Patent Description:
The present invention concerns an aircraft passenger seat unit. More particularly, but not exclusively, this invention concerns an aircraft passenger seat unit comprising a passenger seat, the passenger seat having a seat pan and a backrest and the passenger seat being convertible between a seat configuration and a bed configuration, in which there is provided a bed surface at a bed height, a shell at least partially surrounding the passenger seat and defining a planform of the seat unit, the planform having a length from a first end of the planform to a second opposite end of the planform, a first end region across the first end of the planform, a second end region across the second end of the planform, and a middle region extending from the first end region to the second end region.

The invention also concerns two aircraft passenger seat units, an aircraft seating cabin arrangement, and a kit of parts.

Various prior art aircraft cabin arrangements and associated aircraft passenger seat units are known. Examples for use in business class or first class include the arrangements and/or seat units shown in <CIT>, <CIT> and <CIT>. However, in all of these examples, it is not possible to provide access between a pair of seat units. Instead, each seat is kept relatively separate from an adjacent seat. For example, there may simply be a partition (to allow a sight line between the units) between the seats of the two units.

The present invention seeks to mitigate the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved aircraft passenger seat unit.

<CIT> discloses an invention that relates mainly to an arrangement of individual seats intended for being installed in an aeroplane cabin including a first set of two seats and a second set of two seats, each seat having an axis and being convertible between a seated position and a reclined position, said arrangement having a longitudinal axis, characterised in that said arrangement also includes: a first central console including a first foot area and a second foot area open in two directions opposite one another and associated with the first seat of the first set and the first seat of the second set, respectively; and a second central console including a first foot area and a second foot area open in two directions opposite one another and associated with the second seat of the first set and the second seat of the second set, respectively.

<CIT> discloses a passenger seating arrangement that comprises a column of seat units, the column comprises a multiplicity of pairs of seat units, each pair of seat units comprising an inwardly-facing seat unit and an adjacent outwardly-facing seat unit. The inwardly-and outwardly-facing seat units are angled at an acute angle to the longitudinal axis of the aircraft. Each seat unit is configurable between a seating configuration and a flat-bed configuration. The passenger seating arrangement further comprises a plurality of entrance ways, each entrance way being located between a neighbouring pair of seat units, and each entrance way being a shared entrance way to provide access from the aisle to two seat units, the two seat units being an inwardly-facing seat unit of one pair and the neighbouring outwardly-facing seat unit of the neighbouring pair.

<CIT> discloses a passenger suite seating arrangement that includes first and second passenger suites positioned side-by-side and including respective first and second seats and first and second video monitors respectively positioned in a viewing position directly forward of the first seat and second seats. Third and fourth passenger suites are positioned side-by-side and facing the first and second passenger suites, and include respective third and fourth video monitors positioned and adapted to move between a stowed position laterally offset from a viewing position and a deployed viewing position forward of the third and fourth seats. In the deployed viewing position the third and fourth video monitors block visual contact between occupants of the first and second seats and the occupants of the third and fourth seats.

<CIT> discloses a suite divider for a passenger suite seating arrangement including separate first and second panels adapted to be deployed along a top of a partition wall separating laterally adjacent passenger suites, the first and second panels adapted to be stowed near respective first and second ends of the partition wall to connect the laterally adjacent passenger suites, and horizontally driven together to separate the laterally adjacent passenger suites.

The present invention provides, according to a first aspect, an aircraft passenger seat unit comprising a passenger seat, the passenger seat having a seat pan and a backrest and the passenger seat being convertible between a seat configuration and a bed configuration, in which there is provided a bed surface at a bed height, a shell at least partially surrounding the passenger seat and at least partially defining a planform of the seat unit, the planform having a length from a first end of the planform to a second opposite end of the planform, a first end region across the first end of the planform, a second end region across the second end of the planform, and a middle region extending from the first end region to the second end region, wherein the second end region is offset from the first end region in a direction transverse to the length of the planform, the second end region being offset by an offset distance, the shell further comprising a moveable partition, the moveable partition being moveable between a raised position, in which it blocks a sight line to or from the seat unit, and a lowered position, in which the sight line is unblocked, wherein the moveable partition is located adjacent the middle region and wherein, when in the lowered position, the partition is located under the bed height, wherein the first end region has a first width and the second end region has a second width, and wherein the first width and the second width are substantially the same such that the width of the planform at the first end is substantially the same as the width of the planform at the second end.

By having a partition that, in its lowered position, is located under the bed height allows for access between the seat unit and another adjacent seat unit. For example, a double bed could be effectively provided that spans the two units above the lowered partition. The double bed surface could be effectively formed by the converted bed surface of the claimed unit and a bed surface of the adjacent unit, the two adjacent units being close to each other and only separated by a small gap approximately the width of the moveable partition. The moveable partition is able to be out of the way in its lowered position so it does not encroach on the double bed space. This enables two acquainted passengers to have adjacent seats and be able to have a larger shared bed area. On the other hand, if the passengers are not acquainted then the two seat units can simply function with two separate seats and two separate beds. This provides a flexible seat arrangement, allowing for both acquainted and non-acquainted passengers.

It is also noted that having an offset second region and the moveable partition being located in between the first and second regions allows the seat unit to be arranged with other like units at an angle to the longitudinal axis of the cabin and therefore provide a column of similar seat units, each seat unit having a large effective space. For example, without having a second region being offset from the first region, the space behind a passenger seat is often wasted as it cannot be effectively used by the passenger in that seat. By having the second end region offset from the first end region, allows the seat units (and the seats within them) to be arranged at a desired angle to the longitudinal axis of the cabin, whilst also allowing a space behind a seat to be used by a passenger in an adjacent seat unit, in a more effective way. For example, instead of the space being behind the seat (and effectively blocked by the backrest), the space can instead be used by a passenger of an adjacent seat unit, as it is located at the side of their adjacent seat.

Having a middle region that extends between the two end regions allows a smooth profile of the seat unit to make the seat units feel roomy whilst also allowing the seat units to tessellate with similar seat units.

Hence, the present invention provides a versatile seat unit and versatile resulting cabin arrangement, with efficient use of space.

In the context of the invention, the term transverse corresponds to width of the seat unit.

The passenger seat may be convertible between the seat and bed configurations using a recline mechanism. Alternatively, the passenger seat may be a bench style seat, without a recline mechanism.

The entire length of the moveable partition may be located under the bed height. The bed height may be <NUM> to <NUM>, preferably <NUM> to <NUM>, for example <NUM> mms above the lowest point of the seat unit. The bed height may be <NUM> to <NUM>, preferably <NUM> to <NUM>, for example <NUM> mms above the cabin floor when installed in an aircraft cabin. The raised height of the moveable partition may be greater than <NUM>, <NUM> or <NUM> above the lowest point of the seat unit (corresponding to the raised height above the cabin floor when installed in an aircraft cabin). The lowered height of the moveable partition may <NUM> to <NUM>, and preferably <NUM> to <NUM>, for example <NUM> mms above the lowest point of the seat unit (corresponding to the lowered height above the cabin floor when installed in an aircraft cabin).

The first end region may be substantially rectangular. The second end region may be substantially rectangular.

The shell may define a side of the seat unit. The shell may define two opposing sides of the seat unit.

The sides of the seat units defined by the shell may act to delineate one seat unit from another. In other words, there is no overlap (when viewed in plan) of one seat unit and another. In other words, the sides of the seat units may have a substantially vertical orientation within the seat unit.

Preferably, the middle region has a third width and wherein the third width is substantially the same as the first width and/or the second width.

The planform may have a constant width. This makes the units easier to tessellate with similar units. The constant, first, second or third widths may be less than <NUM> or less than <NUM>.

Preferably, the moveable partition is located adjacent the middle region along substantially the whole length of the middle region. It may be located along at least <NUM>% of the length of middle region. This allows for significant access between the unit and an adjacent unit at the bed height. This provides for a useful double bed surface to be provided between two units.

More preferably, the moveable partition is also located adjacent the first end region and/or adjacent the second end region. It may be located along at least <NUM>% of the length of the entire planform. This allows for significant access between the unit and an adjacent unit at the bed height. This provides for a useful double bed surface to be provided between two units.

Preferably, the middle region has a planform in the shape of a parallelogram.

The partition, if located only adjacent the middle region, may form a substantially straight line. This line corresponds to the side of the parallelogram. If the partition is also located adjacent the first or second end region, it may be formed of two substantially straight sections, angled with respect to each other, to correspond to the side of the first or second end region and the middle region. If the partition is also located adjacent first and second end regions, it may be formed of three substantially straight sections, angled with respect to each other, to correspond to the sides of the first end region, middle region and second end region.

The straight sections corresponding to the first and second end regions may be substantially parallel to each other. The seat may be angled with respect to these straight section(s) corresponding to the first and/or second end regions. The seat may be angled with respect to the straight section corresponding to the middle region.

Preferably, the middle region has a planform defined by two S-shape sides.

The partition, if located only adjacent the middle region, may form a substantially S-shaped section. This S-shaped section corresponds to side of the planform of the middle region. If the partition is also located adjacent the first or second end region, it may be formed of one substantially straight section, corresponding to the side of the first or second end region and a substantially S-shaped section, corresponding to the side of the planform of the middle region. If the partition is also located adjacent first and second end regions, it may be formed of two substantially straight sections; one corresponding to the side of the first end region and one corresponding to the side of the second end region, and a substantially S-shaped section, in between the two substantially straight sections, corresponding to the side of the planform of the middle region.

The straight sections corresponding to the first and second end regions may be substantially parallel to each other. The seat may be angled with respect to these straight section(s) corresponding to the first and/or second end regions. The seat may be angled with respect to a straight line drawn from one end of the S-shaped section corresponding to the middle region to the other end of the S-shaped section corresponding to the middle region. In other words, the seat may be angled with respect to the effective angle of the middle region.

The S-shaped sections may comprise a first end portion that is tangential to the first end region and may have a second end portion that is tangential to the second end region. The S-shaped section first and/or second end portion may meet and/or join to the first end region and/or second end region where they are tangential.

Preferably, the offset distance of the second end region is <NUM>% to <NUM>%, preferably <NUM> to <NUM>%, and more preferably approximately <NUM>% of the width of the first end region, second end region or middle region. The offset distance of the second end region may be <NUM>-<NUM>% of the width of the first end region, second end region or middle region.

Preferably, the length of the planform is approximately <NUM>% to <NUM>%, and more preferably <NUM>% to <NUM>%, of the width of the first end region, second end region or middle region. The length of the planform may be <NUM>-<NUM>% and may be substantially <NUM>% of the width of the first end region, second end region or middle region.

Preferably, a planform angle is between <NUM> and <NUM> degrees, and more preferably between <NUM> and <NUM> degrees. The planform angle is defined as the angle of a line, running from the middle of the first end to the middle of the second end, to a line that is perpendicular to the width/offset direction (i.e. the length of the planform). The planform angle is a measure of the offset distance relative to the length of the seat unit.

Preferably, the backrest of the passenger seat, when in the seat configuration, is located towards the first end of the planform.

More preferably, the shell surrounds the back of the backrest of the passenger seat. In other words, the first end is effectively fully closed. In other words, the first end is completely surrounded. In other words, there is no access to the seat unit (inside the shell and/or the seat side of the shell) and/or no access to the seat at the first end.

Preferably, the seat unit comprises an ottoman located towards the second end of the planform. The ottoman may provide part of the bed surface.

More preferably, the ottoman is located on one side of the second end of the planform.

Even more preferably, the shell at least partially surrounds a side of the ottoman facing the second end of the planform. In other words, the second end is partially closed. In other words, there is no access to the seat unit (inside the shell and/or the seat side of the shell) and/or no access to the seat via the ottoman.

Preferably, an accessway into the seat unit is provided on the opposite side of the second end of the planform to the side where the ottoman is located. In other words, the shell does not surround the opposite end of the second end of the planform. In other words, the second end is at least partially open to allow access to the seat unit (inside the shell and/or the seat side of the shell) and/or access to the seat.

According to a second aspect of the invention there is also provided two aircraft passenger seat units, each aircraft passenger seat unit being as described above in relation to the first aspect, wherein the two aircraft passenger seat units are arrangeable side-by-side so that a moveable partition of one of the seat units is adjacent the other seat unit, and such that the moveable partition is moveable to the lowered position under the bed height so as to provide for passage between the two seat units above the bed height.

This allows, for example, a double bed to be effectively provided that spans the two units above the lowered partition. The double bed surface could be effectively formed by the converted bed surface of the both seat units being close to each other and only separated by a small gap approximately the width of the moveable partition of one of the units. The moveable partition is able to be out of the way in its lowered position so it does not encroach on the double bed space. This enables two acquainted passengers to have adjacent seats and be able to have a larger shared bed area. On the other hand, if the passengers are not acquainted then the two seat units can simply function with two separate seats and two separate beds. This provides a flexible seat arrangement, allowing for both acquainted and non-acquainted passengers.

Preferably, the two seat units are arrangeable side-by-side such that the two passenger seats face in the same direction and/or arrangeable such that the two passenger seats face in opposite directions.

According to a third aspect of the invention there is also provided an aircraft seating cabin arrangement, wherein the arrangement comprises a column of a plurality of aircraft passenger seat units as described above in relation to the first aspect, the column extending longitudinally along an aircraft cabin (i.e. along the longitudinal cabin axis), and wherein the aircraft passenger seat units are arranged side-by-side in the column such that the moveable partition of each of the seat units is located adjacent another seat unit in the column.

The seat units may be arranged at an angle to the longitudinal cabin axis.

Preferably, the arrangement comprises at least three columns, including at least one middle column and two outer columns, the middle columns being separated on each of their two longitudinal sides from another of the columns by an aisle and wherein the middle columns are provided by columns as described above.

More preferably, the arrangement comprises at least four columns, including at least two middle columns and two outer columns, wherein the middle columns are provided by columns as described above.

Preferably, the outer columns are provided with aircraft passenger seat units at a different pitch and/or angle to the aircraft passenger seat units of the middle column(s).

The cabin arrangement may comprise a <NUM>-<NUM>-<NUM>, <NUM>-<NUM>-<NUM> or <NUM>-<NUM>-<NUM> arrangement (the numerals referring to the number of seats, separated by aisles designated as "-"). The middle columns may be as described above. The outer columns may not be as described above. Alternatively, the cabin arrangement may comprise a <NUM>-<NUM> arrangement, whereby at least one of columns may be as described above.

<FIG> shows a plan view of an aircraft cabin arrangement <NUM> including aircraft passenger seat units <NUM> according to a first embodiment of the invention. The cabin <NUM> has a left hand side cabin wall <NUM> and a right hand side cabin wall <NUM> (directions as looking in direction of travel towards front of cabin, at the top of the Figure). The cabin has a longitudinal axis, shown by the dashed line labelled <NUM>.

Eleven of the seat units <NUM> according to the invention form a middle column <NUM> of the cabin. Also shown is a left hand side column <NUM> and a right hand side column <NUM>. In these side columns <NUM>, <NUM> the seat units <NUM> are not in accordance with the invention. There are <NUM> such seat units <NUM> (<NUM> in each of the side columns <NUM>, <NUM>). The side columns <NUM>, <NUM> and middle column <NUM> are separated from each other by a left hand aisle <NUM> and a right hand aisle <NUM>.

Importantly, it can be seen that the pitch of the seat units <NUM> is much shorter than the pitch of the seat units <NUM>. This can be seen by comparing the number of seat units <NUM> (eleven) to the number of seat units <NUM> (seven) in the columns shown, occupying the same length along the cabin <NUM>. This is achieved by the seat units <NUM> (and in particular, the seats of the seat units) being angled so as to extend in a direction that is further angled away from the longitudinal axis. In other words, the seat units <NUM> are angled more transversely to the longitudinal axis of the cabin, than the seat units <NUM> are.

Looking at the middle column <NUM> of seat units <NUM>, it is noted that each seat unit <NUM> is similar. For ease, various reference numerals have been used in the following description and these are distributed along the column <NUM> in the Figure, rather than labelled to a single seat <NUM> in the column. However, it is noted that the various described features apply to all the seat units <NUM> in the middle column <NUM>.

It is noted that each seat unit <NUM> has a seat <NUM> inside the unit. Each seat <NUM> comprises a conventional seat pan <NUM>, seat back <NUM> and leg rest <NUM>. The seats <NUM> can move, using a recline mechanism, between a seat configuration <NUM> (as in <FIG>) and a bed configuration <NUM> (as shown in <FIG>), in a conventional manner. The seat <NUM> is located towards a left hand side of the seat unit.

Each seat unit <NUM> is also provided with an ottoman <NUM>, which forms part of the bed surface of the bed configuration of the seat <NUM>. This can be seen in <FIG>. The ottoman <NUM> is located towards a right hand side of the seat unit.

Each seat unit <NUM> has a planform <NUM>, shown by hatched lines. The planform <NUM> is defined by a shell structure <NUM> surrounding the seat <NUM> of each unit <NUM>.

The planform <NUM> (and therefore each seat unit <NUM>) has a first end <NUM> (near the seat <NUM>) and a second end <NUM> (near the ottoman <NUM>). There is a rectangular first end region <NUM> at the first end <NUM> and a similar rectangular second end region <NUM> at the second end <NUM>. A middle region <NUM> joins the two end regions.

A length of the planform, shown by arrow <NUM>, is defined as the length of thie unit transverse to the longitudinal axis of the cabin <NUM>. The length <NUM> is <NUM>.

The width of the planform at any given point is defined by the dimension in the longitudinal cabin axis <NUM> direction. Hence, the width of the first end region is shown by arrow <NUM>, the width of the second end region is shown by arrow <NUM> and the width of the middle region is shown by arrow <NUM>. These widths are all the same and are <NUM>. This is also the effective pitch of the seat units.

Importantly, the second end region <NUM> is offset from the first end region <NUM> in an offset direction, labelled <NUM>, by an offset distance <NUM>. This offset direction <NUM> is in the longitudinal cabin axis <NUM> direction.

The offset distance <NUM> is defined by the distance (in the offset direction <NUM>) between a point on the first end region <NUM> and a corresponding point on the second end region <NUM>. In <FIG>, the point used is the forwards-most point of the first and second end regions. The offset distance <NUM> is <NUM>.

An angle, labelled as <NUM>, of the planform <NUM> is defined by the angle formed between line extending from i) a point on the first end region <NUM> to ii) a corresponding point on the second end region <NUM>, and a line extending transversely to the cabin longitudinal axis <NUM>. In <FIG>, the point used is the middle point of the first and second end regions. The planform angle <NUM> is <NUM> degrees.

The seat <NUM> is located towards the first end <NUM> and the ottoman <NUM> towards the second end <NUM>. The seat faces towards the ottoman <NUM>, in a direction slightly backwards from the forwards flight direction of the cabin.

A passenger in a specific seat <NUM> has the perspective that they are contained within the unit corresponding to that seat, by a shell extending around them. Of course, that does not mean that the shell surrounding them is necessarily an integral part of the unit they are sat in. In fact, a shell on one side of the passenger could be attributed to the unit they are in and the shell on the opposite side could be attributed to a different unit located adjacent to that opposite side of the unit. Only one shell is required between two seats, for privacy purposes. When describing the seat units <NUM> below, the shell structure <NUM> will be described in relation to the different parts of the shell surrounding a seat <NUM>. Of course, this is made up from different shell parts some of which may be formed with the unit of that seat, and others may be formed with shell parts that form part of an adjacent seat, as will be explained.

Each seat <NUM> is surrounded by a shell structure <NUM> made up of the following shell portions, as seen by a passenger sitting in the seat <NUM> and facing towards the ottoman <NUM>:.

It is pointed out that in the second end region shell portion <NUM>, the foot-end region shell portion <NUM> does not extend across the width of the second end and thus, there is provided an accessway <NUM> into the seat unit <NUM> at the second end <NUM>, from aisle <NUM>.

The left middle region shell portion <NUM> comprises a slightly curved portion <NUM> which is tangential to left first end region shell portion <NUM>, and a slightly curved portion <NUM> which is tangential to left second end region shell portion <NUM>, and a significantly S-shaped curved portion <NUM>, which joins portions <NUM> and <NUM>. Hence, the left middle region shell portion <NUM> provides an S-shaped shell extending between the left side of the first end region and the left side of the second end region.

Similarly, the right middle region shell portion <NUM>, which has the same shape as the left middle region shell portion <NUM>, comprises a slightly curved portion <NUM> which is tangential to right first end region shell portion <NUM>, and a slightly curved portion <NUM> which is tangential to right second end region shell portion <NUM>, and a significantly S-shaped curved portion <NUM>, which joins portions <NUM> and <NUM>. Hence, the right middle region shell portion <NUM> provides an S-shaped shell extending between the right side of the first end region and the right side of the second end region.

The S-shapes of the shell portions <NUM>, <NUM> are the same so that the width across the middle region <NUM> is constant, despite the S-shape of the sides of the middle region <NUM>.

Shell portions <NUM> and <NUM> are considered to always be part of the unit in question. Those shell portions on the left side of the unit (i.e. <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) can be considered to be part of the unit <NUM> or the left adjacent unit. Those shell portions on the right side of the unit (i.e. <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM>) can be considered to be part of the unit <NUM> or the right adjacent unit. However, if the left shell portions are considered part of the unit in question, the right shell portions are not and vice versa. For consistency, it will be considered in the following that the shell portions to the right side of a unit <NUM> are associated with that unit and the left ones are associated with the left adjacent unit.

<FIG> shows a close-up view of two of the aircraft passenger seat units (a right adjacent unit 100b and a left adjacent unit 100a) of <FIG>, in a bed configuration <NUM>. There is a moveable partition <NUM> provided by the shell structure between the two adjacent seats. This shell structure between the seats (i.e. belonging to the seat unit 100a towards the top of the figure, to the left) is moveable from a lowered position <NUM> (as shown) and a raised position. The raised position <NUM> is shown by a similar movable partition <NUM> shown to the right of the right adjacent seat unit 100b.

The partition(s) <NUM> can be raised to the raised position <NUM>. Here, the partition <NUM> provides privacy to block sight lines between the two seats of the adjacent units <NUM>. The partition(s) <NUM> can be lowered to the lowered position <NUM>. Importantly, the lowered position <NUM> is beneath the height of the bed surface of the seat in its bed configuration <NUM>. Hence, when both adjacent seats are in the bed configuration <NUM>, and the partition between the seats <NUM> is lowered to the lowered position <NUM>, a double bed surface is effectively formed.

The raised position <NUM> is at a height of <NUM> above the cabin floor. The lowered position <NUM> is at a height of <NUM> above the cabin floor.

<FIG> shows a plan schematic view of an aircraft cabin arrangement <NUM>' including two aircraft passenger seat units, according to a second embodiment of the invention. This second embodiment is similar to the first, but differs in that the planform <NUM> and middle regions <NUM> are a different shape to that found in the first embodiment.

Specifically, the middle region <NUM> is in the form of a parallelogram (straight sided), rather than an S-sided shape. Hence, the left and right middle region shell portions <NUM>, <NUM> provide straight sided shell portions, extending between the first end region and the second end region.

<FIG> shows side view of one of the units with the partition lowered and <FIG> shows a perspective view of <FIG>. Here, it can clearly be seen that the seat <NUM> is in the bed configuration <NUM>, so as to form the bed surface with the ottoman <NUM>. The moveable partition <NUM> is in the lowered position <NUM>, which is below the bed level/height. It is also noted that <FIG> clearly shows a triangular support surface <NUM> adjacent and to the side of the seat <NUM> that is able to form part of the bed surface, as it is approximately level with the bed level/height.

The seats of the seat units adjacent one another may face in the same direction, as described above. Alternatively, they may face in opposite directions. For example, if the units are in a column of seat units, the seat units alternate in their facing direction along the column. Similarly, the seats <NUM> and ottomans <NUM> alternate as to which side of the column they are located. Similarly, the accessways <NUM> also alternate so that alternate seat units access alternate aisles <NUM>, <NUM>.

The description above describes a cabin layout with a middle column <NUM> being formed of seat units <NUM> according to the invention. There may be two such middle columns (i.e. not window/cabin wall-adjacent columns) formed of seat units <NUM> according to the invention.

The moveable partition <NUM> may not be provided along the entire length of the side shell portions (i.e. along the length of the unit). Instead, the moveable partition may be provided only on some or all of the middle region shell portions (<NUM>, <NUM>), rather than also on some or all of the side first and second end region shell portions, as described above.

The seats <NUM> may be bench-style seats where, the bed surface in the bed configuration <NUM> is provided by a separate seat element, such as a fold-down element.

Claim 1:
An aircraft passenger seat unit (<NUM>) comprising:
- a passenger seat (<NUM>), the passenger seat (<NUM>) having a seat pan (<NUM>) and a backrest (<NUM>) and the passenger seat (<NUM>) being convertible between a seat configuration (<NUM>) and a bed configuration (<NUM>), in which there is provided a bed surface at a bed height,
- a shell (<NUM>) at least partially surrounding the passenger seat (<NUM>) and at least partially defining a planform (<NUM>) of the seat unit (<NUM>), the planform (<NUM>) having:
∘ a length (<NUM>) from a first end of the planform (<NUM>) to a second opposite end of the planform (<NUM>),
∘ a first end region (<NUM>) across the first end of the planform(<NUM>),
∘ a second end region (<NUM>) across the second end of the planform (<NUM>), and
∘ a middle region (<NUM>) extending from the first end region (<NUM>) to the second end region (<NUM>),
wherein the second end region (<NUM>) is offset from the first end region (<NUM>) in a direction transverse to the length of the planform (<NUM>), the second end region being offset by an offset distance (<NUM>),
the shell (<NUM>) further comprising a moveable partition, the moveable partition (<NUM>) being moveable between a raised position (<NUM>), in which it blocks a sight line to or from the seat unit, and a lowered position (<NUM>), in which the sight line is unblocked,
wherein the moveable partition (<NUM>) is located adjacent the middle region (<NUM>) and wherein, when in the lowered position (<NUM>), the partition (<NUM>) is located under the bed height;
wherein the first end region (<NUM>) has a first width (<NUM>) and the second end region (<NUM>) has a second width (<NUM>);
characterised in that the first width (<NUM>) and the second width (<NUM>) are substantially the same such that the width of the planform at the first end (<NUM>) is substantially the same as the width of the planform at the second end (<NUM>).