode to be used for different safety features <NUM> in either the same or different aircraft galley containers <NUM>.

The safety feature <NUM> could be operable to be placed in the second mode if a predetermined condition is met or satisfied. In either case, when the predetermined condition is not met the safety feature <NUM> is in the other of the modes.

The aircraft may also include an override module <NUM>, by which a user, for example, the pilot may override the determination of which mode the safety features <NUM> are to be placed in. The override module <NUM> may be configured such that the user may override a selected number of, or all of the safety features <NUM>. Even if the precondition is met which would place the safety features <NUM> in the first mode, as discussed below the override module allows the user to select the second mode for one or more of the safety features <NUM>.

A display module may also be provided, either separately to, in place of, or as part of he override module <NUM>. The display module may present to the user, e.g., the pilot, information regarding the status of each of the safety features <NUM>, as well as information regarding the condition of the aircraft, for example, how close to the predetermined condition said condition is.

As mentioned above, a variety of safety features <NUM> could be used in different embodiments, or indeed a combination of different safety features <NUM>.

One safety feature <NUM> may correspond to the locking function provided by the lock <NUM>, 38A, 38B selectively preventing rotation of the rotatable plate <NUM> as described herein. The lock <NUM>, 38A, 38B may be configured to be actuated electronically, either by a solenoid as shown in <FIG>, or by a rotational stepper motor (or alternative rotational actuator) added thereto in one of the other arrangements, wherein the keyhole <NUM>, 44B may then be omitted. A linear actuator may be used in place of the solenoid illustrated. The linear actuator, in a similar manner to the solenoid can transform electrical current into a linear motion, but has a greater stroke length than the solenoid.

Alternative locking mechanisms, for example an electromagnet which can be turned on to keep the door shut or turned off to keep the door open, may also be used with the aircraft, system and method described with reference to <FIG> and <FIG>.

In combination with such a locking arrangement being the safety feature <NUM>, the predetermined condition which, if satisfied, the safety feature will be placed into the first (i.e., locked) mode may be a set of geographical locations of the aircraft. For example, if the aircraft is within airspace of territories with restrictions on alcohol (or within a certain distance, e.g., <NUM> kilometers (<NUM> miles), from such airspace), the predetermined condition is satisfied and then the safety feature will be switched to the first mode, i.e., the aircraft galley container will be locked. This automatic locking of the aircraft galley containers is appropriate for use of fridges and other containers which contain alcoholic beverages. As a result, the aircraft galley containers do not need to be individually manually locked by aircraft crew members when entering such airspace. Additionally, even compared to remotely operable locking mechanisms, this provides a failsafe in that the pilot (or user remotely operating the locking mechanisms) does not need to remember to switch the locking mechanisms to a locked position when entering the airspace, and into an open position when leaving the airspace. This function can be switched on or off prior to a flight dependent on whether the aircraft will be landing in a territory having restrictions on alcohol.

Alternatively, the predetermined condition could correspond to the phase of the flight cycle the aircraft is in. For example, it may be desirable that the aircraft galley containers only be open during cruise, to prevent accidental opening from turbulence (or by passengers, either unintentional or intentional) during take-off, landing, climb, descent, or taxiing. In this manner, the precondition could be programmed to correspond to a set of engine parameters or other flight control systems, such as thrust provided, or rotation speed, or the state of flight control surfaces. The instructions in the memory may include details of which engine parameters correspond to which stage of flight so that the controller may determine which flight condition the aircraft is in and so may determine whether the predetermined condition (e.g., that the aircraft is in take-off, landing, climb, descent or taxiing, as opposed to being in cruise) is satisfied, and thereby place the safety feature in the first, i.e., locked mode. When the aircraft is in a cruise condition, and thus the predetermined condition not satisfied, the safety features may be placed in the second, i.e., open, mode, such that the aircraft galley containers are unlocked and the cabin crew are able to serve food and beverages.

The controller may be configured to use either or both of the geographical and flight-stage preconditions above, and may use a combination for different aircraft galley containers, for example, an aircraft galley container that is an oven may not need to be locked when entering certain territories, whereas an aircraft galley container used to store alcoholic beverages may need to be locked.

The safety feature corrresponds to a self-cleaning function of an aircraft galley container that is an oven. This self-cleaning function is often operated immediately after a cooking cycle of the oven, so as to make use of resonant oven heat. However, it is desirable that such a self-cleaning function is not operated during a period of high turbulence, where the self-cleaning could potentially be inefficient, or lead to hazards. The predetermined condition for a self-cleaning function safety feature could correspond to a turbulence threshold which, when satisfied, causes the controller to switch the self-cleaning function into the second mode, which corresponds to the self-cleaning function being inhibited from operating, or in other words, the self-cleaning function being turned off. The turbulence threshold may be measured as related to a speed change of vertical height of the aircraft in a set time. That is, turbulence causes the aircraft to move up and/or down rapidly, separately from the usual effects of flight control surfaces such as ailerons and flaps etc., meaning that such vertical movement can effectively be measured to determine a measurable degree of turbulence.

In some circumstances, it could be that the self-cleaning function is set up so as to only be used when the aircraft is on the ground (or 'on ground'), whether that be taxiing, or docked at the airport, so that it may be operated by either the ground crew, or cabin crew when they are not needing to perform other duties. Additionally, the self-cleaning functions may not be appropriate to use while the ovens are in use during a flight.

When the safety feature corresponds to such a self-cleaning function set up so as to only be used on ground, the predetermined condition may correspond to the aircraft being 'on ground'. When the aircraft is 'on ground' the safety feature may be switched to a first mode, i.e., a cleaning mode, and when the aircraft is in the air, the safety feature may be switched to a second mode, which corresponds to not cleaning, i.e., a standby, or an 'off' mode.

In a similar embodiment, the safety feature may be a device inhibiting such a self-cleaning function. In this embodiment, the precondition may still be the aircraft being 'on ground', yet, when the precondition is met, the first mode, into which the safety feature is placed is an 'off' mode, where the inhibiting device allows the self-cleaning, and in the second mode, when the precondition is not satisfied, the safety feature is placed in an 'on' mode, and thereby inhibits the self-cleaning. In this embodiment, cabin or ground crew still switch the self-cleaning function on, but they are prevented from doing so when it would be inappropriate.

Another alternative safety feature could be a cut-off for heating elements within ovens. , which may be switched on to prevent heating in a first mode, and switched off to allow heating in a second mode. In one example thereof, the predetermined condition could correspond to a turbulence threshold which, when satisfied causes the controller to switch the cut-off into the second mode, cutting off the heat provided for the ovens to mitigate risk provided by turbulence. As mentioned above, a turbulence threshold may correspond to a certain amount of vertical movement of the aircraft in a set time, separate from the expected vertical movement expected from the aircraft controls.

As will be appreciated, a variety of safety features associated with aircraft galley containers (whether those containers be ovens, fridges, or containers without either a heating or cooling function) may be used with this arrangement, and their operation be determined by a variety of different, or combinations of, predetermined conditions.

Illustrated in <FIG> is a flow chart, showing a method <NUM> of operation of the safety features <NUM> and controller <NUM> used in the aircraft <NUM> of <FIG>.

The method <NUM> includes a continued step <NUM> of monitoring an aircraft condition. That aircraft condition may correspond to a particular condition, such as the geographical location of the aircraft, which could be monitored by a GPS receiver, or similar device. Alternatively, the aircraft condition could correspond to a flight condition of the aircraft, which may include various combinations of features such as engine power inputs and outputs, the state of various flight control surfaces, and feedback from other sensors regarding flight data. A combination of these, and other sources of data may be provided regarding the aircraft condition.

Steps <NUM> and <NUM> are alternative steps indicating respectively that the aircraft satisfies a particular precondition, or that the aircraft does not satisfy that precondition. The nature of the precondition is described above, and may be chosen based on the particular safety feature being used.

Steps <NUM> and <NUM> correspond to the action of the controller to switch the safety feature into either the first mode or the second mode respectively, dependent on the precondition being satisfied or not. For example, in one embodiment as discussed above, if the aircraft is in the airspace of a territory prohibiting alcohol, the precondition is satisfied and so the controller switches the safety feature into the first mode by operating the lock to prevent the rotation of rotatable plate, thereby locking the door to the aircraft galley container. It will be appreciated that is the safety feature is already in the first mode, the controller would maintain the safety feature in the first mode. The process continues with the aircraft condition continuing to be monitored.

Claim 1:
An aircraft (<NUM>) comprising:
at least one aircraft galley container (<NUM>), each one of the at least one aircraft galley container (<NUM>) including a safety feature (<NUM>) having a first mode and a second mode; and
a controller (<NUM>) for automatically selecting one of the first mode and second mode of the safety feature (<NUM>) and placing the safety feature (<NUM>) in the selected mode,
wherein the automatic selection of the mode is dependent on a condition of the aircraft (<NUM>) satisfying or failing to satisfy a predetermined condition,
characterised in that
the aircraft galley container (<NUM>) is an oven and the safety feature (<NUM>) includes a self-cleaning module for the oven, wherein the first mode includes the self-cleaning module being operable and the second mode includes the self-cleaning module being inhibited.