Patent Description:
Aircraft seat frames may be subjected to dynamic loads and corresponding dynamic reactions during a flight, which may generate additional stresses within the frame beam members of the aircraft seat frame. Conventional frame beam members may include beam elements with a tubular volume and a uniform axial cross-section along the entire length of the tubular volume. Although the uniform axial cross-section may have or result in a high stiffness and/or strength that is desirable in static and/or quasi-static loads, the uniform axial cross-section may not have a sufficient elasticity and/or capability to absorb energy of the dynamic loads. Aircraft seat frames are disclosed in <CIT>, <CIT>, <CIT> and <CIT>. <CIT> discloses tubular bodies for use in frames for seats of vehicles such as aircraft. A tube includes a sidewall that has a variable thickness along the length of the tube. The variable thickness of the sidewalls can result in the tube having a variable inner diameter along the length of the tube. The tube may also include a variable outer diameter.

An aircraft seat frame with enhanced dynamic response is provided as defined by claim <NUM>.

In some embodiments, the at least one wall of the tubular volume may include a single segment with the undulations.

In some embodiments, the at least one wall of the tubular volume may include at least one segment with the undulations and at least one segment with a uniform axial cross-section.

In some embodiments, the at least one wall of the tubular volume may include a single segment with the undulations located at a mid-length point of the tubular volume and a segment with the uniform axial cross-section located at each end of the tubular volume.

In some embodiments, the at least one wall of the tubular volume may include a single segment with the uniform axial cross-section located at a mid-length point of the tubular volume and a segment with the undulations located at each end of the tubular volume.

In some embodiments, the at least one wall of the tubular volume may include a single segment with the uniform axial cross-section located at a first end of the tubular volume and a single segment with the undulations located at a second end of the tubular volume.

In some embodiments, the undulations may be separately positioned a select distance along the length of the tubular volume from an end of the tubular volume.

In some embodiments, the undulations may be in a spiral formation around the tubular volume along the length of the tubular volume.

In some embodiments, the one or more undulations may include, in an axial cross-section, at least one of a double curvature shape, a polygonal shape, a hybrid polygonal and convex curvature shape, a hybrid polygonal and concave curvature shape, or a combination.

In some embodiments, the frame beam member may be fabricated from a fiber-reinforced polymer-matrix composite material. The reinforced fibers may include at least one of carbon fibers, glass fibers, organic fibers, or a combination. The polymer-matrix may be a thermoset or a thermoplastic.

In some embodiments, the undulations of the at least one wall of the tubular volume may be formed on an exterior surface of a mold configured to be removed following fabrication.

In some embodiments, the undulations of the at least one wall of the tubular volume may be formed on an exterior surface of a mold configured to remain inserted following fabrication.

In some embodiments, the frame beam member may be fabricated from a metal, alloy, metalloid, non-metal element, or a compound including at least one of a metal, alloy, metalloid, or non-metal element.

Moreover, it is to be understood that the following Detailed Description comprises examples and is explanatory only and are not necessarily restrictive of the subject matter claimed.

As used herein a letter following a reference numeral may be used to reference an embodiment of the feature or element that may be similar, but not necessarily identical, to a previously described element or feature bearing the same reference numeral (e.g., <NUM>, 1a, 1b). In addition, a letter following a reference numeral may be used to reference a sub-feature or sub-element or sub-system of a larger feature or element or system (e.g., 1a or 1b being a component of <NUM>).

In addition, unless expressly stated to the contrary, "or" refers to an inclusive or and not to an exclusive or.

Further, use of "a" or "an" may be employed to describe elements and components of embodiments disclosed herein.

Further, the terms or transitional phrases "including" and "having" may be considered equivalent, for purposes of the disclosure. In this regard, the term or transitional phrase "having" should not be interpreted as a limitation on the present disclosure, including with respect to the openness of the claim language.

The appearances of the phrase "in some embodiments" in various places in the specification are not necessarily all referring to the same embodiment, and embodiments may include one or more of the features expressly described or inherently present herein, or any combination of or sub-combination of two or more such features, along with any other features which may not necessarily be expressly described or inherently present in the instant disclosure.

<FIG> in general illustrate an aircraft seat frame with enhanced dynamic response, in accordance with one or more embodiments of the disclosure.

<FIG> in general illustrate an aircraft seat frame <NUM>, in accordance with one or more embodiments of the disclosure.

Referring now to at least <FIG>, the aircraft seat frame <NUM> may include one or more frame beam members <NUM>. The one or more frame beam members <NUM> may be coupled via one or more joints <NUM>, where the one or more frame beam members <NUM> and/or the one or more joints <NUM> may be configured to couple to an aircraft body. For example, the aircraft body may include, but is not limited to, a floor 100a of an aircraft cabin 100b (e.g., either directly or indirectly via an intermediate frame foot). For example, the one or more frame beam members <NUM> and the one or more joints <NUM> may be coupled via at least one of, but are not limited to, one or more interlocking assemblies (e.g., self-locking joints, or the like), one or more fasteners (e.g., rivets, screws, or the like), an adhesive, or some combination of the above. The one or more joints <NUM> may be fabricated from a metal, alloy, metalloid, or non-metal element or a compound including a metal, alloy, metalloid, or non-metal element. It is noted herein that aircraft seat frame joints are further described in <CIT>. In addition, it is noted herein that "frame beam member" and "frame element" may be considered equivalent, for purposes of the disclosure.

Referring now to at least <FIG>, the one or more frame beam members <NUM> may be fabricated from a lightweight composite material. The one or more frame beam members <NUM> may be fabricated with a laminated design. For example, a frame beam member <NUM> may include an exterior laminated structure <NUM> and one or more individual layers <NUM>. Where there are multiple individual layers <NUM>, the multiple individual layers <NUM> may be oriented in a crisscross or other overlapping pattern defined in one or more directions <NUM> within the frame beam member <NUM>. It is noted herein that the multiple individual layers <NUM> may be fabricated from the same composite material or a different composite material.

Although embodiments of the disclosure illustrate the one or more frame beam members <NUM> being fabricated with a laminated design, it is noted herein the one or more frame beam members may be fabricated with composite designs via fabrication processes including, but not limited to, Automated Fiber Placing (AFP), filament-winding, braiding, a combination of these fabrication processes, or the like. In addition, composite layups may include, but are not limited to, laminated designs based on an arrangement of uni-directionally reinforced layers, laminated designs based on fabric layers, 3D reinforcement layups, and their combinations. The composite design may be fabricated from a fiber-reinforced polymer-matrix composite material. For example, the reinforced fibers may include at least one of carbon fibers, glass fibers, organic fibers, a combination of these fibers, or the like. By way of another example, the polymer-matrix may be a thermoset or a thermoplastic. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

Referring now to at least <FIG>, an individual layer <NUM> may include a plurality of reinforced fibers <NUM> in the one or more directions <NUM> set within a polymeric matrix <NUM>. For example, the plurality of reinforced fibers <NUM> may include, but are not limited to, reinforced carbon fibers, reinforced organic fibers, reinforced glass fibers, or a combination of fibers used in the fabrication of composite beam elements. By way of another example, the polymeric matrix <NUM> may include, but is not limited to, a thermoset or a thermoplastic.

The composite material from which the one or more frame beam members <NUM> may be fabricated may be selected to reduce weight of the aircraft seat frame <NUM> (and thus the enclosing aircraft seat). The composite material may possess high strength and stiffness properties, making it suitable for use in major load-bearing parts such as the one or more frame beam members <NUM> within the aircraft seat frame <NUM>.

Referring now to at least <FIG>, the aircraft seat frame <NUM> may be subjected to dynamic loads and corresponding dynamic reactions during a flight, which may generate additional stresses within the one or more frame beam members <NUM> of the aircraft seat frame <NUM>. For example, the dynamic loads may include, but are not limited to, an emergency landing, a rapid stop, excessive acceleration, a fast takeoff, an impact event (e.g., due to bird strikes), a ballistic impact, or the like. The dynamic loads may generate local dynamic reactions or dynamic load conditions <NUM> distributed axially within the one or more frame beam members <NUM>. Depending on seat frame configuration and/or designs of joints <NUM>, the dynamic loads may also generate bending and/or torsional loads in the one or more frame beam members <NUM>.

Referring now to at least <FIG>, conventional frame beam members may include beam elements with a tubular volume (e.g., a volume with a tubular design) and a uniform axial cross-section <NUM> with a constant radius r along a length z along the entire length of the tubular volume. Although the uniform axial cross-section <NUM> of the frame beam member <NUM> may have or result in a high stiffness and/or strength that is desirable in static and/or quasi-static loads, the uniform axial cross-section <NUM> may not have a sufficient elasticity and/or capability to absorb energy of the dynamic loads.

As such, it may be desirable to provide one or more frame beam members <NUM> that have a design configured to combine the advantages of the stiffness and strength properties of composite materials necessary during static or quasi-static load conditions and the elasticity and/or capability to absorb energy under dynamic load conditions. For example, it may be desired to reduce the risk of damage to the aircraft seat frame <NUM>. By way of another example, it may be desired to reduce the risk of the injury of a seat occupant during dynamic load conditions. By way of another example, it may be desired to provide a higher comfort in static or quasi-static load conditions.

<FIG> in general illustrate the one or more frame beam members <NUM>, in accordance with one or more embodiments of the disclosure.

In general, the one or more frame beam members <NUM> may include a tubular volume with one or more walls <NUM>. A wall <NUM> may include one or more undulations. It is noted herein that "undulations" and "undulating portions" may be considered equivalent, for purposes of the disclosure.

The one or more undulations may be the same shape may be different shapes. The present application claims however only an aircraft seat frame with a first plurality of undulations and a second plurality of undulations alternatingly arranged, as illustrated in <FIG>, where the undulations comprise a plurality of undulations including first undulations <NUM> with a first shape and second undulations <NUM> with a second shape, where the first shape of the one or more undulations <NUM> includes a more aggressive curvature and the second shape of the one or more undulations <NUM> includes a less aggressive curvature.

In contrast with the uniform axial cross-section <NUM> as illustrated in <FIG>, the undulations allow for additional local bending deformation at higher load levels. For example, under relatively low levels of static or quasi-static loads, a frame beam member <NUM> with undulations may deform similarly to a frame beam member <NUM> with a uniform axial cross-section <NUM>. By way of another example, under increased levels of dynamic loads, the non-linearity of deformation may be more substantial due to local bending of the undulations. As such, local bending deformation of the at least one wall of frame beam members <NUM> may provide additional elasticity and enhanced energy-absorbing capacity. In this regard, the one or more frame beam members <NUM> with the one or more undulations may act similar to a spring-like elastic element.

As illustrated in <FIG> and <FIG>, the frame beam member <NUM> may be unloaded. As illustrated in <FIG> and <FIG>, the frame beam member <NUM> may be compressive-loaded. As the frame beam member <NUM> deforms with a corresponding change in length Δz <NUM> due to an applied load the one or more undulations <NUM>, <NUM> may be configured to see a change in their local curvatures.

In one non-limiting example as illustrated in <FIG>, a particular undulation <NUM> is considered before and after an applied load. A curvature of the particular undulations <NUM> may be defined by radii R' <NUM> and R" <NUM> in un-deformed and deformed states, respectively, as curvature is a characteristic inversely proportional to a corresponding radius. A change in curvature (or similarly a change in radii R' <NUM> and R" <NUM>) may be a result of local deformation due to bending of walls of the frame beam member <NUM>, which indicates a mechanism of local bending under applied compressive load with associated additional elasticity of the entire frame beam member <NUM> and an opportunity for additional energy absorption due to visco-elastic properties of materials.

It is noted herein that where the at least one wall <NUM> of the tubular volume includes a non-uniformly distributed radius R' <NUM> along a length of an individual undulation, similar non-uniform change in radii R'<NUM> and R"<NUM> may be expected along a length of other undulations on the at least one wall <NUM> of the tubular volume.

In general, a curvature of the one or more undulations <NUM>, <NUM> when in a deformed state is different from the curvature of the one or more undulations <NUM>, <NUM> when in an un-deformed state. Where the frame beam member <NUM> is under a compressive load, the curvature of the one or more undulations <NUM> when in the deformed state is greater than the curvature of the one or more undulations <NUM>, <NUM> when in the un-deformed state. It is noted herein, however, that the frame beam member <NUM> may be under an alternative type of load including, but not limited to, tension, bending, torque, or a combination of load types. Here, the curvature of the one or more undulations <NUM>, <NUM> when in the deformed state may be different (e.g., not greater than, but instead including, but not limited to, less than) the curvature of the one or more undulations <NUM>, <NUM> when in the un-deformed state. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

The one or more undulations <NUM>, <NUM> may be configured to bend simultaneously under an applied load. The one or more undulations <NUM>, <NUM> may be configured to bend sequentially (e.g., through a multi-step progressive deformation or even folding). An opportunity to control process of local bending of the frame beam member through modification of shapes of individual undulations can be especially valuable for optimization of an amount of energy absorption and/or member elasticity under dynamic loads.

The introduction of the one or more undulations <NUM>, <NUM> in the frame beam member <NUM> may be configured to control an overall elasticity (or stiffness) of the frame beam member <NUM>. For example, the elasticity may be controlled based on the number of the one or more undulations <NUM>, <NUM> and/or the types of shapes of the one or more undulations <NUM>, <NUM>. Controlling the number and/or the shapes of the one or more undulations <NUM>, <NUM> may result in a frame beam member <NUM> that is relatively stiff under a low load level (e.g., during a static or quasi-static condition) and is less stiff under a high load level (e.g., during a dynamic load condition).

The frame beam member <NUM> may include a select cross-section at any part along the length of the frame beam member <NUM>. The cross-section may have any shape known in the art. For example, the cross-section may be circular or elliptic. By way of another example, the cross-section may be polygonal (e.g., include at least one side with a flat shape). For instance, the cross-section may be rectangular. The frame beam member <NUM> may have a varying cross-section shape along the length of the frame beam member <NUM>.

Referring now to at least <FIG>, the one or more undulations <NUM> may be dispersed along all or a part of the length of the frame beam member <NUM>. For example, as illustrated in <FIG> and <FIG>, the entire length of the frame beam member <NUM> may be a segment <NUM> including one or more undulations <NUM>. By way of another example, as illustrated in <FIG> and <FIG>, the frame beam member <NUM> may include a segment <NUM> with a uniform axial cross-section <NUM> located at a mid-length point of the frame beam member <NUM> and multiple segments <NUM> each including one or more undulations <NUM> located at respective ends of the frame beam member <NUM>. By way of another example, as illustrated in <FIG> and <FIG>, the frame beam member <NUM> may include a segment <NUM> including one or more undulations <NUM> located at a mid-length point of the frame beam member <NUM> and multiple segments <NUM> each including a uniform axial cross-section <NUM> located at respective ends of the frame beam member <NUM>. By way of another example, as illustrated in <FIG> and <FIG>, the frame beam member <NUM> may include a segment <NUM> including one or more undulations <NUM> located at one end of the frame beam member <NUM> and a segment <NUM> including a uniform axial cross-section <NUM> located at a second end of the frame beam member <NUM>.

The frame beam member <NUM> may include a primary radius <NUM> along the entire length of the frame beam member <NUM>. One or more area(s) with uniform axial cross-section(s) <NUM> may be a select distance from a central axis equal or substantially equal to the primary radius <NUM>. It is noted herein, however, that the one or more area(s) with uniform axial cross-section(s) <NUM> may be a select distance from the central axis less than or greater than the primary radius <NUM>. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

The one or more undulations <NUM> may undulate between an outward secondary radius <NUM> greater than the primary radius <NUM> and an inward secondary radius <NUM> less than the primary radius <NUM>. For example, the outward secondary radius <NUM> and the inward secondary radius <NUM> may be set at a same (but opposite sign) distance from the primary radius <NUM>. It is noted herein, however, the outward secondary radius <NUM> and the inward secondary radius <NUM> may be different distances from the primary radius <NUM>. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

As illustrated in <FIG>, the one or more undulations <NUM> may form hoops or rings around the frame beam member <NUM>, with each undulation <NUM> being separately positioned a select distance from an end of the frame beam member <NUM> along the length of the tubular volume.

As illustrated in <FIG>, the one or more undulations <NUM> may be non-constant in their position along the length of the frame beam member <NUM>. For example, the one or more undulations <NUM> may be set in a spiral formation along the length of the tubular volume of the frame member <NUM>. Where there are multiple spiral formations, the multiple spiral formations may wind clockwise or counter-clockwise along the length of the tubular volume of the frame beam member <NUM>. For example, the multiple spiral formations may wind in different directions (e.g., as illustrated in <FIG>). By way of another example, the multiple spiral formations may wind in a same direction.

The one or more undulations <NUM> may be uniform (e.g., in amplitude, frequency, shape, or the like) along the length of the tubular volume of the frame member <NUM>. It is noted herein, however, that at least one of the one or more undulations <NUM> may be different (e.g., in amplitude, frequency, shape, or the like) from the other undulations <NUM> along the length of the tubular volume of the frame member <NUM>. For example, non-uniform undulations may be useful to control a sequential deformation (e.g., through a multi-step progressive deformation, folding, or the like), to increase an amount of energy absorption and/or increase overall elasticity (e.g., should the aircraft seat frame <NUM> be subjected to dynamic loads). Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

Referring now to <FIG>, an undulation <NUM> may include one or more curved segments <NUM> (e.g., smooth transition surfaces between adjacent lines or edges) and/or one or more linear segments <NUM> (e.g., corners between adjacent lines or edges). For example, as illustrated in <FIG> and <FIG>, the undulation <NUM> may include only curved segments <NUM>, resulting in the undulation <NUM> having a double curvature shape. By way of another example, as illustrated in <FIG> and <FIG>, the undulation <NUM> may include only linear segments <NUM>, resulting in the undulation <NUM> having a polygonal shape. By way of another example, as illustrated in <FIG> and <FIG>, the undulation <NUM> may include a curved segment <NUM> surrounded by linear segments <NUM>, resulting in the undulation <NUM> having a hybrid polygonal and convex curvature shape. By way of another example, as illustrated in <FIG> and <FIG>, the undulation <NUM> may include linear segments <NUM> surrounded by curved segments <NUM>, resulting in the undulation <NUM> having a hybrid polygonal and concave curvature shape.

As illustrated in <FIG>, the undulation <NUM> is arranged radially outward and configured to undulate between the primary radius <NUM> and the outward secondary radius <NUM>.

As illustrated in <FIG>, the undulation <NUM> may be arranged radially inward and configured to undulate between the primary radius <NUM> and the inward secondary radius <NUM>.

Although the embodiments illustrated in <FIG> include a fully-convex undulation <NUM> (e.g., as illustrated in <FIG>) or a fully-concave undulation <NUM> (e.g., as illustrated in <FIG>), it is noted herein an undulation <NUM> illustrated in <FIG> and an undulation <NUM> illustrated in <FIG> may each be a component of a full undulation <NUM>, such that the full undulation <NUM> may include a convex component and a concave component. Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

<FIG> in general illustrate methods or processes used for fabricating the frame beam member <NUM>, in accordance with one or more embodiments of the disclosure.

Referring now to <FIG>, the frame beam member <NUM> may be fabricated with a mold <NUM> that is configured to be removed following the fabrication of the frame beam member <NUM>.

In a step, the mold <NUM> may be formed. In a step, the composite material may be placed on the mold <NUM>. For example, the composite material may be placed on the mold <NUM> after the mold <NUM> is formed. By way of another example, the composite material may be placed on the mold <NUM> as the mold <NUM> is formed (e.g., via additive manufacturing, or the like).

An exterior surface of the mold <NUM> may trace and/or form the undulations <NUM> along the length of the frame beam member <NUM>, such that the mold <NUM> may have a varying radius and may mimic the shape of the interior surface of the frame beam member <NUM> (e.g., depending on positioning of the mold <NUM>).

In a step, the mold <NUM> may be removed from the interior or the exterior of the frame beam member <NUM> via a removal process. The removal process may include, but is not limited to, washing it out/off, chemical decomposition or stripping, or the like. For example, the mold <NUM> may be removed from the interior or the exterior after the frame beam member <NUM> cures to a select hardness (e.g., where the frame beam member <NUM> is fabricated from a thermoset). By way of another example, the mold <NUM> may be removed from the interior or the exterior after the frame beam member <NUM> solidifies to a select hardness (e.g., where the frame beam member <NUM> is fabricated from a thermoset).

Although embodiments of the disclosure illustrate the mold <NUM> as being an interior removable mold <NUM>, it is noted herein the mold <NUM> may be an exterior removable mold (e.g., a mold used during injection molding, casting, or the like; a mold formed during additive manufacturing; or the like). Therefore, the above description should not be interpreted as a limitation on the present disclosure but merely an illustration.

Referring now to <FIG>, the frame beam member <NUM> may be fabricated with a mold <NUM> that is configured to remain inserted within the frame beam member <NUM> following the fabrication of the frame beam member <NUM>. For example, the mold <NUM> may be fabricated from a lightweight polymer (e.g., including, but not limited to, a thermoplastic) with a thickness that will not substantially affect the elasticity and/or capability of the frame beam member <NUM> to absorb energy under dynamic load conditions.

In a step, the mold <NUM> may be formed. In a step, the composite material may be placed on the mold <NUM>. For example, the composite material may be placed on the mold <NUM> after the mold <NUM> is formed.

An exterior surface of the mold <NUM> may trace and/or form the undulations <NUM> along the length of the frame beam member <NUM> along an exterior edge, such that the mold <NUM> may have a varying radius and may mimic the shape of the interior surface of the frame beam member <NUM> (e.g., depending on positioning of the mold <NUM>).

As illustrated in <FIG>, the mold <NUM> may have an interior edge with a constant radius, such that the mold <NUM> has a defined cylindrical cavity.

As illustrated in <FIG>, the mold <NUM> may have a corresponding interior edge that may trace the exterior edge, such that the exterior edge has a corresponding varying radius. In this regard, the mold <NUM> may include a thin-wall shape.

In comparing <FIG>, the mold <NUM> illustrated in <FIG> may be thicker but easier to make, while the mold <NUM> illustrated in <FIG> may be thinner by requiring additional methods or processes including, but not limited to, gas-assisted forming.

In one example, where the mold <NUM> is a polymeric mold fabricated from a thermoplastic, the melting temperature of the mold <NUM> may need to be higher than the curing temperature of the frame beam member <NUM> if the frame beam member <NUM> is fabricated from a thermoset, or may need to be higher than the melting temperature of the frame beam member <NUM> if the frame beam member <NUM> is fabricated from a second thermoplastic.

In general, the frame beam member <NUM> may be fabricated via one or more methods or processes including, but not limited to, AFP, filament-winding, braiding, a combination of these one or more methods or processes, or the like.

Although embodiments of the disclosure illustrate the frame beam member <NUM> as being hollow (e.g., as including a defined cavity), it is noted herein at least a portion of the frame beam member <NUM> may have a solid portion for at least a length of the frame beam member <NUM>, to the extent the solid portion does not interfere with the elasticity and/or capability of the frame beam member <NUM> to absorb energy under dynamic load conditions. This configuration is however not claimed.

Although embodiments of the disclosure illustrate the frame beam member <NUM> as being fabricated from a composite material, it is noted herein the frame beam member <NUM> may be fabricated from any material (e.g., a metal, alloy, metalloid, or non-metal element or a compound including a metal, alloy, metalloid, or non-metal element) configured to provide the frame beam member <NUM> with the elasticity and/or capability of the frame beam member <NUM> to absorb energy under dynamic load conditions.

In this regard, the undulations <NUM> may result in the frame beam member <NUM> having an exterior surface configured to combine the advantages of the stiffness and strength properties of composite materials necessary during static or quasi-static load conditions and the elasticity and/or capability of the frame beam member <NUM> to absorb energy under dynamic load conditions. For example, this form of enhanced dynamic response may reduce the risk of damage to the aircraft seat frame <NUM>. By way of another example, this form of enhanced dynamic response may reduce the risk of injury during dynamic load conditions. By way of another example, this form of enhanced dynamic response may provide a higher comfort in static or quasi-static load conditions.

It is noted herein the aircraft seat frame <NUM> and/or the components of the aircraft seat frame <NUM> (e.g., the one or more frame beam members <NUM> including the one or more undulations <NUM>) may be installed within an aviation environment which may be configured in accordance with aviation guidelines and/or standards put forth by, but not limited to, the Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA) or any other flight certification agency or organization; the American National Standards Institute (ANSI), Aeronautical Radio, Incorporated (ARINC), the Society of Automotive Engineers (SAE), or any other standards setting organization or company; the Radio Technical Commission for Aeronautics (RTCA) or any other guidelines agency or organization; or the like.

Claim 1:
An aircraft seat frame with enhanced dynamic response, comprising:
a frame beam member (<NUM>), the frame beam member comprising:
a tubular volume including at least one wall (<NUM>) with a first plurality of undulations (<NUM>) and a second plurality of undulations (<NUM>) alternatingly arranged and extending radially outward along a length of the tubular volume, the first plurality of undulations and the second plurality of undulations being configured to allow the tubular volume to absorb energy of a compressive load applied during a flight scenario through local bending of the first plurality of undulations and the second plurality of undulations,
the first plurality of undulations being configured to have a first curvature when unloaded, the first plurality of undulations being configured to have a second curvature when the compressive load is applied, the second curvature being greater than the first curvature, the second plurality of undulations being configured to have a third curvature when unloaded, the first curvature being greater than the third curvature by which the first plurality of undulations are configured to deform prior to the second plurality of undulations,
the frame beam member being one of a plurality of frame beam members of the aircraft seat frame, the plurality of frame beam members being configured to couple to a plurality of joints of the aircraft seat frame, at least one joint of the plurality of joints or at least one frame beam member of the plurality of frame beam members being configured to couple to an aircraft body.