Patent Description:
The structure of aircraft seats plays a significant role in the airline industry. As passenger seating is typically arranged in rows with one or more aisles separating parts of each row, aircraft seating assemblies typically are configured as <NUM>, <NUM> or <NUM> seat units. These aircraft seating assemblies have a structure for withstanding forces caused not only due to acceleration and deceleration of the aircraft during normal operation, but also substantial forces caused during emergencies. Significantly, the aircraft seats desirably achieve this performance while being relatively lightweight. Further, while the structural integrity and weight of the seating assemblies is important, the cost of the assemblies is also an important consideration.

While there are many existing aircraft seat assemblies, such seating assemblies and certain components thereof have various limitations and disadvantages. As an example, <CIT> discloses an aircraft seat holding device with at least one backrest, with at least one aircraft seat carrier unit embodied by a backrest bridge and with at least one fastening unit, which is provided to fasten, in at least one operating state, at least one PED to the backrest in an exchangeable and operable manner. It is proposed that the fastening unit is at least partially integrated into the aircraft seat carrier unit embodied as a backrest bridge. As further example, <CIT> discloses a support and retention assembly for a portable electronic device to be connected to a dashboard of a car. Another example is <CIT>, which discloses a vehicle seat carrier device which includes at least one vehicle seat carrier unit which is provided to be arranged in at least one assembled state on at least one backrest unit of a seat unit. This vehicle seat carrier unit has at least one base unit and at least one cover unit which is embodied separately from the base unit and which is provided to be connected to the base unit in the assembled state.

The aircraft seat assembly according to the invention is described in claim <NUM>. Favorable embodiments are described in the dependent claims. In the description below, embodiments of an aircraft seating assembly are disclosed which are both compliant with industry regulations and lightweight yet capable of withstanding significant forces. In some embodiments, the aircraft seating assembly can be installed in an aircraft. The assembly can include a seat pan, a connection frame, and one or more mounts. The one or more mounts can removably couple the seat pan to the connection frame. The one or more mounts can be attached to a bottom portion of the seat pan.

The aircraft seating assembly includes a back support and a retention system. The retention system is coupled to the back support. The retention system retains an object in place when in a closed configuration. The retention system includes a base member, a clamp member and a biasing component. The clamp member is rotatably coupled to the base portion. The biasing component biases the clamp member into the closed configuration.

Embodiments of the present disclosure will now be described hereinafter, by way of example only, with reference to the accompanying drawings as indicated below.

Certain terminology may be used in the following description for the purpose of reference only, and thus are not intended to be limiting. For example, terms such as "upper", "lower", "above", and "below" refer to directions in the drawings to which reference is made. Terms such as "front", "back", "rear", "left side," and "right side" describe the orientation and/or location of portions of the component within a consistent but arbitrary frame of reference which is made clear by reference to the text and the associated drawings describing the component under discussion. Such terminology may include the words specifically mentioned above, derivatives thereof, and words of similar import. Similarly, the terms "first", "second", and other such numerical terms referring to structures do not imply a sequence or order unless clearly indicated by the context.

With reference first to <FIG>, which are illustrations of an embodiment of an aircraft seating assembly <NUM>, the aircraft seating assembly <NUM> can include three seats 105a, 105b, 105c each of which defines a seating position for one passenger and, typically, for an adult passenger. However, it should be understood that the aircraft seating assembly <NUM> may be expanded to include additional seats or reduced to include fewer seats. In some embodiments, the aircraft seating assembly <NUM> can include four seats. In some embodiments, the aircraft seating assembly <NUM> can include a single seat or two seats. Since the seats 105a, 105b, 105c are similar in design and construction, only seat 105a will be described in detail; however, it should be understood that the same, or similar, structures and features can be utilized for seats 105b, 105c. The first seat 105a can include a seat pan <NUM>, a back support <NUM>, a connection frame <NUM>, and an armrest <NUM>. The aircraft seating assembly <NUM> is designed to be placed within the cabin of an aircraft and attached to the cabin via the connection frame <NUM>.

With reference now to <FIG>, in some embodiments the seat pan <NUM> can be connected to the connection frame <NUM>. As shown in the illustrated embodiment of <FIG>, in some embodiments the seat pan <NUM> can be removably coupled to one or more tubes <NUM> of the connection frame <NUM>, such as a fore tube positioned nearer a front portion <NUM> of the seat pan <NUM> and an aft tube positioned nearer a rear portion <NUM> of the seat pan <NUM>. These tubes <NUM> can extend along the width of the aircraft seating assembly <NUM>. The seat pan <NUM> can be removably coupled to these tubes <NUM> with one or more mounts <NUM>. In the illustrated embodiment, four mounts <NUM> are attached to a bottom of the seat pan <NUM> and are attached at four, spaced apart corners of the seat pan <NUM>. In some embodiments,the mounts <NUM> can advantageously be arranged to allow the seat pan <NUM> to more easily flex along portions which are spaced from the mounting points of the mounts <NUM>. This greater ability for the seat pan <NUM> to flex can allow for a more compliant seat pan <NUM> thereby enhancing comfort for the passenger. As shown in the illustrated embodiment, the mounts <NUM> can be generally located under the passenger's thighs and buttock to provide substantial support for the passenger. In some embodiments, fewer or greater number of mounts <NUM> can be used to removably attach the seat pan to the connection frame <NUM> and/or the mounts <NUM> can be positioned at other locations relative to the seat pan <NUM> as desired.

With reference to <FIG>, the seat pan <NUM> can include features which significantly enhance passenger comfort. For example, as shown in the illustrated embodiment, the seat pan <NUM> can include a waterfall feature along a front portion <NUM> of the seat pan <NUM> and/or along one or both side portions <NUM> of the seat pan <NUM>. As shown in the illustrated embodiment, the seat pan <NUM> can have an upward slope from the rear portion <NUM> of the seat pan <NUM> towards the front portion <NUM> of the seat pan <NUM>. Proximate an edge of the front portion <NUM>, the seat pan <NUM> can slope towards the floor of the aircraft. As shown in the illustrated embodiment, the edge of the front portion <NUM> of the seat pan <NUM> can have an angle of about <NUM> to about <NUM> degrees relative to a plane <NUM> perpendicular to the aircraft floor, an angle of about <NUM> to about <NUM> degrees relative to the plane <NUM>, an angle of about <NUM> to about <NUM> degrees relative to the plane <NUM>, any sub-range within these ranges, and/or any other angle as desired. In some embodiments, the transition from the upward slope to the downward slope can be gradual and can include a generally rounded surface <NUM>.

As shown in the illustrated embodiment, the seat pan <NUM> can have an upward slope from the central portion <NUM> of the seat pan <NUM> towards one or both side portions <NUM> of the seat pan <NUM>. Proximate an edge of one or both the side portions <NUM>, the seat pan <NUM> can slope towards the floor of the aircraft. As shown in the illustrated embodiment, the edge of one or both sides portions <NUM> of the seat pan <NUM> can have an angle of about <NUM> to about <NUM> degrees relative to a plane <NUM> perpendicular to the aircraft floor, an angle of about <NUM> to about <NUM> degrees relative to the plane <NUM>, an angle of about <NUM> to about <NUM> degrees relative to the plane <NUM>, any sub-range within these ranges, and/or any other angle as desired. In some embodiments, the transition from the upward slope to the downward slope can be gradual and can include a generally rounded surface <NUM>. In some embodiments, the front portion <NUM> and/or one or both side portions <NUM> can be angled towards the floor of the aircraft. The waterfall feature can advantageously enhance passenger comfort by reducing pressure points on a passenger's legs while the passenger is seated. As another example, the seat pan <NUM> can be relatively flexible to allow for a greater degree of compliancy. This greater flexibility can significantly enhance passenger comfort while the passenger is seated.

With reference to <FIG>, in some embodiments the mounts <NUM> can allow the seat pan <NUM> to articulate. In some embodiments, the seat pan <NUM> can rotate and/or translate relative to the connection frame <NUM>. For example, as shown in the illustrated embodiment, the mounts <NUM> can allow the seat pan <NUM> to be rotated from a first configuration 110a as shown in <FIG>, such as a fully attached configuration, to a second configuration 110b as shown in <FIG>, such as a maintenance configuration, without having to completely detach the seat pan <NUM> from the connection assembly <NUM>. For example, to rotate the seat pan <NUM> in the manner illustrated, only the two rear mounts <NUM> need to be disconnected. This can advantageously facilitate maintenance, inspection, and assembly of the aircraft seating assembly <NUM>.

With reference to <FIG>, in some embodiments the mounts <NUM> can include a strap <NUM> which can releasably couple the mount <NUM> to the connection frame <NUM>. The strap <NUM> can be formed from a material having some degree of compliancy such that the strap can be loosened. As shown in <FIG>, the strap <NUM> can include a flexible, elongate member <NUM> with a coupling member <NUM>. The coupling member <NUM> can be used to lock the elongate member <NUM> in a desired position and/or apply tension to the elongate member <NUM>. As shown in the illustrated embodiment, the coupling member <NUM> can be a worm gear or similar device. This strap-style mount <NUM> advantageously does not require holes to be drilled along the tube <NUM> to secure the mount <NUM> to the connection frame <NUM>. This can be particularly beneficial as such drilling can decrease the strength of the <NUM>. Moreover, as the strap-style mount <NUM> can be removably coupled to the connection frame <NUM> without drilling holes, the strap-style mount <NUM> provides greater flexibility in choosing where to position the seat along the width of the aircraft seating assembly <NUM>. In some embodiments, interior and/or exterior surfaces of the elongate member <NUM> can be provided with an interior lining to reduce the likelihood of damage to components to which the elongate member <NUM> is in contact, such as tube <NUM>.

As shown in the illustrated embodiment, the mounts <NUM> can include a first member <NUM> and a second member <NUM>. The first and second members <NUM>, <NUM> can be movable relative to each other. As shown in the illustrated embodiment, the first and second members <NUM>, <NUM> can be rotatably coupled via a hinge <NUM>. In some embodiments, the first and second members <NUM>, <NUM> can be translatably coupled to each other in addition to, or in lieu of, being rotatably coupled. In some embodiments, the first member <NUM> can be attached to the connection frame <NUM> and the second member <NUM> can be attached to the seat pan <NUM>. Such a design can allow the seat pan <NUM> to be rotatable as shown in <FIG>.

With reference now to <FIG>, another embodiment of mounts <NUM>, <NUM> are illustrated which can be used to connect the seat pan <NUM> to the connection frame <NUM>, such as the tubes <NUM>. The mounts <NUM>, <NUM> can share the same, or similar, structures and features to mounts <NUM>.

With reference first to <FIG>, in some embodiments the seat pan <NUM> can be removably coupled to one or more tubes <NUM> of the connection frame <NUM>, such as a fore tube positioned nearer a front portion <NUM> of the seat pan <NUM> and an aft tube positioned nearer a rear portion <NUM> of the seat pan <NUM>. These tubes <NUM> can extend along the width of the aircraft seating assembly <NUM>. The seat pan <NUM> can be removably coupled to these tubes <NUM> with one or more mounts <NUM>, <NUM>. In the illustrated embodiment, two mounts <NUM> and two mounts <NUM> are attached to a bottom of the seat pan <NUM> and are attached at four, spaced apart corners of the seat pan <NUM>, with the mounts <NUM> being positioned nearer a rear portion <NUM> of the seat pan <NUM> and the mounts <NUM> being positioned nearer a front portion <NUM> of the seat pan <NUM>. However, it should be understood that the mounts <NUM> and the mounts <NUM> can be positioned at any position on the seat pan <NUM> including the reverse of the configuration described above.

In some embodiments, the mounts <NUM>, <NUM> can advantageously be arranged to allow the seat pan <NUM> to more easily flex along portions which are spaced from the mounting points of the mounts <NUM>, <NUM>. This greater ability for the seat pan <NUM> to flex can allow for a more compliant seat pan <NUM> thereby enhancing comfort for the passenger. As shown in the illustrated embodiment, the mounts <NUM>, <NUM> can be generally located under the passenger's thighs and buttock to provide substantial support for the passenger. In some embodiments, fewer or greater number of mounts <NUM>, <NUM> can be used to removably attach the seat pan to the connection frame <NUM>.

With reference to <FIG>, in some embodiments the mounts <NUM>, <NUM> can include straps <NUM>, <NUM> which can releasably couple the mounts <NUM>, <NUM> to the connection frame <NUM>. Straps <NUM>, <NUM> can be formed from a material having some degree of compliancy such that the strap can be loosened. As shown in <FIG>, the straps <NUM>, <NUM> can include flexible, elongate members <NUM>, <NUM> with coupling members <NUM>, <NUM>. These can be similar to elongate member <NUM> and coupling member <NUM> described above. The coupling members <NUM>, <NUM> can be used to lock the elongate members <NUM>, <NUM> in a desired position and/or apply tension to the elongate members <NUM>, <NUM>. For example, the coupling members <NUM>, <NUM> can be a worm gear or similar device. These strap-style mounts <NUM>, <NUM> advantageously do not require holes to be drilled along the tube <NUM> to secure the mounts <NUM>, <NUM> to the connection frame <NUM>. In some embodiments, interior and/or exterior surfaces of the elongate members <NUM>, <NUM> can be provided with an interior lining to reduce the likelihood of damage to components to which the elongate members <NUM>, <NUM> are in contact, such as tube <NUM>. In some embodiments, the elongate members <NUM>, <NUM> and/or coupling members <NUM>, <NUM> can have different constructions.

As shown in <FIG>, the mounts <NUM>, <NUM> can allow the seat pan <NUM> to be rotated relative to the tubes <NUM> of the connection assembly <NUM>. For example, as shown in the illustrated embodiment, the seat pan <NUM> is rotated clockwise about a fore tube <NUM>. In some embodiments, portions of the mounts <NUM>, <NUM> can retained on the tubes <NUM> while other portions of the mounts <NUM>, <NUM> can be disengaged. In some embodiments, engagement and disengagement can be via a "quick disconnect" coupling mechanism, such as a snap-fit coupling, thereby facilitating removal. In some embodiments, this arrangement can be reversed. For example, the seat pan <NUM> can be rotated in a counter-clockwise direction along an aft tube <NUM>.

With reference next to <FIG>, the mount <NUM> can include a first member <NUM> and a second member <NUM>. The first and second members <NUM>, <NUM> can be movable relative to each other. As shown in the illustrated embodiment, the first and second members <NUM>, <NUM> can be removably coupled via a coupling mechanism. The coupling mechanism can be a "quick disconnect" coupling mechanism such as a ball stud fastener <NUM> and corresponding receiver <NUM> which can facilitate coupling and decoupling the first and second members <NUM>, <NUM>. In some embodiments, the first and second members <NUM>, <NUM> can be coupled and decoupled without the use of tools. As shown in the illustrated embodiment, the second member <NUM> can include the ball stud fastener <NUM> which can extend downwardly from a bottom surface <NUM> of the second member <NUM>. The first member <NUM> can include the stud receiver <NUM> which can open upwardly along an upper surface <NUM> of the first member <NUM>. Other types of coupling mechanisms can be used, such as mechanical coupling mechanisms including clips, screws, hook-and-loop fasteners, chemical coupling mechanisms such as adhesives, any other coupling mechanism as desired, and/or any combination of coupling mechanisms.

In some embodiments, the mount <NUM> can include features which can reduce or inhibit translational and/or rotational motion. For example, the mount <NUM> can include a protrusion <NUM> and a corresponding detent or recess <NUM> in which the protrusion <NUM> can be received. As shown in the illustrated embodiment, the first member <NUM> can include the protrusion <NUM> along an upper surface <NUM> of the first member <NUM>. The second member <NUM> can include the detent or recess <NUM> which can open downwardly of the bottom surface <NUM> of the second member <NUM>. When the first and second members <NUM>, <NUM> are coupled, the protrusion <NUM> can be received within the detent or recess <NUM> which can inhibit translation in a horizontal plane and/or rotation along an axis perpendicular to the horizontal plane. This can advantageously reduce stresses applied to the coupling mechanism, such as the ball stud fastener <NUM> and corresponding receiver <NUM>.

In some embodiments, an upper surface <NUM> of the second member <NUM> can be coupled to the bottom of the seat pan <NUM> such as via mechanical coupling mechanisms including clips, screws, hook-and-loop fasteners, chemical coupling mechanisms such as adhesives, any other coupling mechanism as desired, and/or any combination of coupling mechanisms. The upper surface <NUM> of the second member <NUM> can be correspondingly shaped to the bottom surface of the seat pan <NUM>. For example, the upper surface <NUM> of the second member <NUM> can include a curve.

With reference to <FIG>, the mount <NUM> can include a first member <NUM> and a second member <NUM>. The first and second members <NUM>, <NUM> can be movable relative to each other. As shown in the illustrated embodiment, the first and second members <NUM>, <NUM> can be rotatably coupled via a coupling mechanism. The coupling mechanism can be a "quick disconnect" coupling mechanism such as a pin <NUM> and corresponding slot <NUM> which can facilitate coupling and decoupling the first and second members <NUM>, <NUM>. In some embodiments, the first and second members <NUM>, <NUM> can be coupled and decoupled without the use of tools. As shown in the illustrated embodiment, the first member <NUM> can include the pin <NUM> which can extend laterally outward from a side surface <NUM> of the first member <NUM>. The second member <NUM> can include the slot <NUM>. This can allow the first and second members <NUM>, <NUM> to be rotatably coupled. Other types of rotatable couplings can be used.

As shown in the illustrated embodiment, the first and second members <NUM>, <NUM> can be shaped such that the first and second members <NUM>, <NUM> can be maintained in at an angle between about <NUM> degree to about <NUM> degrees relative to each other, between about <NUM> degrees to about <NUM> degrees relative to each other, between about <NUM> degrees to about <NUM> degrees relative to each other, any sub-range within these ranges, generally perpendicular relative to each other, or any other angle as desired. For example, the front surface of the first member <NUM> can include a stop which can contact a surface of the second member <NUM> upon reaching a desired angle. In some embodiments, further rotation beyond this angle can allow the slot <NUM> to disengage the pin <NUM> thereby decoupling the first member <NUM> from the second member <NUM>. This can beneficially reduce the likelihood of damage due to over-rotation of the seat pan <NUM>. In some embodiments, the slot <NUM> can be disengaged from the pin <NUM> by applying a force on the second member <NUM> in a direction opposite the opening of the slot <NUM>. For example, as shown in the illustrated configuration of <FIG>, the second member <NUM> can be decoupled from the first member <NUM> by applying a force on the second member <NUM> in a vertical direction.

In some embodiments, the mount <NUM> can include features which can reduce or inhibit translational and/or rotational motion. For example, the mount <NUM> can include a protrusion <NUM> and a corresponding detent or recess (not shown) in which the protrusion <NUM> can be received. As shown in the illustrated embodiment, the first member <NUM> can include the protrusion <NUM> along an upper surface <NUM> of the first member <NUM>. The second member <NUM> can include the detent or recess which can open downwardly of the bottom surface <NUM> of the second member <NUM>. When the first and second members <NUM>, <NUM> are coupled, the protrusion <NUM> can be received within the detent or recess which can inhibit translation in a horizontal plane and/or rotation along an axis perpendicular to the horizontal plane.

With reference now to <FIG>, in some embodiments an upholstery cover <NUM> can be removably coupled to the seat pan <NUM> using a draw string <NUM>. As shown in the illustrated embodiment, the draw string <NUM> can extend along a periphery of the upholstery cover <NUM> such that the cross-sectional dimension of the periphery can be reduced by increasing tension in the draw string <NUM>. This reduction in cross-sectional dimension can allow the upholstery cover <NUM> to be secured to the seat pan <NUM>. A standard tensioner (not shown) and/or a string locking mechanism can be used to apply tension to and/or retain tension in the draw string <NUM> to lock the cover <NUM> in place Use of a draw string <NUM> coupling mechanism can beneficially facilitate installation of the cover <NUM> to the seat pan <NUM>. Moreover, this can reduce and/or eliminate the use of Velcro on the cover <NUM> and the seat pan <NUM>. Moreover, the draw string <NUM> can beneficially reduce variations, such as misalignment, wrinkles, and the like, between the upholstery covers on each seat.

With reference now to <FIG>, in some embodiments the back support <NUM> can include a back support frame <NUM> and a cushioning member <NUM> which can be removably coupled to the back support frame <NUM> using a "quick disconnect" coupling mechanism. This can advantageously allow the cushioning member <NUM> to be quickly installed and/or removed for maintenance of the cushioning member <NUM> and/or portions underlying the cushioning member <NUM> such as the back support frame <NUM>. Moreover, this can allow the cushioning member <NUM> to be assembled very quickly on an assembly line with consistent fit, form, and function.

With reference to <FIG> and <FIG>, as shown in the illustrated embodiment, the cushioning member <NUM> can slide in from the top and couple to the back support frame <NUM>. In some embodiments, the cushioning member <NUM> can include a cover <NUM> and a cushion frame <NUM>. The cushion frame <NUM> can serve as a support structure for the cover <NUM>. As shown in the illustrated embodiment, the cover <NUM> can be a soft, upholstered cloth cover; however, other types of materials can be used, such as foam cushion, or a combination of such materials. The cushion frame <NUM> can be relatively rigid or semi-rigid which can provide stiffness to the cover <NUM>. The stiffness of the cushion frame <NUM> can allow the cushioning member <NUM> to retain its shape while still allowing some degree of compliancy to enhance passenger comfort.

One or more coupling members <NUM> can be used to couple the cushioning member <NUM> to the back support frame. In some embodiments, components of coupling members <NUM> can be attached to a rear portion of the cushion frame <NUM> and corresponding components of coupling members <NUM> can be attached to a front portion of the back support frame <NUM>. In some embodiments, five to seven coupling members <NUM> can be used to ensure a secure connection between the cushioning member <NUM> and the back support frame <NUM> while still maintaining ease of installation and removal.

With reference to <FIG>, in some embodiments, the coupling member <NUM> can include a first member <NUM>, such as a plate, having a hook <NUM> and a second member <NUM> having a corresponding receptacle <NUM> for receiving the hook <NUM>. A set of first members <NUM> can be fastened, via a mechanical and/or chemical fastener, such as screws, bolts and/or adhesives, on a rear portion of the cushion frame <NUM> and a set of second members <NUM> can be fastened, via a mechanical and/or chemical fastener, such as screws, bolts and/or adhesives, on a front portion of the back support frame <NUM>. In some embodiments, the coupling members <NUM> can include tabs, clips, keyways, pins, and/or slots in addition to, or in lieu of, the hook <NUM> and receptacle <NUM>.

With reference to <FIG>, in some embodiments the back support <NUM> can include a locking channel <NUM>. As shown in the illustrated embodiment, the locking channel <NUM> can be positioned along side portions of the back support frame <NUM>. For example, the back support frame <NUM> can include a locking member <NUM>, such as a rail, which cooperates with a corresponding locking member <NUM>, such as a corresponding rail, of the cushioning member <NUM>. The locking member <NUM> can extend from the cushion frame <NUM>. In some embodiments, the locking members <NUM>, <NUM> can include corresponding features to retain the two members <NUM>, <NUM> in a certain position. For example, the locking members <NUM>, <NUM> can include snap-fit connections, detents, protrusions, and other types of connectors. In some embodiments, the locking members <NUM>, <NUM> can serve as alignment members with the back support frame <NUM> and cushioning member <NUM> being retained in a certain position via other locking mechanisms, such as the coupling members <NUM>. This can advantageously facilitate the process of coupling the cushioning member <NUM> to the back support frame <NUM> together via the coupling members <NUM>.

In some embodiments, the cover <NUM> can be positioned relative to the cushion frame <NUM> such that a gap <NUM> is present between the cover <NUM> and the cushion frame <NUM>. This gap <NUM> can allow the cushion frame <NUM> to deflect in response to forces applied to the cover <NUM>, for example, by a seated passenger. As shown in the illustrated embodiment, this arrangement of the cover <NUM> and cushion frame <NUM> can allow a degree of flexibility around the lumbar area. The rigidity of the cushion frame <NUM> and/or the cushioning member <NUM>, as well as the positioning of the cushioning member <NUM> relative to the cushion frame <NUM>, can be advantageously selected to provide a desired amount of flexibility in the lumbar area.

In some embodiments, the back support <NUM> can include a wall portion <NUM> positioned rearward of the cushion frame <NUM>. The wall portion <NUM> can be sufficiently rigid such that it can reduce the likelihood that a passenger seated behind the occupant of the seat 105a can contact the cushion frame <NUM> thereby potentially causing movement of the cushioning member <NUM> and affecting the passenger seated on the cushioning member <NUM>. In some embodiments, the wall portion <NUM> can be formed from a more rigid material and/or include structures to increase rigidity. In some embodiments, the material can be similar to the cushion frame <NUM> but manufactured to be thicker. As shown in the illustrated embodiment, the wall portion <NUM> is separate and independent of the cushioning member <NUM> and the cushion frame <NUM>. As such, contact with the wall portion <NUM> would likely not impact the comfort of the seated passenger.

With reference now to <FIG>, the back support <NUM> can include a desirably recessed area <NUM>. This can advantageously provide provides usable space that has little impact to passenger living space behind the seat. In some embodiments, the open area <NUM> can be for airline/operator use to store miscellaneous literature, magazines, or safety briefing cards. In some embodiments, the open area <NUM> can be for passenger use to temporarily store personal items, such as personal electronic devices: tablets, phones, e-readers, media players, or items that could be held while the tray table is being used. In some embodiments, the open area <NUM> can also house integrated seat options such as in-flight entertainment (ife) components (video monitor, usb, audio jacks, credit card reader, handsets, etc.).

With reference now to <FIG> and <FIG>, in some embodiments the aircraft seating assembly <NUM> can include a movement subassembly such as a tilt system which can allow portions of a seat, such as back support <NUM>, to rotate relative to other portions of the seat. This can be beneficial in allowing the back support <NUM> to recline thereby enhancing passenger comfort. In some embodiments, the tilt system can include an actuator <NUM> for controlling the change in tilt or angular orientation of the back support <NUM>. For example, the tilt system can allow the back support <NUM> to transition from a standard, upright position as shown in <FIG> to a reclined position as shown in <FIG>. In some embodiments, the actuator <NUM> can be activated to allow tilting of the back support <NUM> by pressing a button on the seat.

As shown in the illustrated embodiment, the actuator <NUM> can be attached to a pivot member <NUM> at a first end <NUM> of the actuator <NUM> and to a portion of the connection frame <NUM>, such the tube <NUM>, at a second end <NUM> of the actuator <NUM>. As shown in the illustrated embodiment, the pivot member <NUM> can include a cross bar <NUM> and quadrants <NUM>. The actuator <NUM> can be attached to the cross bar <NUM> and the quadrants <NUM> can be positioned over a portion of the connection frame <NUM>, such as the tube <NUM>, and be pivotally coupled to the back support <NUM> at a pivot location <NUM> of the back support <NUM>. As shown in the illustrated embodiment, when the back support <NUM> is at least partially in a reclined position, the quadrants <NUM> can be positioned further outward from the tube <NUM>. In some embodiments, the actuator <NUM> can be activated to allow tilting of the back support <NUM> by pressing a button on the seat.

As shown in the illustrated embodiment, the actuator <NUM> can be centrally located relative to a width of the seat 105a which can advantageously allow for a more equalized distribution of forces on components of the tilt system during tilting of the back support <NUM> and head impact. Moreover, the centralized location of the actuator <NUM> can advantageously allow for a more symmetric back support <NUM> and assembly design. Additionally, as shown in the illustrated embodiment, the tilt system can be independent from the seat pan <NUM> and thus does not require the bottom pan to articulate when the back support <NUM> is articulated. In some embodiments, the actuator <NUM> can be positioned within a middle portion of the seat, such as a middle half of the seat with a quarter of the width on both sides of the middle half. In some embodiments, the actuator <NUM> can be positioned within a middle portion of the seat, such as a middle third of the seat with a third of the width on both sides of the middle third. In some embodiments, the actuator <NUM> can be positioned within a middle portion of the seat, such as a middle quarter of the seat.

The tilt system can also serve as an energy absorbing system for the seat 105a. For example, the tilt system allows the back support <NUM> to rotate forward when subject to a forwardly directed force on a rearward portion of the back support <NUM>. This can be caused, for example, by the head of a passenger seated behind the seat 105a striking the back support <NUM>, such as during abrupt movements of the aircraft. Accordingly, by allowing the back support <NUM> to rotate forward when subject to such a force, the force applied to the passenger's head can be reduced.

As shown in the illustrated embodiment, the geometry of the quadrants <NUM> is designed to limit rotation when the quadrants <NUM> contact the aft base tube <NUM>. With reference particularly to <FIG>, in the event of a frontwardly-directed force <NUM> being applied to the back support <NUM>, the back support <NUM> can pivot in a frontward direction which is further frontward than the standard, upright position illustrated in <FIG>. In such an event, the quadrants <NUM> can contact the base tube <NUM> while still allowing the back support <NUM> to pivot further frontward to displace and/or absorb additional energy imposed by the frontwardly-directed force <NUM>. In some embodiments, the quadrants <NUM> can contact the base tube <NUM> while in the standard, upright position. This can advantageously isolate movements to the back support <NUM> and the quadrants <NUM> and can relieve downstream components (cross bar <NUM>, actuator <NUM>, etc.) of some, if not a majority, of such forces. This reduction in parts subjected to significant forces, as well as the symmetric geometry of the system, provides more consistent, reliable, and predictable energy absorbing qualities.

With reference now to <FIG>, in some embodiments the tilt system can include an actuator <NUM> for controlling the change in tilt or angular orientation of the back support <NUM>. The tilt system can include the same, or similar, structures and features to the tilt system described above in connection with <FIG> and <FIG>. For example, the tilt system can allow the back support <NUM> to transition from a standard, upright position similar to that shown in <FIG> to a reclined position similar to that shown in <FIG>. In some embodiments, the actuator <NUM> can be activated to allow tilting of the back support <NUM> by pressing a button on the seat.

As shown in the illustrated embodiment, the actuator <NUM> can be attached to a pivot member <NUM> at connection location <NUM> of the actuator <NUM>. The actuator <NUM> can be positioned within a carrier <NUM> which can be attached to tubes <NUM>, such as a fore tube <NUM> and an aft tube <NUM>. The carrier <NUM> can be attached to one or both tubes <NUM> via a clamp. This can beneficially retain the positioning of the actuator <NUM> such that the actuator <NUM> is retained within the same plane when transitioned from an upright position to a reclined position and from the reclined position to the upright position. This can beneficially increase the usable storage area beneath the actuator <NUM> as the actuator <NUM> does not rotate or pivot when the tilt system is used. In some embodiments, use of a carrier <NUM> can enhance the robustness of the tilt system.

As shown in the illustrated embodiment, the pivot member <NUM> can include a cross bar <NUM> and quadrants <NUM>. In some embodiments, the cross bar <NUM> can be rotatably coupled at ends <NUM> to the quadrants <NUM>. This can allow the cross bar <NUM> to rotate relative to the quadrants <NUM>. In some embodiments, the cross bar <NUM> can be movably coupled to the carrier <NUM>. For example, the cross bar <NUM> can be translatably coupled to the carrier <NUM> via use of a fastener <NUM> which can slide within a slot <NUM> of the carrier <NUM>. The actuator <NUM> can be attached to the cross bar <NUM> and the quadrants <NUM> can be positioned over a portion of the connection frame <NUM>, such as the tube <NUM> including but not limited to the aft tube <NUM>. The quadrants <NUM> can be pivotally coupled to the back support <NUM> at a pivot location <NUM>.

As shown in the illustrated embodiment, the actuator <NUM> can be centrally located relative to a width of the seat 105a which can advantageously allow for a more equalized distribution of forces on components of the tilt system during tilting of the back support <NUM> and head impact. Moreover, the centralized location of the actuator <NUM> can advantageously allow for a more symmetric back support <NUM> and assembly design. In some embodiments, the tilt system can be independent from the seat pan <NUM> and thus does not require the bottom pan to articulate when the back support <NUM> is articulated. In some embodiments, the actuator <NUM> can be positioned within a middle portion of the seat, such as a middle half of the seat with a quarter of the width on both sides of the middle half. In some embodiments, the actuator <NUM> can be positioned within a middle portion of the seat, such as a middle third of the seat with a third of the width on both sides of the middle third of the seat. In some embodiments, the actuator <NUM> can be positioned within a middle portion of the seat, such as a middle quarter of the seat.

<FIG> illustrate the positioning of actuator <NUM>, connection location <NUM>, and the pivot member <NUM> when the back support <NUM> is in an upright position. <FIG> illustrate the positioning of actuator <NUM>, connection location <NUM>, and the pivot member <NUM> when the back support <NUM> is in an upright position. As shown in these Figures, during the transition of the back support <NUM> from the upright position to the reclined position, the cross member <NUM> of the pivot member <NUM> can translate frontwards towards the fore tube <NUM>. When the back support <NUM> is transitioned back to the upright position from the reclined position, the cross member <NUM> of the pivot member <NUM> can translate rearwards towards the aft tube <NUM>. The tilt system can also serve as an energy absorbing system for the seat 105a similar to that described above in connection with <FIG>.

With reference now to <FIG>, the aircraft seating assembly <NUM> includes a retention system, such as retention system <NUM>, to retain an object therein. For example, the retention systems are used to retain a personal electronic device (PED), including small-sized PEDs such as a phone 500a, a medium-sized PED such as a mini tablet 500b, and/or a large-sized PED such as a full-size tablet 500c. Preferably, the retention systems are positioned such that the object retained within the retention system are within a seated passenger's line of sight; however, the retention systems can also be positioned at other locations of the seat. As shown in the illustrated embodiments, the retention systems are positioned along an upper portion of the seat 105a.

With reference to <FIG>, the retention system <NUM> includes a clamp member <NUM> coupled to a base member <NUM>. The base member <NUM> is attached to a portion of the seat 105a, such as the back support <NUM>. In the illustrated embodiment, the first end <NUM> of the clamp member <NUM> is rotatably coupled to the base member <NUM> and includes a biasing member such that the clamp member <NUM> is biased towards a closed or clamped position. For example, the clamp member <NUM> can include a hinge portion <NUM> having an aperture <NUM> through which a rotatable coupling can be received for coupling the clamp member <NUM> to the base member <NUM>. As shown in the illustrated embodiment, the clamp member <NUM> can include protrusion <NUM> which can serve as a surface upon which the object, such as personal electronic device 500c, can rest. In some embodiments, such as that illustrated in <FIG>, the clamp member <NUM> is rotatably attached to the base member <NUM> along a portion of the clamp member <NUM> between the first end <NUM> and second end <NUM> of the clamp member <NUM>.

In some embodiments, the clamp member <NUM> can include a lower portion <NUM>. This lower portion <NUM> can beneficially reduce the likelihood that the clamp member <NUM> will block a passenger's view of the object, such as a screen of a PED, when the object is retained by the clamp member <NUM>. As shown in the illustrated embodiment, the lower portion <NUM> can be positioned centrally along the clamp member <NUM> as a passenger may be likely to position the PED centrally relative to the width of the clamp member <NUM>; however, the lower portion <NUM> can be positioned along other portions of the clamp member <NUM> as desired. The clamp member <NUM> can include one or more raised portions <NUM> which can facilitate a passenger's grasping of the clamp member <NUM> to rotate the clamp member <NUM> relative to the base member <NUM> in order to insert an object into the retention system <NUM> and/or remove an object from the retention system <NUM>.

With reference to <FIG>, in some embodiments the retention system <NUM> can include one or more dampers <NUM>. In some instances, the dampers <NUM> can be used in conjunction with biasing members to apply a force in a direction opposite that of the force applied by a biasing member of the retention system <NUM>. This can advantageously control the velocity, and the force, of the clamp member <NUM> thereby reducing the likelihood of damage to objects positioned within the retention system <NUM>. In the illustrated embodiment, the damper <NUM> is a linear damper attached to the base member <NUM>. In some embodiments, the damper <NUM> can be one or more rotational damper <NUM> (as shown in <FIG>). The rotational damper can be positioned along, or to rotate along, an axis of rotation <NUM> of the clamp member <NUM>.

With reference to <FIG>, the clamp member <NUM> includes one or more raised ridges <NUM> projecting outwardly from an inner surface of the clamp member <NUM>. In some embodiments, the raised ridges <NUM> can have a first thickness along a first portion <NUM> of the ridge <NUM> and a second thickness along a second portion <NUM> of the ridge <NUM>. As shown in the illustrated embodiment, the first thickness can be less than the second thickness. This can beneficially allow the clamp member <NUM> to more securely retain a wider range of PED sizes. In some embodiments, the raised ridges <NUM> can include additional thicknesses along other portions. In some embodiments, the raised ridges <NUM> can have a constant thickness throughout. In some embodiments, the one or more ridges <NUM> can be formed from a material having a low shore hardness, such as rubber, to reduce the likelihood of scratching surfaces of the object. In some embodiments, the one or more ridges <NUM> can be formed from a material having a high friction coefficient to more strongly secure the object to the retention system <NUM>.

With reference to <FIG>, the retention system <NUM> includes a clamp member <NUM> coupled to a base member <NUM>. The retention system <NUM> includes the same, or similar, structures and features to the retention systems <NUM> described above. The base member <NUM> is attached to a portion of the seat 105a, such as the back support <NUM>. In the illustrated embodiment, the first end <NUM> of the clamp member <NUM> is rotatably coupled to the base member <NUM>. The clamp member <NUM> can include a shaft <NUM> at or proximate the first end <NUM> to rotatably couple the clamp member <NUM> to the base member <NUM>. The clamp member <NUM> includes a biasing member such that the clamp member <NUM> is biased towards a closed or clamped position. For example, one or more biasing members <NUM>, such as a torsion springs, can form part of the rotatable coupling. As shown in the illustrated embodiment, the one or more biasing members <NUM> can be in line with the shaft <NUM>. In some embodiments, the clamp member <NUM> can be rotatably attached to the base member <NUM> along a portion of the clamp member <NUM> between the first end <NUM> and second end <NUM> of the clamp member <NUM> similar to that illustrated in <FIG>. The clamp member <NUM> can include a latch <NUM>.

As shown in the illustrated embodiment, the clamp member <NUM> can include protrusion <NUM> which can serve as a surface upon which the object, such as personal electronic device 500c, can rest. The clamp member <NUM> can include a one or more ports <NUM> which can provide a power and/or data connection. For example, the one or more ports <NUM> can be a power outlet, a USB port, and the like. This can advantageously allow a user to plug in their personal electronic device to the seat.

With reference to <FIG>, in some embodiments, the clamp member <NUM> can include a lower portion <NUM>. This lower portion <NUM> can beneficially reduce the likelihood that the clamp member <NUM> will block a passenger's view of the object, such as a screen of a PED, when the object is retained by the clamp member <NUM>. As shown in the illustrated embodiment, the lower portion <NUM> can be positioned centrally along the clamp member <NUM> as a passenger may be likely to position the PED centrally relative to the width of the clamp member <NUM>; however, the lower portion <NUM> can be positioned along other portions of the clamp member <NUM> as desired. The clamp member <NUM> can include one or more raised portions <NUM> which can facilitate a passenger's grasping of the clamp member <NUM> to rotate the clamp member <NUM> relative to the base member <NUM> in order to insert an object into the retention system <NUM> and/or remove an object from the retention system <NUM>.

The clamp member <NUM> includes one or more raised ridges <NUM> projecting outwardly from an inner surface of the clamp member <NUM>. In some embodiments, the raised ridges <NUM> can have a first thickness along a first portion <NUM> of the ridge <NUM> and a second thickness along a second portion <NUM> of the ridge <NUM>. As shown in the illustrated embodiment, the first thickness can be less than the second thickness. This can beneficially allow the clamp member <NUM> to more securely retain a wider range of PED sizes. In some embodiments, the raised ridges <NUM> can include additional thicknesses along other portions. In some embodiments, the raised ridges <NUM> can have a constant thickness throughout. In some embodiments, the one or more ridges <NUM> can be formed from a material having a low shore hardness, such as rubber, to reduce the likelihood of scratching surfaces of the object. In some embodiments, the one or more ridges <NUM> can be formed from a material having a high friction coefficient to more strongly secure the object to the retention system <NUM>.

In some embodiments the retention system <NUM> can include one or more dampers <NUM>. In some instances, the one or more dampers <NUM> can be used in conjunction with one or more biasing members <NUM> to apply a force in a direction opposite that of the force applied by a biasing member of the retention system <NUM>. This can advantageously control the velocity, and the force, of the clamp member <NUM> thereby reducing the likelihood of damage to objects positioned within the retention system <NUM>. In the illustrated embodiment, the damper <NUM> is a rotational damper attached to the base member <NUM>. A rotational damper <NUM> can be beneficial in that it can apply a relatively constant amount of damping throughout the range of motion of the clamp member <NUM>.

In the illustrated embodiment, the damper <NUM> can have a rotatable member <NUM> which engages with a ramped feature <NUM> of the clamp member <NUM>. The rotatable member <NUM> can rotate as the clamp member <NUM> is pivoted relative to the base member <NUM>. In some embodiments, the rotatable member <NUM> and the ramped feature <NUM> can include engagement structures, such as teeth, to reduce the likelihood of slippage between the rotatable member <NUM> and the ramped feature <NUM>. In some embodiments, the damper <NUM> can be positioned along, or to rotate along, an axis of rotation of the clamp member <NUM>. For example, the damper <NUM> can rotate along an axis of the shaft <NUM>.

In some examples that do not form part of the claimed invention, such as that illustrated in <FIG>, the retention system <NUM> can include a fold-out tray member <NUM> which can be rotatably attached to a base member <NUM>. The tray member <NUM> can include various ridges <NUM> to allow for variable positioning, such as tilt, of the object retained thereon. In some examples that do not form part of the claimed invention, the retention system <NUM> can include a slot or pocket <NUM> to retain an upper portion of the object. In some embodiments, such as that illustrated in <FIG>, the retention system <NUM> can include a slot <NUM> formed in the base member <NUM>.

With reference to <FIG>, <FIG>, in some embodiments a baggage bar <NUM> of the connection frame <NUM> can be attached to a tube <NUM> via a mount <NUM>. The design of the mount <NUM> can advantageously allow and upper portion of baggage bar <NUM> to be placed anywhere along the length of the tube <NUM>. This can be beneficial as it can allow the same mount <NUM> to be used on any type of seat assembly.

With reference to <FIG>, in some embodiments a storage compartment <NUM> can be positioned under the seat pan <NUM>. As shown in the illustrated embodiment, the storage compartment <NUM> can be attached to a tube <NUM> of the connection frame <NUM>. The location of the storage compartment <NUM> can improve living space because it is located underneath the seat pan <NUM> while still being located above a typical location for luggage stored under a seat. The tilt of the storage compartment <NUM> can allow the passenger to more easily store and retrieve an object therein. In some embodiments, the storage compartment <NUM> can be sized and shaped to store water bottles of various sizes during flight.

With reference to <FIG>, in some embodiments the armrest <NUM> can be designed to reduce the likelihood of finger pinching. As shown in the illustrated embodiment, concentric shapes of the armrest <NUM>, finger guard <NUM>, and spreader <NUM> can reduce or eliminate the areas of potential finger pinch as armrest travels through its range of motion.

With reference to <FIG>, in some embodiments the armrest <NUM> can be rotatably coupled to a spreader <NUM>. As shown in the illustrated embodiment, the armrest can include a clamp member <NUM> which can be tightened against the spreader <NUM>. In some embodiments, the clamp member <NUM> can be tightened via two fasteners, such as screws or bolts, on opposite sides of an aperture <NUM> for receiving a rotatable coupling, such as an armrest pivot shaft, between the armrest <NUM> and the spreader <NUM>. Use of fasteners on opposite sides of the aperture <NUM> can provide a more consistent distribution of clamping force against the rotatable coupling and can reduce looseness in the armrest. Moreover, the illustrated spreader <NUM> and clamp member <NUM> design can beneficially allow for quick adjustment of friction force to resist up and down rotation of armrest to stow and deploy and/or removal of the armrest <NUM> from the spreader <NUM>. For example, the fasteners can be tightened to increase friction force and can be loosened to reduce friction force. In some embodiments, a friction bearing insert can be positioned between the clamp member <NUM> and the spreader <NUM> to provide a more consistent friction force.

With reference to <FIG>, in some embodiments the armrest <NUM> can be formed from multiple portions. For example, as shown in the illustrated embodiment, the armrest <NUM> can be formed from a first base portion <NUM>, a second base portion <NUM>, and a cap portion <NUM>. The first base portion <NUM> and the second base portion <NUM> can be mated to form a base of the armrest <NUM>. As shown in the illustrated embodiment, the first base portion <NUM> and the second base portion <NUM> are mated at a symmetric centerline of the base; however, these portions can be mated at other locations. The first base portion <NUM> and the second base portion <NUM> can be fastened together using mechanical fasteners, such as screws, bolts, turnbuckles, and the like, and/or chemical fasteners, such as an adhesive. The first base portion <NUM> and the second base portion <NUM> can include keyed features, such as pins, to ensure that the mating surfaces are properly aligned prior to fastening.

As shown in the illustrated embodiment, the first base portion <NUM> and the second base portion <NUM> can form keyways <NUM> to facilitate connection of the cap portion <NUM> to the armrest assembly. Mounting screws <NUM> can be partially threaded into the cap portion <NUM> prior to alignment. The mounting screws <NUM> can be sized such that the head can pass through the large opening of the keyway <NUM> and the cap portion <NUM> can be translated along the keyway <NUM> into proper alignment with the base of armrest <NUM>. The base of the armrest <NUM> can include holes <NUM> along a bottom portion to allow mounting hardware, such as a screwdriver, to pass therethrough for tightening the mounting screws <NUM> after the cap portion <NUM> is aligned with respect to the base of the armrest <NUM>. This arrangement can beneficially facilitate installation and removal of the cap portion <NUM> from the armrest <NUM>.

With reference to <FIG>, in some embodiments the spreader <NUM> can include a photo luminescent material <NUM>. This photo luminescent material <NUM> can be used as a proximity light when light within the cabin is reduced. For example, the photo luminescent material <NUM> can provide passengers with an indicator as to positioning of the various rows of aircraft seating assemblies. In some embodiments, the photo luminescent material <NUM> can have various colors or shapes to provide passengers with additional information. For example, the photo luminescent material <NUM> can provide passengers with information for offboarding the plane during an emergency operation. This can beneficially eliminate having to include a proximity light to the assembly and can advantageously decrease weight, decrease assembly time, and improve reliability.

With reference to <FIG> and <FIG>, in some embodiments the aircraft seat 105a can include a tray table <NUM>. The tray table <NUM> can be coupled to the aircraft seat 105a via a cross bar <NUM> attached to arms <NUM>. As shown in the illustrated embodiment, the arms <NUM> can include an elongate member <NUM> and a clamp member <NUM> which can be tightened against the elongate member <NUM>. In some embodiments, the clamp member <NUM> can be tightened via two fasteners <NUM>, such as screws, bolts or the like, on opposite sides of an aperture for receiving a rotatable coupling, such as a pivot shaft <NUM>, of the arm <NUM>. Use of fasteners <NUM> on opposite sides of the pivot shaft <NUM> can provide a more consistent distribution of clamping force against the rotatable coupling and can reduce looseness in the arm <NUM> thereby reducing looseness in the tray table <NUM>. Moreover, the illustrated design can beneficially allow for quick adjustment of the friction force to rotate the tray table <NUM> from a stowed position to a use position where the tray table <NUM> can be used as a table by the passenger and vice versa. For example, the fasteners can be tightened to increase friction force and can be loosened to reduce friction force. Additionally, the illustrated embodiment can facilitate installation and removal of the arms <NUM>. In some embodiments, a friction bearing insert can be positioned between the clamp member <NUM> and the elongate member <NUM> to provide a more consistent friction force. One or both arms <NUM> can include a stop member <NUM> to limit rotation of the arm <NUM> and thereby limit rotation of the tray table <NUM>. For example, the stop member <NUM> can limit rotation of the tray table <NUM> such that it can only rotate to a position generally parallel to the floor of the aircraft.

With reference to <FIG>, in some embodiments the cross bar <NUM> can be rotatably coupled to the arms <NUM> via a shaft <NUM>. In some embodiments, the shaft <NUM> can be coupled relative to the cross bar <NUM> such that the shaft <NUM> applies a frictional force to the cross bar <NUM> as the cross bar <NUM> is rotated relative to the shaft <NUM>. This can beneficially help control deployment of the tray table <NUM> from a stowed position to a use position and vice versa. To adjust friction force during deployment of the tray <NUM>, the cross bar <NUM> can include a fastener <NUM>, such as a screw, bolt or the like, to increase or decrease friction on the shaft <NUM>. The illustrated clamp design on the cross bar <NUM> can advantageously provide consistent clamping force on shaft <NUM>. Moreover, the clamp design provides quick adjustment of friction force and adjustment for play/looseness in tray <NUM> and associated components. For example, the fastener <NUM> can be tightened to increase friction force and can be loosened to reduce friction force. In some embodiments, a friction bearing insert can be positioned between the cross bar <NUM> and the shaft <NUM> to provide a more consistent friction force.

With reference to <FIG>, in some embodiments the cross bar <NUM> can include an elongate member <NUM> which can extend into a cavity of the tray table <NUM>. In some embodiments, the tray table <NUM> can slidably translate along the elongate member <NUM> and can be retained in a specific position, relative to the elongate member <NUM>, by tightening a fastener <NUM>, such as a screw, bolt or the like, which can clamp the tray table <NUM> to the elongate member <NUM>. This can beneficially allow the vertical spacing of the tray table <NUM> relative to the cross bar <NUM> to be adjusted to ensure that the tray <NUM> is properly positioned with respect to the seat 105a. This can help to ensure that the tray <NUM> can be properly retained in the stowed position by a latch assembly.

With reference to <FIG>, in some embodiments the tray table <NUM> can be formed from a first portion <NUM> coupled to a second portion <NUM>. The first portion <NUM> and the second portion <NUM> can form a clamshell design and have an interlocking feature <NUM> to retain the tray table <NUM> in an assembled state. This two piece clamshell design can advantageously allow the two portions <NUM>, <NUM> to mate with one another around the exterior surfaces of the shells which can include straight surfaces, curved surfaces, drafted surfaces, and undercuts. Moreover, this design can advantageously allow various components to be positioned within the tray table <NUM>.

With reference to <FIG>, in some embodiments a tray table <NUM> can include a first portion <NUM>, such as a bottom portion, and a second portion <NUM>, such as a top portion. The tray table <NUM> can be coupled to a cross bar, such as cross bar <NUM>. The second portion <NUM> can extend over the cross bar <NUM> along a front portion <NUM> of the second portion <NUM>. This can beneficially enhance the usable surface area of the tray table <NUM>. In the stowed position, the second portion <NUM> can be positioned adjacent a seat back. In the stowed position, the front portion <NUM> can be positioned between the seat back and at least a portion of the cross bar <NUM>.

With reference to <FIG>, in some embodiments the tray tables <NUM>, <NUM> can be retained in a stowed position via a latch <NUM>. The latch <NUM> can be rotatably coupled to the retention system <NUM>, such as the base member <NUM>. Accordingly, when in an unlatched position as shown in <FIG>, the latch <NUM> can be positioned between the base member <NUM> and the clamp member <NUM>. This can beneficially protect a passenger's head from strike against the latch <NUM> during abrupt movements of the aircraft. As shown in the illustrated embodiment, the latch <NUM> can be rotated from a latched position to an unlatched position via approximately a one-quarter turn rotation.

With reference to <FIG>, in some embodiments the structures of the aircraft seating assembly <NUM> can include cable management systems to beneficially improve packaging and increase the living space for passengers. For example, as shown in <FIG>, back support <NUM> can include recesses <NUM> configured to allow cables <NUM> and other components to pass therethrough. As another example, as shown in <FIG>, cables <NUM> and other components can pass through a cavity <NUM> of the back support frame <NUM>. As yet another example, as shown in <FIG>, the retention system <NUM> can include a channel <NUM> to allow a wire to pass through towards the PED 400c.

With reference to <FIG>, in some embodiments aircraft seating assembly <NUM> be designed such that components, such as the tray table <NUM>, the retention system <NUM>, and/or the lower net pocket <NUM>, are positioned to be flush with, or at least substantially flush with, a rearmost portion of the back support <NUM>. In some embodiments, the aircraft seating assembly <NUM> can be designed such that the components, such as the tray table <NUM>, the retention system <NUM>, and/or the lower net pocket <NUM>, are sub-flush with, or at least substantially sub-flush with, a rearmost portion of the back support <NUM>. This can advantageously provide increased passenger living space.

In some embodiments, the arms <NUM> of the tray table <NUM> are positioned laterally outward of the back support <NUM>. This can beneficially increases reliability, stability, and ease of removal/servicing/adjustment by having tray arms not nested in back structure.

While certain embodiments have been described, these embodiments have been presented by way of example only, and are not intended to limit the scope of the disclosure. Indeed, the novel devices, system and methods described herein may be embodied in a variety of other forms. Furthermore, various omissions, substitutions and changes in the systems and methods described herein may be made. The accompanying claims are intended to cover such forms or modifications as would fall within the scope of the disclosure. Accordingly, the scope of the present disclosure is defined only by reference to the claims presented herein.

Furthermore, certain features that are described in this disclosure in the context of separate implementations can also be implemented in combination in a single implementation. Conversely, various features that are described in the context of a single implementation can also be implemented in multiple implementations separately or in any suitable subcombination falling within the scope of the appended claims.

Claim 1:
An aircraft seating assembly (<NUM>) for installation in an aircraft, the assembly comprising:
a back support (<NUM>); and
a retention system (<NUM>, <NUM>) coupled to the back support (<NUM>), the retention system (<NUM>, <NUM>) configured to retain an object (500a, 500b, 500c) in place when in a closed configuration, the retention system (<NUM>, <NUM>) comprising:
a base member (<NUM>, <NUM>);
a clamp member (<NUM>, <NUM>) rotatably coupled to the base member (<NUM>, <NUM>); and
a biasing component configured to bias the clamp member (<NUM>, <NUM>) into the closed configuration;
wherein the retention system (<NUM>, <NUM>) is configured to clamp a bottom portion of the object (500a, 500b, 500c) between the clamp member (<NUM>, <NUM>) and the base member (<NUM>, <NUM>), and
wherein the clamp member (<NUM>, <NUM>) comprises at least one ridge (<NUM>, <NUM>) extending from an inner surface of the clamp member (<NUM>, <NUM>).