CA1146522A - Cabin internal structure convertible to bulkheads for variable vehicle configuration - Google Patents
Cabin internal structure convertible to bulkheads for variable vehicle configurationInfo
- Publication number
- CA1146522A CA1146522A CA000361261A CA361261A CA1146522A CA 1146522 A CA1146522 A CA 1146522A CA 000361261 A CA000361261 A CA 000361261A CA 361261 A CA361261 A CA 361261A CA 1146522 A CA1146522 A CA 1146522A
- Authority
- CA
- Canada
- Prior art keywords
- panels
- cabin
- length
- forming
- bulkhead
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000010276 construction Methods 0.000 claims abstract description 22
- 238000005192 partition Methods 0.000 claims description 73
- 230000000295 complement effect Effects 0.000 claims description 10
- 230000004308 accommodation Effects 0.000 claims description 6
- 230000002301 combined effect Effects 0.000 claims 1
- 241001505295 Eros Species 0.000 description 5
- 239000000969 carrier Substances 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 239000000945 filler Substances 0.000 description 3
- 239000000463 material Substances 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 238000005204 segregation Methods 0.000 description 2
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000009194 climbing Effects 0.000 description 1
- 238000009408 flooring Methods 0.000 description 1
- 238000005188 flotation Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000001788 irregular Effects 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
- B64C1/10—Bulkheads
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
- B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
- B60N2/24—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles for particular purposes or particular vehicles
- B60N2/30—Non-dismountable or dismountable seats storable in a non-use position, e.g. foldable spare seats
- B60N2/3038—Cushion movements
- B60N2/304—Cushion movements by rotation only
- B60N2/3043—Cushion movements by rotation only about longitudinal axis
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
- B64D11/0023—Movable or removable cabin dividers, e.g. for class separation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
- B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
- B64D11/0601—Arrangement of seats for non-standard seating layouts, e.g. seats staggered horizontally or vertically, arranged in an angled or fishbone layout, or facing in other directions than the direction of flight
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
- B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
- B64D11/0606—Arrangements of seats, or adaptations or details specially adapted for aircraft seats with privacy shells, screens, separators or the like
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Body Structure For Vehicles (AREA)
- Vehicle Step Arrangements And Article Storage (AREA)
Abstract
Cabin Internal Structure Convertible to Bulkheads for Variable Vehicle Cabin Configuration Abstract A cabin construction for a vehicle, especially an aircraft, wherein the cabin interior is made from removable panels. Cabin interior structures such as passenger seats, having back panels and seat support panels, and hat racks constructed from panels, may be removed and reassembled in an interlocking coplanar relation forming bulkheads which divide the cabin. Such bulkheads may form a plurality of freight compartments or passenger compartments or a mix of both in a vehicle cabin.
Description
Description Cabin Internal Structure Convertible to Bulkheads for Variable Vehicle Cabin Configuration Technical Field The invention relates to the construction of a vehicle cabin with panels which may be removed and reconfigured to form bulkheads.
Background Art Historically, the transportation industry, especially the air transport industry, has always been concerned with increasing its load factorst especially during off-peak periods of operation and when operating on low density routes. Faced with increasinq costs for fuel and labor, together with increasing competition on heavily travelled air routes and public pressure to continue service on lightly travelled routes, air carriers have sought equipment improvements to enable them to increase load factors or otherwise maintain costs per mile at reas-onable levels. Heavy jet aircraft have been one response to this need, but only for large air carriers, only over transcontinental routes and only for service to airports with runways for heavy jets. This response is inappropriate for small air carriers or for carriers serving lightly travelled routes or airports with runways designed for medium jets and smaller aircraft.
A response to the latter mentioned situation might be to scale down medium jet or propjet aircraft to a size suitable for from ten to one hundred passengers.
The problem with this approach is that the requirements of an aircraft cabin for up to one hundred passengers are not that different th~n the requirements for one hundred s~ ~
J
-la-and twenty passengers and present economics do not justify the absence of the additional seating. Yet when the addltional seating is added, it is not com-mercially practical to fly with a load of only ten or so passengers, which regularly occurs on some lightly travelled routes.
The present invention provides, in a vehicle cabin, the improvement comprising, a plurality of remov-able panels forming portions of a vehicle cabin, said panels having complementary dimensions such that said panels may be connected in a first configuration having a vertical planar alignment of mutually abutting panels across said cabin forming at least a partial bulkhead dividing said cabin by closing an opening therein and in a second configuration having an alignment forming passenger accomodations.
The idea of mixing an aircraft load between freight and passengers is old. For many years military aircraft have used this mode of operation, providing seating in benches along one or both sides of the length of the interior of the cabin, with freight secured in the middle of the cabin.
5 This approach has been successful, especially for light and medium military aircraft~ such as the C-47, C-123 and C-130 aircraft.
Buses have freight bins located below the passenger seats and many aircraft have cargo compartments located beneath, and fore and aft of the passenger compartments. Some attempts, besides those of the military, 10 have been made to convert the passenger compartment itself, in aircraft, to a freight compartment for a variable compartment configuration. Patents have been obtained for aircraft seats that stow against the wall or into the floor; or fold and make a platform on which freight can be loaded. Movable bulkheads that suitably divide the freight and passenger compartments have been devised and patented, as in U. S. patent 2,396,039 to Burton and Graves.
None of these has provided the vehicle operators with a convertibility that has proven practical for a majority of their operations.
Some of the problems encountered have been: (1) the time consumed in moving bulkheads and stowing seats; (2) the seats occupying 20 stowing space and adding weight unless completely removed; or if removed, not being available at the other end of the run; (3) damage to the side walls and other passenger appointments of the passenger compartment by the freight and its handling when the compartment is used for cargo; (4) restraining of the cargo must be provided for by the use of igloo pallets or 25 tie-downs to provide restraint, especially fore and aft.
An object of the present invention is to provide the operator of the vehicle a seating construction that will a~leviate the above problems while allowing for a variable mix of passengers and freight.
30 Disclosure of Invention The above object has been met with a cabin construction, particularly suited to aircraft, but also usable in land vehicles, wherein the cabin interior is constructed of removable panels. Cabin structures such as seats, hat racks, false flooring, interior side walls, etc. are made of panels ~ 1~4~;522 so dimensioned that they can be removed and used to form portions of bulkheads transversely across the cabin, dividing the cabin, thereby providing a plurality of freight compartments in part or all of the cabin. The term "cabin" means the entirety of the interior of a vehicle.
These freight compartments may provide segregation between the passengers and the freight, as weU as added freight security similar to cargo containers now in use. In addition freight segregation by destination or type may be achieved.
The shape of the panels is coordinated and keyed so that when the panels are removed and used as bulkheads or partial bulkheads their dimensions will coincide properly with the dimensions of the cross section of the compartment to be divided. In the case of basically rectangular compartrnents (such as may be found in trucks, vans, etc.) the panels will usually close or partially close the desired cross section without the use of built-in stub walls or soffets. However, with complex curved cross-sectionfll areas to be filled, such as may be found on aircraft, boats and the like, filler sections, soffets, or stub walls may be used to complete the closure of the cross section, even though the filler sections are surplus to the cabin construction.
One of the advantages of the present invention is that it permits a new type of aircraft to be built: one having seating for between 10 and 100 passengers, depending upon demand, the remaining space being for freight.
Such an aircraft is especially needed on lightly travelled routes and for airports not designed for heavy aircraft.
Brief Description of Drawings Figure 1 is a sectional plan view of a portion of an aircraft cabin with passenger benches mounted, between cabin stub walls, para~lel with the lengthwise dimension of the cabin.
Figure 2 is a sectional plan view of the portion of the aircruft cabin shown in Figure 1 in which the passenger seat panels forming the benches of Figure 1 have been removed and used to close stub walls, thereby forming bulkheads in the cabin.
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Figure 3 is a cross sectional view of the aircraft cabin shown in Figure 1 showing lengthwise bench seating and a stub wall supporting such seating.
Figure 4 is a cross sectional view of the aircraft cabin shown 5in Figure 3, with seat panels removed and forming part of a cabin bulkhead.
Figure 5 is a sectional plan view of an alternate embodiment of a portion of an aireraft cabin with benches transverse to the lengthwise dimension of the aircraft cabin.
Figure 6 is a sectional plan view of the portion of the aircraft 10eabin shown in Figure 5 in which the passenger seat panels forming the benehes of Figure 5 have been removed and used to elose stub walls, thereby forming bulkheads in the eabin.
Figure 7 is a seetional view taken along a portion of the length of the aireraft eabin illustrated in Figure 5.
15Figure 8 is a eross sectional view of the aireraft cabin shown in Figure 5, with a bench in plaee.
Figure 9 is the same sectional view as in Figure 7, but with seat panels removed and forming parts of eabin bulkheads.
Figure 10 is a eross seetional view of an aireraft eabin, as in 20Figure 8, but with seat panels removed and forming part of a cabin bulkhead.
Figure 11 is a eross seetional view of an aircraft eabin showing lengthwise beneh seating and a stub wall supporting such seating.
Figure 12 is a sectional view taken along a portion of the length of an aireraft eabin of the type having the passenger seating illustrated in 25Figure 11.
Figure 13 is a seetional plan view of a portion of a van cabin having benehes of the present invention mounted therein.
Figure 14 is a eross seetional view of the van cahin shown in Figure 13 showing seat panels removed and forming a cabin bulkhead.
30Figure 15 is a eross seetional view of a portion of an aircraft eabin showing lengthwise beneh seating and hat raeks and a stub wall supporting both.
~:
- ~ ~
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...
Figure 16 is a cross sectional view of a portion of an aircraft cabin shown in Figure 15 in which the panels forming the hat racks of Figure 15 have been removed and used to close a stub wall, -thereby forming a bulkhead dividing the cabin.
Figure 17 is a cross sectional view of a portion of an aircraft 3 cabin showing lengthwise bench seating and a hat rack on the left-hand side and conventional seating on the right-hand side.
Figure 18 is a side sectional view taken along lines 18-18 in Pigure 17.
- Figure 19 is a cross sectional view of the same portion of an aircraft cabin as shown in Figure 17, with the bench seating and hat rack converted to n bulkhead, forming a lengthwise compartment in the left-hand side of the cabin.
Figure 20 is a side sectional view taken along the lines 20-20 in Figure 19.
Best Mode for Carrying out the Invention Figure 1 shows a portion of an aircraft fuselage 11 the interior of which is designated as the aircraft cabin 13. The lengthwise dimensions of the cabin extend from a crew partition 15 to a similar bulkhead in the rear of the aircraft, the rearward side of which is usually, but not necessarilyreserved for equipment. The width of the cabin is defined between the curved side walls 17, 19, the curvature of which may vary from aircraft to aircraft but is generally round, resembling a large m etallic hollo-N tube or cylinder. Transverse to the linear dimension of the fuselage are stub walls 21, 23 and 25 having an edgewise dimension which conforms to the curvature of the fuselage side walls and an interior edgewise dimension which is generallyrectangular. These stub walls have been used in the prior art for both structural and design purposes. For example, the aforementioned U. S. patent
Background Art Historically, the transportation industry, especially the air transport industry, has always been concerned with increasing its load factorst especially during off-peak periods of operation and when operating on low density routes. Faced with increasinq costs for fuel and labor, together with increasing competition on heavily travelled air routes and public pressure to continue service on lightly travelled routes, air carriers have sought equipment improvements to enable them to increase load factors or otherwise maintain costs per mile at reas-onable levels. Heavy jet aircraft have been one response to this need, but only for large air carriers, only over transcontinental routes and only for service to airports with runways for heavy jets. This response is inappropriate for small air carriers or for carriers serving lightly travelled routes or airports with runways designed for medium jets and smaller aircraft.
A response to the latter mentioned situation might be to scale down medium jet or propjet aircraft to a size suitable for from ten to one hundred passengers.
The problem with this approach is that the requirements of an aircraft cabin for up to one hundred passengers are not that different th~n the requirements for one hundred s~ ~
J
-la-and twenty passengers and present economics do not justify the absence of the additional seating. Yet when the addltional seating is added, it is not com-mercially practical to fly with a load of only ten or so passengers, which regularly occurs on some lightly travelled routes.
The present invention provides, in a vehicle cabin, the improvement comprising, a plurality of remov-able panels forming portions of a vehicle cabin, said panels having complementary dimensions such that said panels may be connected in a first configuration having a vertical planar alignment of mutually abutting panels across said cabin forming at least a partial bulkhead dividing said cabin by closing an opening therein and in a second configuration having an alignment forming passenger accomodations.
The idea of mixing an aircraft load between freight and passengers is old. For many years military aircraft have used this mode of operation, providing seating in benches along one or both sides of the length of the interior of the cabin, with freight secured in the middle of the cabin.
5 This approach has been successful, especially for light and medium military aircraft~ such as the C-47, C-123 and C-130 aircraft.
Buses have freight bins located below the passenger seats and many aircraft have cargo compartments located beneath, and fore and aft of the passenger compartments. Some attempts, besides those of the military, 10 have been made to convert the passenger compartment itself, in aircraft, to a freight compartment for a variable compartment configuration. Patents have been obtained for aircraft seats that stow against the wall or into the floor; or fold and make a platform on which freight can be loaded. Movable bulkheads that suitably divide the freight and passenger compartments have been devised and patented, as in U. S. patent 2,396,039 to Burton and Graves.
None of these has provided the vehicle operators with a convertibility that has proven practical for a majority of their operations.
Some of the problems encountered have been: (1) the time consumed in moving bulkheads and stowing seats; (2) the seats occupying 20 stowing space and adding weight unless completely removed; or if removed, not being available at the other end of the run; (3) damage to the side walls and other passenger appointments of the passenger compartment by the freight and its handling when the compartment is used for cargo; (4) restraining of the cargo must be provided for by the use of igloo pallets or 25 tie-downs to provide restraint, especially fore and aft.
An object of the present invention is to provide the operator of the vehicle a seating construction that will a~leviate the above problems while allowing for a variable mix of passengers and freight.
30 Disclosure of Invention The above object has been met with a cabin construction, particularly suited to aircraft, but also usable in land vehicles, wherein the cabin interior is constructed of removable panels. Cabin structures such as seats, hat racks, false flooring, interior side walls, etc. are made of panels ~ 1~4~;522 so dimensioned that they can be removed and used to form portions of bulkheads transversely across the cabin, dividing the cabin, thereby providing a plurality of freight compartments in part or all of the cabin. The term "cabin" means the entirety of the interior of a vehicle.
These freight compartments may provide segregation between the passengers and the freight, as weU as added freight security similar to cargo containers now in use. In addition freight segregation by destination or type may be achieved.
The shape of the panels is coordinated and keyed so that when the panels are removed and used as bulkheads or partial bulkheads their dimensions will coincide properly with the dimensions of the cross section of the compartment to be divided. In the case of basically rectangular compartrnents (such as may be found in trucks, vans, etc.) the panels will usually close or partially close the desired cross section without the use of built-in stub walls or soffets. However, with complex curved cross-sectionfll areas to be filled, such as may be found on aircraft, boats and the like, filler sections, soffets, or stub walls may be used to complete the closure of the cross section, even though the filler sections are surplus to the cabin construction.
One of the advantages of the present invention is that it permits a new type of aircraft to be built: one having seating for between 10 and 100 passengers, depending upon demand, the remaining space being for freight.
Such an aircraft is especially needed on lightly travelled routes and for airports not designed for heavy aircraft.
Brief Description of Drawings Figure 1 is a sectional plan view of a portion of an aircraft cabin with passenger benches mounted, between cabin stub walls, para~lel with the lengthwise dimension of the cabin.
Figure 2 is a sectional plan view of the portion of the aircruft cabin shown in Figure 1 in which the passenger seat panels forming the benches of Figure 1 have been removed and used to close stub walls, thereby forming bulkheads in the cabin.
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Figure 3 is a cross sectional view of the aircraft cabin shown in Figure 1 showing lengthwise bench seating and a stub wall supporting such seating.
Figure 4 is a cross sectional view of the aircraft cabin shown 5in Figure 3, with seat panels removed and forming part of a cabin bulkhead.
Figure 5 is a sectional plan view of an alternate embodiment of a portion of an aireraft cabin with benches transverse to the lengthwise dimension of the aircraft cabin.
Figure 6 is a sectional plan view of the portion of the aircraft 10eabin shown in Figure 5 in which the passenger seat panels forming the benehes of Figure 5 have been removed and used to elose stub walls, thereby forming bulkheads in the eabin.
Figure 7 is a seetional view taken along a portion of the length of the aireraft eabin illustrated in Figure 5.
15Figure 8 is a eross sectional view of the aireraft cabin shown in Figure 5, with a bench in plaee.
Figure 9 is the same sectional view as in Figure 7, but with seat panels removed and forming parts of eabin bulkheads.
Figure 10 is a eross seetional view of an aireraft eabin, as in 20Figure 8, but with seat panels removed and forming part of a cabin bulkhead.
Figure 11 is a eross seetional view of an aircraft eabin showing lengthwise beneh seating and a stub wall supporting such seating.
Figure 12 is a sectional view taken along a portion of the length of an aireraft eabin of the type having the passenger seating illustrated in 25Figure 11.
Figure 13 is a seetional plan view of a portion of a van cabin having benehes of the present invention mounted therein.
Figure 14 is a eross seetional view of the van cahin shown in Figure 13 showing seat panels removed and forming a cabin bulkhead.
30Figure 15 is a eross seetional view of a portion of an aircraft eabin showing lengthwise beneh seating and hat raeks and a stub wall supporting both.
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...
Figure 16 is a cross sectional view of a portion of an aircraft cabin shown in Figure 15 in which the panels forming the hat racks of Figure 15 have been removed and used to close a stub wall, -thereby forming a bulkhead dividing the cabin.
Figure 17 is a cross sectional view of a portion of an aircraft 3 cabin showing lengthwise bench seating and a hat rack on the left-hand side and conventional seating on the right-hand side.
Figure 18 is a side sectional view taken along lines 18-18 in Pigure 17.
- Figure 19 is a cross sectional view of the same portion of an aircraft cabin as shown in Figure 17, with the bench seating and hat rack converted to n bulkhead, forming a lengthwise compartment in the left-hand side of the cabin.
Figure 20 is a side sectional view taken along the lines 20-20 in Figure 19.
Best Mode for Carrying out the Invention Figure 1 shows a portion of an aircraft fuselage 11 the interior of which is designated as the aircraft cabin 13. The lengthwise dimensions of the cabin extend from a crew partition 15 to a similar bulkhead in the rear of the aircraft, the rearward side of which is usually, but not necessarilyreserved for equipment. The width of the cabin is defined between the curved side walls 17, 19, the curvature of which may vary from aircraft to aircraft but is generally round, resembling a large m etallic hollo-N tube or cylinder. Transverse to the linear dimension of the fuselage are stub walls 21, 23 and 25 having an edgewise dimension which conforms to the curvature of the fuselage side walls and an interior edgewise dimension which is generallyrectangular. These stub walls have been used in the prior art for both structural and design purposes. For example, the aforementioned U. S. patent
2,396,039 shows rectangular fuselage partitions to which overhead baggage or hat racks are secured. The partitions need not have a simple shape, but may have complex shapes defined by stub walls transverse to the fuselage length. These stub walls define a partition with a central opening to be closed by the bulkheads of the present invention.
.!_, .. , - :1146S22 Forward of crew partition 15 formed by stub walls l6 and 18 is the crew compartment 27 which is not considered to be part of the aircraft cabin for purposes of this invention. Between pairs of stub walls, such as the stub walls 18 and 21 or 16, 22; or between stub walls 21, 23 or 22, 24;
or between stub walls 23, 25 or 24, 26 oppositely facing pairs of benches, 31, 33; 35, 37; 39, 41 respectively are mounted. These benches have a lengthwise dimension, parallel to the length of the cabin, such that the seat panels of which these benches are partially formed can be mounted between partitions.
Each bench includes a seat support panel, such as seat support panel 43 which is generally parallel to the floor 45 of the cabin. An upright back support panel, such as back support panel 47, having generally the same lengthwise dimension as the seat support panel 43 is also connected between corresponding cabin stub walls 18, 21. It will be noted that the forward portion of the cabin 13 has a slight inward taper toward the crew compartment 27. This causes the seat support panels 31, 33 to be mounted slightly closer together than seat panels 35, 37. This is done because the baclc support panels 47 and 49, like seat support panels 31, 33 are generally planar rectangular members which are generally form sustaining. This does not mean that the panels must be rigid, although rigid panels are one means for providing a form sustaining structure. Plastic panels which have toughness as well as some elasticity may be used. Such panels must have dimensions for closing a partition as explained below. The various partitions, as well as the cabin floor may be provided with holes, slots or bolts for cooperating with seat, back or leg panels which comprise the benches.
In Figure 2 the benches have been removed and the panels which form such seats have been used to close the stub walls 21, 22; 23, 24; 25, 26. Since the interior edgewise perimeter of each partition defined by the stub walls is generally rectangular, but not necessarily so, the rectangular panels which form the benches can be designed to fit into the partition opening. For example, if the lengthwise distance between stub walls 21 and 23 is 3 meters, benches having planar seat support panels and back support panels would have a length of almost 3 meters. The lateral dimension from edge 20 to edge 30 of the stub walls 21 and 22, respectivel!J, would correspond 11465Z~
to the length of the benches. A bulkhead 26 is formed by interlocking two, three, four or more panels together, as explained below. Similarly, bulkheads 32 and 34 are formed.
The lines 36 and 38 are defined in the fuselage at the point where the floor 45 meets the curved fuselage side walls 17, 19. A lengthwise array of holes 43, 44 may be used to mark the location of anchor points for legs for the benches.
As is the present custom in forming aircraft seats, removable cushions are connected to the seat forming panels for passenger comfort.
Sometimes these cushions are intended for use as flotation devices and are adhered to seat forming structures by means of snap fasteners, such as Velcro, a registered trademark for a synthetic snap fastener material, two strips of which adhere when pressed together. When f orming panels f or closure of cabin partitions, these cushions are removed and stored in overhead racks or other storage compartments. It is much easier to store the cushions than to store the entire seat. In other cases, the cushions may be affixed to seat or back panels and turned so that the cushion side faces toward the adjacent passenger compartment or fuselage wall.
In the side sectional view of Figure 3 a bench 50 may be seen to include a seat support panel 43 which is generally parallel to floor 45 and which is removably connected, such as by bolts to the side of stub wall 21. This connection exists by removable bolt 52. The opposite side of the seat support panel has a bolt 54 projecting therefrom, similar to bolt 52 which may be retracted or removed until the seat support panel 43 is used to close partition 21 at which time bolt 52 and bolt 54 are secured in place as an aid to interlocking panel 43 within the opening in partition 21.
Similarly the back support panel 47 has bolts 56 and 58 which are removably connected to the side of stub wall 21 facing toward the crew compartment. The back support panel 47 is mounted in a relationship with the seat support panel 43 forming a bench. The seat support panel 43 is supported from floor 45 by means of legs, such as strut 51 or a panel. In the event that the leg means is a panel, the panel should have a length coextensive with the back and seat support panels and capable of vertically interlocking therewith, so thnt the panel can be used to help close the oponing in the partition. A space beneath the bench is preferably used for storage k ~, of carry~n luggage, cargo, or the like. A leg means is not necessary since other supports for the benches may be used.
A similar bench 60 is formed against side wall 19, facing bench 50. Bench 60 has a seat support panel 55 and a back support panel 53.
5Seat support panel is supported from floor 45 by means of legs, such as strut 57 and connected to the side of partition 21 by removable bolt 71. Similar removable bolts hold back support panel 53 in place.
To close the partition defined between stub walls 20, 22 the back support panel 47 and the seat support panels 43 and 55 are removed.
10These panels have identical rectangular dimensions, although this is not important as long as the panels when interlocked together close the opening within partition 21. The rectangular dimensions are such that, combined in a complementary manner in a coplanar relation, the dimensions of the three panels will close substantially all of the opening within the partition either 15when the panels are a~igned horizontally across the opening or vertically in the opening. Although use of only three panels is described for closing the opening, two or four panels could be used or possibly a different number.
One of the back support panels, 53, of one of the two benches 50 and 60 will not be needed to close the partition where the dimensions of 20the panels are such that three panels will close the opening. In the example of Figure 3 the back support panel 53 is mounted such that the lower bolt 62 can be temporarily removed and the panel rotated in the direction indicated by the arrow A and then pinned in place as indicated by the dashed line 68.
In Figure 4 the back support panel 53 can be seen to be fixed 25in an upward position with the bolt 62 having been removed from a retaining hole. Three bench forming panels may be seen in Figure 4, including the first back support panel 47, a first seat support panel 43 and a second sent support panel 55. The three panels are shown to be removably hinged or bolted into the partition between stub walls 21, 22. It will be noted that 30the panels 43, 47 and 55 are mounted vertically with respect to floor 45.
Since the partition opening in the example of Figure 4 is square, the panels could also be horizontally disposed as indicated by the dashed lines 63, 65.
Of course, the opening need not be square and may have any convenient configuration. Figure 4 shows bolts projecting into the edge of stub wall 21, as well as into ~loor 45, stub wall 22 and roof wall 48. Actually, the g i bolts only project into two opposite sides, but since the figure illustrates both vertical and horizontal arrangements of the panels, bolt holes have been shown on all sides of the opening. Although such bolt holes may exist on all four sides of the partition, only two opposed sets of holes are used at 5 one time.
The panels may have a tongue and groove construction such that they interlock with each other for forming a rigid, sealed bulkhead, or may use auxiliary channels for interlocking. The panels which form the benches should have sufficient rigidity to span the partition opening without 10 noticeable flexure or sag. Auxiliary supports may be used if necessary to prevent flexure. The panels may be plastic, metal or a combination of materials, such as a laminate, suitable for use in aircraft cabin construction.
Figure 5 shows a second embodiment for an aircraft cabin configuration, the cabin being defined within the same limits as the aircraft 15 cabin of Figure 1. As an alternative, the cabin may be defined in a slightly shorter configuration such as between the partition defined by stub walls 121 and 122 and a corresponding partition at the rear of the aircraft. Between partitions defined by stub walls 121, 122, and 123, 124; 123, 124, and 125, 126; etc. benches are disposed facing each other in a configuration which is 20 known as "stagecoach seating". Passengers sit in the benches facing each other in individual compartments which are not completely closed. For example, the bench 131 faces bench 133 deflning a small compartment which may be closed up to the top of the back of the seat but which is open above that line so that a person standing in the crew compartment 127 could look 25 down the length of the aircraft. Each of the compartments defined between partitions has at least one door, such as the doors 103, 105, 107. Doors may also exist on the opposite side of each compartment, or the doors may be staggered with even numbered compartments having doors on one side of the fuselage and compartments with odd numbers having doors on the opposite 30 side. The idea of providing a plurality of doors for seating compartments in land vehicles is shown in U. S. patent 3,134,621 as a means for increasing the seating capacity of a bus. Since the benches are formed from panels which are removable with respect to the sides of the cabin, access may be had to the rear of the aircraft cabin by removing seat panels, or in an 35 emergency, by climbing over them.
~1465Z2 The benches illustrated in Figure 5, such as 131 and 33 are formed by back support panels and seat support panels, both connected to respective cabin side walls 117 and 119 as described more fully below with reference to Figure 7.
In Figure 6, all benches are shown to be removed with back and seat support panel members forming double bulkheads 141 and 143. The bench panels again have dimensions which form a closure for partitions, such as the partition between stub walls 121 and 122 and may be of a size to form only a single bulkhead, as oppo6ed to the double bulkhead shown in Figure ~. The lines 138 indicate the intersection of the floor 145 with the curved side walls of the fuselage 111. The holes 142 in the floor are used to receive bolts which support the benches. Doors 101, 103, 105 and 107 provide access to each cabin portion between bulkheads.
Figure 7 illustrates a seating compartment of Figure 5. The bench 131 is formed of a back support panel 147 and a seat support panel 143. Each of these panels is removably connected to the inside edge of a cabin partition, such as to stub wall 121.
Back support panel member 147 has a dimension in the vertical plane relative to the cabin floor, which will close a section 149 of the opening in the partition. The length of the back support panel, i.e., a dimension parallel to the plane of the cabin floor, spans the width of the partition, from edge to edge, and a removable hinge pin 148 connects the top of the back support panel to lateral edges of the opening in the partition.
The back support panel 147 is hinged to the opening by means of the removable hinge pin 148 and held in place by removable bolt 150.
Seat support panel 143 is connected to opposite lateral edges in the opening of the partition by means of a removable hinge pin 151. The forward edge of the seat support panel is supported by a leg panel 153.
Preferably, the length of the seat support panel 143 and the leg panel 153 is equal to the length of the back support panel 147~ all of the panels having a width equal to the dimension of the lateral, edge-to-edge opening in the r partition. The width dimension of es~ch of these panels is such that when the three panels 143, 147 and 153 are placed in the same plane, the three panels can be used to close the opening in the partition, i.e., the length and width dimensions of the panels combine in a complementary manner to equal, or nearly equal, respective length and width dimensions of an opening in the cabin partition.
Figure 8 shows a frontal view of the bench 131. The stub walls 121 and 122 define a partition opening 149, immediately above the back support portion 147 of a bench. In Figure 8, only the edge of seat support panel 143 is visible. Leg panel 153 is seen to provide support for the seat support panel 143, being attached thereto by menns of bolts 155, 156 and also to cabin floor 145 by means of bo1ts 157, 158.
Returning to Figure 7, a second bench 161 is seen facing bench 131. The second bench 161 is constructed in a similar manner to the first bench including a back support panel 163, a seat support panel 165 and a leg panel 167.
The two benches face each other, closing the partitions partially defined by stub walls 121, 171, except above the benches. The facing seats lS form a compartment which is accessible by means of a door 173 between benches. Each partition along the length of the aircraft is spaced so that compartments of generally the same size are formed, although this is not necessary. Benches of a configuration similar to that shown in Figure 7 are provided, each compartment being serviced by a separate door.
In order to provide space for supporting back-to-back seat panels, respective seat panels of each bench are mounted within each partition toward respective fore and aft sides of each partition. For example, bolt 167 hinges back support panel 163 to the aft side of the stub wall 171 while the bolt 177 hinges the back suwort panel 175 to the foPe side of this same stub wall. A similar relation exists between the seat support panels 176 and 165 connected by respective bolts 172, 162 to respective fore and aft sides of the stub wall 171.
Figure 9 illustrates the manner in which a bench may be converted into a bulkhead. Leg panel 153 is disconnected from its forward connection with respect to the seat support panel 143 and it is moved into a position near the bottom of the stub wall 121. ~he back support panel 147 is rotated 180 clockwise to a similar vertical position and is locked in place by latches or movable bolts. Next the seat support panel 143 is rotated by about 90 clockwise until it is vertically aligned atop the leg panel 153.
The same bolts which connected leg panel 153 to seat support panel 143 may
.!_, .. , - :1146S22 Forward of crew partition 15 formed by stub walls l6 and 18 is the crew compartment 27 which is not considered to be part of the aircraft cabin for purposes of this invention. Between pairs of stub walls, such as the stub walls 18 and 21 or 16, 22; or between stub walls 21, 23 or 22, 24;
or between stub walls 23, 25 or 24, 26 oppositely facing pairs of benches, 31, 33; 35, 37; 39, 41 respectively are mounted. These benches have a lengthwise dimension, parallel to the length of the cabin, such that the seat panels of which these benches are partially formed can be mounted between partitions.
Each bench includes a seat support panel, such as seat support panel 43 which is generally parallel to the floor 45 of the cabin. An upright back support panel, such as back support panel 47, having generally the same lengthwise dimension as the seat support panel 43 is also connected between corresponding cabin stub walls 18, 21. It will be noted that the forward portion of the cabin 13 has a slight inward taper toward the crew compartment 27. This causes the seat support panels 31, 33 to be mounted slightly closer together than seat panels 35, 37. This is done because the baclc support panels 47 and 49, like seat support panels 31, 33 are generally planar rectangular members which are generally form sustaining. This does not mean that the panels must be rigid, although rigid panels are one means for providing a form sustaining structure. Plastic panels which have toughness as well as some elasticity may be used. Such panels must have dimensions for closing a partition as explained below. The various partitions, as well as the cabin floor may be provided with holes, slots or bolts for cooperating with seat, back or leg panels which comprise the benches.
In Figure 2 the benches have been removed and the panels which form such seats have been used to close the stub walls 21, 22; 23, 24; 25, 26. Since the interior edgewise perimeter of each partition defined by the stub walls is generally rectangular, but not necessarily so, the rectangular panels which form the benches can be designed to fit into the partition opening. For example, if the lengthwise distance between stub walls 21 and 23 is 3 meters, benches having planar seat support panels and back support panels would have a length of almost 3 meters. The lateral dimension from edge 20 to edge 30 of the stub walls 21 and 22, respectivel!J, would correspond 11465Z~
to the length of the benches. A bulkhead 26 is formed by interlocking two, three, four or more panels together, as explained below. Similarly, bulkheads 32 and 34 are formed.
The lines 36 and 38 are defined in the fuselage at the point where the floor 45 meets the curved fuselage side walls 17, 19. A lengthwise array of holes 43, 44 may be used to mark the location of anchor points for legs for the benches.
As is the present custom in forming aircraft seats, removable cushions are connected to the seat forming panels for passenger comfort.
Sometimes these cushions are intended for use as flotation devices and are adhered to seat forming structures by means of snap fasteners, such as Velcro, a registered trademark for a synthetic snap fastener material, two strips of which adhere when pressed together. When f orming panels f or closure of cabin partitions, these cushions are removed and stored in overhead racks or other storage compartments. It is much easier to store the cushions than to store the entire seat. In other cases, the cushions may be affixed to seat or back panels and turned so that the cushion side faces toward the adjacent passenger compartment or fuselage wall.
In the side sectional view of Figure 3 a bench 50 may be seen to include a seat support panel 43 which is generally parallel to floor 45 and which is removably connected, such as by bolts to the side of stub wall 21. This connection exists by removable bolt 52. The opposite side of the seat support panel has a bolt 54 projecting therefrom, similar to bolt 52 which may be retracted or removed until the seat support panel 43 is used to close partition 21 at which time bolt 52 and bolt 54 are secured in place as an aid to interlocking panel 43 within the opening in partition 21.
Similarly the back support panel 47 has bolts 56 and 58 which are removably connected to the side of stub wall 21 facing toward the crew compartment. The back support panel 47 is mounted in a relationship with the seat support panel 43 forming a bench. The seat support panel 43 is supported from floor 45 by means of legs, such as strut 51 or a panel. In the event that the leg means is a panel, the panel should have a length coextensive with the back and seat support panels and capable of vertically interlocking therewith, so thnt the panel can be used to help close the oponing in the partition. A space beneath the bench is preferably used for storage k ~, of carry~n luggage, cargo, or the like. A leg means is not necessary since other supports for the benches may be used.
A similar bench 60 is formed against side wall 19, facing bench 50. Bench 60 has a seat support panel 55 and a back support panel 53.
5Seat support panel is supported from floor 45 by means of legs, such as strut 57 and connected to the side of partition 21 by removable bolt 71. Similar removable bolts hold back support panel 53 in place.
To close the partition defined between stub walls 20, 22 the back support panel 47 and the seat support panels 43 and 55 are removed.
10These panels have identical rectangular dimensions, although this is not important as long as the panels when interlocked together close the opening within partition 21. The rectangular dimensions are such that, combined in a complementary manner in a coplanar relation, the dimensions of the three panels will close substantially all of the opening within the partition either 15when the panels are a~igned horizontally across the opening or vertically in the opening. Although use of only three panels is described for closing the opening, two or four panels could be used or possibly a different number.
One of the back support panels, 53, of one of the two benches 50 and 60 will not be needed to close the partition where the dimensions of 20the panels are such that three panels will close the opening. In the example of Figure 3 the back support panel 53 is mounted such that the lower bolt 62 can be temporarily removed and the panel rotated in the direction indicated by the arrow A and then pinned in place as indicated by the dashed line 68.
In Figure 4 the back support panel 53 can be seen to be fixed 25in an upward position with the bolt 62 having been removed from a retaining hole. Three bench forming panels may be seen in Figure 4, including the first back support panel 47, a first seat support panel 43 and a second sent support panel 55. The three panels are shown to be removably hinged or bolted into the partition between stub walls 21, 22. It will be noted that 30the panels 43, 47 and 55 are mounted vertically with respect to floor 45.
Since the partition opening in the example of Figure 4 is square, the panels could also be horizontally disposed as indicated by the dashed lines 63, 65.
Of course, the opening need not be square and may have any convenient configuration. Figure 4 shows bolts projecting into the edge of stub wall 21, as well as into ~loor 45, stub wall 22 and roof wall 48. Actually, the g i bolts only project into two opposite sides, but since the figure illustrates both vertical and horizontal arrangements of the panels, bolt holes have been shown on all sides of the opening. Although such bolt holes may exist on all four sides of the partition, only two opposed sets of holes are used at 5 one time.
The panels may have a tongue and groove construction such that they interlock with each other for forming a rigid, sealed bulkhead, or may use auxiliary channels for interlocking. The panels which form the benches should have sufficient rigidity to span the partition opening without 10 noticeable flexure or sag. Auxiliary supports may be used if necessary to prevent flexure. The panels may be plastic, metal or a combination of materials, such as a laminate, suitable for use in aircraft cabin construction.
Figure 5 shows a second embodiment for an aircraft cabin configuration, the cabin being defined within the same limits as the aircraft 15 cabin of Figure 1. As an alternative, the cabin may be defined in a slightly shorter configuration such as between the partition defined by stub walls 121 and 122 and a corresponding partition at the rear of the aircraft. Between partitions defined by stub walls 121, 122, and 123, 124; 123, 124, and 125, 126; etc. benches are disposed facing each other in a configuration which is 20 known as "stagecoach seating". Passengers sit in the benches facing each other in individual compartments which are not completely closed. For example, the bench 131 faces bench 133 deflning a small compartment which may be closed up to the top of the back of the seat but which is open above that line so that a person standing in the crew compartment 127 could look 25 down the length of the aircraft. Each of the compartments defined between partitions has at least one door, such as the doors 103, 105, 107. Doors may also exist on the opposite side of each compartment, or the doors may be staggered with even numbered compartments having doors on one side of the fuselage and compartments with odd numbers having doors on the opposite 30 side. The idea of providing a plurality of doors for seating compartments in land vehicles is shown in U. S. patent 3,134,621 as a means for increasing the seating capacity of a bus. Since the benches are formed from panels which are removable with respect to the sides of the cabin, access may be had to the rear of the aircraft cabin by removing seat panels, or in an 35 emergency, by climbing over them.
~1465Z2 The benches illustrated in Figure 5, such as 131 and 33 are formed by back support panels and seat support panels, both connected to respective cabin side walls 117 and 119 as described more fully below with reference to Figure 7.
In Figure 6, all benches are shown to be removed with back and seat support panel members forming double bulkheads 141 and 143. The bench panels again have dimensions which form a closure for partitions, such as the partition between stub walls 121 and 122 and may be of a size to form only a single bulkhead, as oppo6ed to the double bulkhead shown in Figure ~. The lines 138 indicate the intersection of the floor 145 with the curved side walls of the fuselage 111. The holes 142 in the floor are used to receive bolts which support the benches. Doors 101, 103, 105 and 107 provide access to each cabin portion between bulkheads.
Figure 7 illustrates a seating compartment of Figure 5. The bench 131 is formed of a back support panel 147 and a seat support panel 143. Each of these panels is removably connected to the inside edge of a cabin partition, such as to stub wall 121.
Back support panel member 147 has a dimension in the vertical plane relative to the cabin floor, which will close a section 149 of the opening in the partition. The length of the back support panel, i.e., a dimension parallel to the plane of the cabin floor, spans the width of the partition, from edge to edge, and a removable hinge pin 148 connects the top of the back support panel to lateral edges of the opening in the partition.
The back support panel 147 is hinged to the opening by means of the removable hinge pin 148 and held in place by removable bolt 150.
Seat support panel 143 is connected to opposite lateral edges in the opening of the partition by means of a removable hinge pin 151. The forward edge of the seat support panel is supported by a leg panel 153.
Preferably, the length of the seat support panel 143 and the leg panel 153 is equal to the length of the back support panel 147~ all of the panels having a width equal to the dimension of the lateral, edge-to-edge opening in the r partition. The width dimension of es~ch of these panels is such that when the three panels 143, 147 and 153 are placed in the same plane, the three panels can be used to close the opening in the partition, i.e., the length and width dimensions of the panels combine in a complementary manner to equal, or nearly equal, respective length and width dimensions of an opening in the cabin partition.
Figure 8 shows a frontal view of the bench 131. The stub walls 121 and 122 define a partition opening 149, immediately above the back support portion 147 of a bench. In Figure 8, only the edge of seat support panel 143 is visible. Leg panel 153 is seen to provide support for the seat support panel 143, being attached thereto by menns of bolts 155, 156 and also to cabin floor 145 by means of bo1ts 157, 158.
Returning to Figure 7, a second bench 161 is seen facing bench 131. The second bench 161 is constructed in a similar manner to the first bench including a back support panel 163, a seat support panel 165 and a leg panel 167.
The two benches face each other, closing the partitions partially defined by stub walls 121, 171, except above the benches. The facing seats lS form a compartment which is accessible by means of a door 173 between benches. Each partition along the length of the aircraft is spaced so that compartments of generally the same size are formed, although this is not necessary. Benches of a configuration similar to that shown in Figure 7 are provided, each compartment being serviced by a separate door.
In order to provide space for supporting back-to-back seat panels, respective seat panels of each bench are mounted within each partition toward respective fore and aft sides of each partition. For example, bolt 167 hinges back support panel 163 to the aft side of the stub wall 171 while the bolt 177 hinges the back suwort panel 175 to the foPe side of this same stub wall. A similar relation exists between the seat support panels 176 and 165 connected by respective bolts 172, 162 to respective fore and aft sides of the stub wall 171.
Figure 9 illustrates the manner in which a bench may be converted into a bulkhead. Leg panel 153 is disconnected from its forward connection with respect to the seat support panel 143 and it is moved into a position near the bottom of the stub wall 121. ~he back support panel 147 is rotated 180 clockwise to a similar vertical position and is locked in place by latches or movable bolts. Next the seat support panel 143 is rotated by about 90 clockwise until it is vertically aligned atop the leg panel 153.
The same bolts which connected leg panel 153 to seat support panel 143 may
3 ~65Z;~
be used to engage the edges of seat support panel 143 to maintain the panel h in a vertical orientation. The forward bench 161 is also converted to a bulkhea~ such that the back support panel 163, the seat support panel 165 and the leg panel 167 close the partition partially defined by stub wall 171.
As mentioned previously, each bench is used to close the opening in each partition adjacent to a back-to-back bench, providing there is such ~-a bench. In Figure 9, back support panel 175, seat support panel 176 and t leg panel 178 convert to a second closure for the opening in the partition partially formed by stub wall 171, next to the closure formed by panels 163, lG 165 and 167~ The double bulkheads provide for added strength for the wall between compartments.
Figure 10 shows an alignment of seat panels 147, 143 and 153 closing the opening in a partition between stub walls 121, 122, forming a bulkhead. Removable bolts on opposite sides of the panels 143 and 147 project into the lateral edges of the stub walls, while vertically disposed removable bolts from panel 153 project into panel 143 for holding it in place.
Panel 153 also has bolts projecting into floor 145. The panels of Figure 10 are shown with their lengthwise dimension parallel to the floor, but the panels could be orthogonally arranged with the lengthwise dimension of each panel perpendicular to the floor 145. It should be noted that the opening in the partition has rounded upper corners and that seat panel 147 has corner edges which match these rounded upper corners. Thus, partitions need not be rectangular, but may have curved or irregular edges. However, seat and back panels must have dimensions, such that when a number of such panels are aligned in a coplanar relation, they will form a bulkhead with a shape which closes the opening in a partition.
In ~igure 11 a fuselage section 201 is shown to have a floor 203 which supports lengthwise benches 205 and 207, both indicated by dashed lines. The bench 205 has a back panel 209 which is hinged by the hinge pin 211 and a seat panel 213 connected between partitions by means of a hinge pin 215. The front part of the seat is supported by two or more legs 217, or panels, if required. ~imilarly, bench 207 has at least two legs 219, a seat panel 221 connected between partitions by hinge pins, such as hinge pin 225. A back panel 223 is disposed above the seat panel and connected by means of a hinge pin 227. Back panels 209 and 223 may be rotated upwardly, .
as indicated by arrows C, taking positions 209' and 223', respectively, where the back panels are latched in place. The back side of the back panel has a filler panel 229' removably connected thereto.
In the cabin construction of Figure 11, the partitions defined by the stub walls which support the seats are not closed at the top, but extend upwardly to the top of the fuselage 201. In other words, cabin stub wall 231 is not permanently connected to cabin partition member 233. The partition defined by stub walls 231 and 233 is closed by means of vertical alignment of two adjacent seat panels 235, 237, which form a bulkhead. The back panels which correspond to these seat panels are rotated upwardly and latched in place, as previously mentioned. An auxiliary panel 239 is used to close the space between partition members 231 and 233. The auxiliary panel 239 corresponds to panel 229' carried by the back panel 223' on the reverse side thereof. A metal I-beam 241 which is carried at position 241' when seat panels 235 and 237 are not in place may be swung into position and used to secure the vertically extending seat panels 235 and 237. Similarly, another I-beam 243 may be used to support the bottom of the same panels.
This I-beam is also pivoted and would reside at position 243' when the seat panel~ are not in the vertical position indicated in the figure. The direction of pivoting for the I-beams 241 and 243 is indicated by the arrows A and B. It should be noted that the auxiliary panel member 239 has latches 245 and 247 for securing the auxiliary panel in position completin~ the formation of a bulkhead.
In Figure 11, two seat panels have been used to close the space between partition members 231 and 233. The type of panels used to close the space is variable. Back panels could be used as closures, as we~l as seat panels, or a mix of the two. Both may be removably hinged in place as bench members. By removal of hinge pins, both may be used as closure members. The number of seat or back panels used to form a partition closure is not critical. While two members are shown, any convenient number may be used.
With reference to Figure 12, fuselage section 201 may be seen to include the back panel 209, the seat panel 213 and leg members 217, if required. The I-beam 243 may also be seen to be in a vertical position in an open cabin partition. A seat panel 235, formerly occupying position 235' 1~L65Z2 has been moved to a vertical position for closing cabin portion 251 from cabin portion 253. The I-beam 241 locks seat panel member 235 in place, as well as the auxiliary panel member 239. The bnck panel member 223' which formerly was in a seflt forming relationship with regard to the seat panel 235' has been rotated upwardly to a more recessed position, just covering the aircraft windows. The back panel 223' is latched in place in this upward position allowing full use of the cabin portion 253 by cargo and allowing full use of cabin portion 251 by passengers. The I-beams may include seals or seal members to prevent the penetration of fire, smoke, odor, etc. through the bulkhead. While the I-beams form a means for holding the various panels in place, a similar function can be achieved by tongue-and~roove construction, by fasteners and similar means. The principal objective is to achieve an interlocking fit or registry between panels and an opening which is to be closed. That opening has been described with reference to stub walls but stub walls are not necessary, as may be seen in the next example.
While the invention disclosed herein has been described with reference to aircraft cabin construction, the invention is not limited to such.
For example, the invention may be used in automotive vans, for example, of the type shown in Figure 13. Each of the bench type seats 255, 257 and 259 has a seat panel member bolted or otherwise removably connected to a back panel member. The seat panel members are supported from the van floor by means of legs or other supports and connected directly to van sidewall 261. The van 260 is shown in a passenger carrying configuration.
In the cross sectional view of Figure 14, the seat or back panel members 256, 258, 260 of the bench type seats may be seen to have been vertically aligned and connected together in order to form a bulkhead. A
similar bulkhead could be formed by back panel members. The van may or may not have partitions defined by stub walls for supporting the lateral sides of the panel members. Where stub walls are not provided, it may be necessary to use beams or other members to join panel members for forming a rigid bulkhead, in the manner indicated with respect to Figure 11.
Figure 15 shows that bulkheads can be formed from passenger accommodation panels, other than seats. Specifically, hat racks and even false floors may be used. Figure 15 also illustrates exemplary dimensions 35 for an aircraft vehicle cabin in accord with the present invention. The 1~6522 aircraft cabin of Figure 15 corresponds to the cabin of Figure 11, with thc addition of opposed longitudinal hat racks. Specifically, the hat racks 305 and 307 are formed by panels corresponding in length to seat panels 213 and 221. Panel 306 has a width similar to seat support panel 213, while hat rack panel 308 corresponds to seat support panel 221. The hat rack panels 306 and 308 may be supported either by struts or for purposes of safety by hinged closure panels 310 and 312. Each of the hat rack panels 306 and 308 has dimensions such that the panels can be combined in a complementary coplanar relationship at least partially closing the opening defined between stub walls 231 and 233.
Preferred dimensions for the cabin interior are given for an example of an aircraft having an approximate length of 65 feet and a height of approximately 20 feet, with a wing span of approximately 69 feet. Although the cabin configuration is shown to be semi-rectangular, a preferred con-figuration, it could also be round or have other shapes.
The preferred cabin height is given by the dimension %, which is six feet. The dimension X is 39 inches, while the dimension of the aisle width, Y, is 26 inches. The width of a seat SUppOlt panel, V, is approximately 24 inches, while the width of a back support panel, U, is approximately 20 inches. The height of a seat support panel above the floor 243 is approximately 18 inches, a height which allow placement of most suitcases beneath the seats. These preferred dimensions are deemed important for achieving an optimum cabin design, although the dimensions are not critical.
If the lengthwise dimension of each seat support panel is 60 inches, a preferred dimension, each seat supporting panel will allow comfortable accommodation of three passengers, allocating a 30-inch seat width to each passenger. However, since the dimension Z is 72 inches, the seat supporting panels, or hat rack panels of equal or similar dimensions will not completely close the vertical dimension of the partition opening. This may be seen in Figure 16.
With reference to Figure 16, the auxiliary panel member 23 is placed above hat rack panels 306 and 308 which are used to close the partition between stub walls 231 and 233 in the same manner as the same opening was closed in Figure 11 by panels 235 and 237. In Figure 16, the bench type seats have been stored by upward rotation. Back support panel ~465Z2 209 is rotated upwardly, as is the seat support panel 213. Similarly, the opposite seat has been stored by rotating the panels 221 and 223 so thnt they are similarly against the lateral cabin wall. The hat rack panels 306 and 308 have been removed to close the opening in the partition between the stub walls 231 and 233, while the auxiliary panel 239 closes the top of the opening as previously mentioned. Small I-beams 241 and 243 form channels keeping the panels 306, 308 and 239 locked in place. Latches 245 and 247 connected to panel 39 assist in locking that panel in place, which is fit into p~sition subsequent to the erection of panels 306 and 308 and after placement of the I-beam 241 over these panels.
The former position of the hat rack panels is indicated by the dashed lines 306' and 308'. When the partition between stub walls 231 and 233 is to be open, the hat rack panels 306 and 308 are returned to their respective positions 306t and 308' and retained by bolts or other fasteners in stub walls adjacent to opposite ends of the panel. The hat rack closures 310 and 312, shown in Figure 15, are also returned to their respective positionsbetween the ceiling and the edge of each hat rack panel projecting toward the center of the aisle.
While the partition of Figure 15 has been closed with two hat rack panels in Figure 16, the partition could be closed by a mix of hat rack panels, seat support panels, back support panels and auxiliary panels. The present invention contemplates use of any panels in the interior of a vehicle cabin for a second purpose in forming bulkheads for converting passenger compartments to freight compartments. While the closure of partitions in a vehicle cabin has been described with reference to fixtures for accommodating passengers such as seats and hat racks, other cabin interior members such as false floors could also be used. The false floor 203 can be constructed of interlocking panels which can be disassembled and used to close partitions. Similarly, false ceilings or interior walls could also be used.
With reference to Figures 17 and 18 fuselage section 401 is shown having the floor 403 and supporting the bench 405 and the hat rack 407. Bench 405 has back panel 409 disposed between stub walls, one of which is 41t. The back panel 409 is disposed above the seat panel 413, also mounted between stub walls and having generally the same length as back panel 409. Hat rack panel 407 has substantially the same length as back t panel 409 and seat panel 413. All of the panels are mounted in the left-hand side of the cabin, while conventional seating 415 occupies the right-hand side. The panels forming bench 405, as well as hat rack 407 are individually removable to form a bulkhead or a freight compartment, as shown in Figures 19 and 20.
With reference to Figures 19 and 20 the passenger accommodation panels 407, 409 and 413 may be seen to have been removed from the positions indicated by the dashed lines 407', 409' and 413' and now form a vertically extending bulkhead 414. Note that the bulkhead need not be extending all the way from floor 403 to the upper wall of the fuselage.
Rather, the bulkhead may extend upward for some distance and then one of the panels may be angled toward a lateral fuselage wall. For example, a hat rack may form an upper wall for a compartment, with a sidewall formed by a vertical alignment of back and seat support panels. Thus, the configuration of Figures 19 and 20 allows passenger seating in conventional seats such as seat 415 on one side of the aircraft, while another side of the aircraft has a configuration for freight. In other words, an aircraft or other vehicle payload compartment may be divided longitudinally, as well as transversely, by panels which are sometimes used for passenger accommodation. The dividing bulkheads may be either floor to ceiling walls or may be compartments which do not extend from floor to ceiling and which may or may not be closed at the top.
Vehicle cabins using bulkheads of the present invention can provide a variable mix of space between passengers and cargo. Moreover, cargo can be segregated in different compartments.
be used to engage the edges of seat support panel 143 to maintain the panel h in a vertical orientation. The forward bench 161 is also converted to a bulkhea~ such that the back support panel 163, the seat support panel 165 and the leg panel 167 close the partition partially defined by stub wall 171.
As mentioned previously, each bench is used to close the opening in each partition adjacent to a back-to-back bench, providing there is such ~-a bench. In Figure 9, back support panel 175, seat support panel 176 and t leg panel 178 convert to a second closure for the opening in the partition partially formed by stub wall 171, next to the closure formed by panels 163, lG 165 and 167~ The double bulkheads provide for added strength for the wall between compartments.
Figure 10 shows an alignment of seat panels 147, 143 and 153 closing the opening in a partition between stub walls 121, 122, forming a bulkhead. Removable bolts on opposite sides of the panels 143 and 147 project into the lateral edges of the stub walls, while vertically disposed removable bolts from panel 153 project into panel 143 for holding it in place.
Panel 153 also has bolts projecting into floor 145. The panels of Figure 10 are shown with their lengthwise dimension parallel to the floor, but the panels could be orthogonally arranged with the lengthwise dimension of each panel perpendicular to the floor 145. It should be noted that the opening in the partition has rounded upper corners and that seat panel 147 has corner edges which match these rounded upper corners. Thus, partitions need not be rectangular, but may have curved or irregular edges. However, seat and back panels must have dimensions, such that when a number of such panels are aligned in a coplanar relation, they will form a bulkhead with a shape which closes the opening in a partition.
In ~igure 11 a fuselage section 201 is shown to have a floor 203 which supports lengthwise benches 205 and 207, both indicated by dashed lines. The bench 205 has a back panel 209 which is hinged by the hinge pin 211 and a seat panel 213 connected between partitions by means of a hinge pin 215. The front part of the seat is supported by two or more legs 217, or panels, if required. ~imilarly, bench 207 has at least two legs 219, a seat panel 221 connected between partitions by hinge pins, such as hinge pin 225. A back panel 223 is disposed above the seat panel and connected by means of a hinge pin 227. Back panels 209 and 223 may be rotated upwardly, .
as indicated by arrows C, taking positions 209' and 223', respectively, where the back panels are latched in place. The back side of the back panel has a filler panel 229' removably connected thereto.
In the cabin construction of Figure 11, the partitions defined by the stub walls which support the seats are not closed at the top, but extend upwardly to the top of the fuselage 201. In other words, cabin stub wall 231 is not permanently connected to cabin partition member 233. The partition defined by stub walls 231 and 233 is closed by means of vertical alignment of two adjacent seat panels 235, 237, which form a bulkhead. The back panels which correspond to these seat panels are rotated upwardly and latched in place, as previously mentioned. An auxiliary panel 239 is used to close the space between partition members 231 and 233. The auxiliary panel 239 corresponds to panel 229' carried by the back panel 223' on the reverse side thereof. A metal I-beam 241 which is carried at position 241' when seat panels 235 and 237 are not in place may be swung into position and used to secure the vertically extending seat panels 235 and 237. Similarly, another I-beam 243 may be used to support the bottom of the same panels.
This I-beam is also pivoted and would reside at position 243' when the seat panel~ are not in the vertical position indicated in the figure. The direction of pivoting for the I-beams 241 and 243 is indicated by the arrows A and B. It should be noted that the auxiliary panel member 239 has latches 245 and 247 for securing the auxiliary panel in position completin~ the formation of a bulkhead.
In Figure 11, two seat panels have been used to close the space between partition members 231 and 233. The type of panels used to close the space is variable. Back panels could be used as closures, as we~l as seat panels, or a mix of the two. Both may be removably hinged in place as bench members. By removal of hinge pins, both may be used as closure members. The number of seat or back panels used to form a partition closure is not critical. While two members are shown, any convenient number may be used.
With reference to Figure 12, fuselage section 201 may be seen to include the back panel 209, the seat panel 213 and leg members 217, if required. The I-beam 243 may also be seen to be in a vertical position in an open cabin partition. A seat panel 235, formerly occupying position 235' 1~L65Z2 has been moved to a vertical position for closing cabin portion 251 from cabin portion 253. The I-beam 241 locks seat panel member 235 in place, as well as the auxiliary panel member 239. The bnck panel member 223' which formerly was in a seflt forming relationship with regard to the seat panel 235' has been rotated upwardly to a more recessed position, just covering the aircraft windows. The back panel 223' is latched in place in this upward position allowing full use of the cabin portion 253 by cargo and allowing full use of cabin portion 251 by passengers. The I-beams may include seals or seal members to prevent the penetration of fire, smoke, odor, etc. through the bulkhead. While the I-beams form a means for holding the various panels in place, a similar function can be achieved by tongue-and~roove construction, by fasteners and similar means. The principal objective is to achieve an interlocking fit or registry between panels and an opening which is to be closed. That opening has been described with reference to stub walls but stub walls are not necessary, as may be seen in the next example.
While the invention disclosed herein has been described with reference to aircraft cabin construction, the invention is not limited to such.
For example, the invention may be used in automotive vans, for example, of the type shown in Figure 13. Each of the bench type seats 255, 257 and 259 has a seat panel member bolted or otherwise removably connected to a back panel member. The seat panel members are supported from the van floor by means of legs or other supports and connected directly to van sidewall 261. The van 260 is shown in a passenger carrying configuration.
In the cross sectional view of Figure 14, the seat or back panel members 256, 258, 260 of the bench type seats may be seen to have been vertically aligned and connected together in order to form a bulkhead. A
similar bulkhead could be formed by back panel members. The van may or may not have partitions defined by stub walls for supporting the lateral sides of the panel members. Where stub walls are not provided, it may be necessary to use beams or other members to join panel members for forming a rigid bulkhead, in the manner indicated with respect to Figure 11.
Figure 15 shows that bulkheads can be formed from passenger accommodation panels, other than seats. Specifically, hat racks and even false floors may be used. Figure 15 also illustrates exemplary dimensions 35 for an aircraft vehicle cabin in accord with the present invention. The 1~6522 aircraft cabin of Figure 15 corresponds to the cabin of Figure 11, with thc addition of opposed longitudinal hat racks. Specifically, the hat racks 305 and 307 are formed by panels corresponding in length to seat panels 213 and 221. Panel 306 has a width similar to seat support panel 213, while hat rack panel 308 corresponds to seat support panel 221. The hat rack panels 306 and 308 may be supported either by struts or for purposes of safety by hinged closure panels 310 and 312. Each of the hat rack panels 306 and 308 has dimensions such that the panels can be combined in a complementary coplanar relationship at least partially closing the opening defined between stub walls 231 and 233.
Preferred dimensions for the cabin interior are given for an example of an aircraft having an approximate length of 65 feet and a height of approximately 20 feet, with a wing span of approximately 69 feet. Although the cabin configuration is shown to be semi-rectangular, a preferred con-figuration, it could also be round or have other shapes.
The preferred cabin height is given by the dimension %, which is six feet. The dimension X is 39 inches, while the dimension of the aisle width, Y, is 26 inches. The width of a seat SUppOlt panel, V, is approximately 24 inches, while the width of a back support panel, U, is approximately 20 inches. The height of a seat support panel above the floor 243 is approximately 18 inches, a height which allow placement of most suitcases beneath the seats. These preferred dimensions are deemed important for achieving an optimum cabin design, although the dimensions are not critical.
If the lengthwise dimension of each seat support panel is 60 inches, a preferred dimension, each seat supporting panel will allow comfortable accommodation of three passengers, allocating a 30-inch seat width to each passenger. However, since the dimension Z is 72 inches, the seat supporting panels, or hat rack panels of equal or similar dimensions will not completely close the vertical dimension of the partition opening. This may be seen in Figure 16.
With reference to Figure 16, the auxiliary panel member 23 is placed above hat rack panels 306 and 308 which are used to close the partition between stub walls 231 and 233 in the same manner as the same opening was closed in Figure 11 by panels 235 and 237. In Figure 16, the bench type seats have been stored by upward rotation. Back support panel ~465Z2 209 is rotated upwardly, as is the seat support panel 213. Similarly, the opposite seat has been stored by rotating the panels 221 and 223 so thnt they are similarly against the lateral cabin wall. The hat rack panels 306 and 308 have been removed to close the opening in the partition between the stub walls 231 and 233, while the auxiliary panel 239 closes the top of the opening as previously mentioned. Small I-beams 241 and 243 form channels keeping the panels 306, 308 and 239 locked in place. Latches 245 and 247 connected to panel 39 assist in locking that panel in place, which is fit into p~sition subsequent to the erection of panels 306 and 308 and after placement of the I-beam 241 over these panels.
The former position of the hat rack panels is indicated by the dashed lines 306' and 308'. When the partition between stub walls 231 and 233 is to be open, the hat rack panels 306 and 308 are returned to their respective positions 306t and 308' and retained by bolts or other fasteners in stub walls adjacent to opposite ends of the panel. The hat rack closures 310 and 312, shown in Figure 15, are also returned to their respective positionsbetween the ceiling and the edge of each hat rack panel projecting toward the center of the aisle.
While the partition of Figure 15 has been closed with two hat rack panels in Figure 16, the partition could be closed by a mix of hat rack panels, seat support panels, back support panels and auxiliary panels. The present invention contemplates use of any panels in the interior of a vehicle cabin for a second purpose in forming bulkheads for converting passenger compartments to freight compartments. While the closure of partitions in a vehicle cabin has been described with reference to fixtures for accommodating passengers such as seats and hat racks, other cabin interior members such as false floors could also be used. The false floor 203 can be constructed of interlocking panels which can be disassembled and used to close partitions. Similarly, false ceilings or interior walls could also be used.
With reference to Figures 17 and 18 fuselage section 401 is shown having the floor 403 and supporting the bench 405 and the hat rack 407. Bench 405 has back panel 409 disposed between stub walls, one of which is 41t. The back panel 409 is disposed above the seat panel 413, also mounted between stub walls and having generally the same length as back panel 409. Hat rack panel 407 has substantially the same length as back t panel 409 and seat panel 413. All of the panels are mounted in the left-hand side of the cabin, while conventional seating 415 occupies the right-hand side. The panels forming bench 405, as well as hat rack 407 are individually removable to form a bulkhead or a freight compartment, as shown in Figures 19 and 20.
With reference to Figures 19 and 20 the passenger accommodation panels 407, 409 and 413 may be seen to have been removed from the positions indicated by the dashed lines 407', 409' and 413' and now form a vertically extending bulkhead 414. Note that the bulkhead need not be extending all the way from floor 403 to the upper wall of the fuselage.
Rather, the bulkhead may extend upward for some distance and then one of the panels may be angled toward a lateral fuselage wall. For example, a hat rack may form an upper wall for a compartment, with a sidewall formed by a vertical alignment of back and seat support panels. Thus, the configuration of Figures 19 and 20 allows passenger seating in conventional seats such as seat 415 on one side of the aircraft, while another side of the aircraft has a configuration for freight. In other words, an aircraft or other vehicle payload compartment may be divided longitudinally, as well as transversely, by panels which are sometimes used for passenger accommodation. The dividing bulkheads may be either floor to ceiling walls or may be compartments which do not extend from floor to ceiling and which may or may not be closed at the top.
Vehicle cabins using bulkheads of the present invention can provide a variable mix of space between passengers and cargo. Moreover, cargo can be segregated in different compartments.
Claims (27)
1. In a vehicle cabin, the improvement comprising, a plurality of removable panels forming portions of a vehicle cabin, said panels having complementary dimen-sions such that said panels may be connected in a first configuration having a vertical planar alignment of mutually abutting panels across said cabin forming at least a partial bulkhead dividing said cabin by closing an opening therein and in a second configuration having an alignment forming passenger accommodations.
2. The cabin construction of Claim 1 wherein said first configuration of panels may be aligned as a bulkhead in a transverse direction relative to the length of the cabin.
3. The cabin construction of Claim 1 wherein said first configuration of panels may be aligned as a bulkhead in a longitudinal direction parallel to the length of the cabin.
4. The cabin construction of Claim 1 wherein said second cinfiguration of panels are benches comprising seat support panels and back support panels, said seat and back support panels being of equal length.
5. The cabin construction of Claim 4 wherein said benches further comprise leg panels disposed beneath said seat support panels, said leg panels coextensive with said seat panels.
6. A vehicle cabin construction comprising, a plurality of spaced apart stub walls transversely mounted relative to the length of a cabin, a plurality of removable panels which are placeable in one configuration for forming portions of the cabin interior for passenger accomoda-tion, and in another configuration for forming a bulkhead between stub walls for freight accommodation, at least some of said panels having dimensions which, when a number of such panels are combined in a complementary coplanar mutually abutting vertical relationship, forming said bulkhead, will at least partially close the space between stub walls.
7. The cabin construction of Claim 6 wherein some of said panels may be disposed in a bench forming relation with the length of each bench parallel to the length of the cabin.
8. The cabin construction of Claim 6 wherein some of said panels may be disposed in a hat rack forming rela-tion with the length of each hat rack parallel to the length of the cabin.
9. The cabin construction of Claim 6 wherein some of said panels may be disposed in a bench forming relation with the length of each bench transverse to the length of the cabin.
10. The cabin construction of Claim 6 wherein some of said panels may be disposed in a hat rack forming rela-tion with the length of each hat rack transverse to the length of the cabin.
11. The cabin construction of Claim 6 wherein said panels forming said partition closure may be aligned in a double wall closure.
12. The cabin construction of Claim 6 wherein said panels may be aligned as a bulkhead in a transverse direction relative to the length of the cabin.
13. The cabin construction of Claim 6 wherein said panels may be aligned as a bulkhead in a longitudinal direction parallel to the length of the cabin.
14. An aircraft payload compartment comprising, a cabin in an aircraft fuselage having an interior with a plural-ity of spaced apart stub walls transversely mounted relative to the length of the cabin, a plurality of planar seat support panels movably mounted between stub walls at a level for passenger seating, and a plurality of planar back support panels generally corresponding in number to said planar seat support panels, said back and seat support panels being mounted in an orientation forming a bench, with at least some of said panels being movable, said back and seat support panels having dimen-sions which, when a number of such back and seat support panels are combined in a complementary coplanar mutually abutting relationship will at least partially close the space between stub walls, whereby passenger seating can be converted to bulkheads for forming freight compart-ments.
15. The aircraft payload compartment of Claim 14 wherein said seat support panels are each disposed in a bench forming relation with respect to said back support panels between said plurality of partitions with the length of each bench parallel to the length of the cabin.
16. The aircraft payload compartment of Claim 14 wherein said seat support panels are disposed in a bench forming relation with respect to said back support panels between said plurality of partitions with the length of each bench transverse to the length of the cabin.
17. The aircraft payload compartment of Claim 14 wherein said partitions include means for mounting said seat and back support panels in positions spanning said dimension in the opening of the cabin partitions.
18. The aircraft payload compartment of Claim 14 wherein said seat and back support panels have equal width.
19. The aircraft payload compartment of Claim 14 wherein each seat support panel has a leg panel there below having dimensions which can be combined in a complemen-tary coplanar relation with the dimensions of said seat and back support panels for forming a bulkhead in one of said partition openings.
20. The aircraft payload compartment of Claim 14 wherein said panels may be aligned as a bulkhead in a transverse direction relative to the length of the cabin.
21. The aircraft payload compartment of Claim 14 wherein said panels may be aligned as a bulkhead in a longitud-inal direction parallel to the length of the cabin.
22. An aircraft payload compartment comprising, a cabin in an aircraft fuselage having an interior with a plural-ity of spaced apart stub walls transversely mounted relative to the length of the cabin, a plurality of hat rack panels movably mounted between stub walls in said cabin at a level for passenger hat racks use, said hat rack panels having dimensions which, when a number of such hat rack panels are combined in a complementary mutually abutting coplanar relationship will at least partially close the space between stub walls, whereby passenger hat racks can be converted to bulkheads for forming freight compartments.
23. The aircraft payload compartment of Claim 22 wherein lengthwise passenger benches are disposed beneath said hat rack panels for passenger seating, said benches formed of bench panels mounted for removal from a seating configuration to a storage configuration.
24. The aircraft payload compartment of Claim 23 wherein at least some of said bench panels may be com-bined in a complementary coplanar relation to partially close the space between stub walls.
25. The aircraft payload compartment in Claim 22 wherein said panels may be aligned as a bulkhead in a transverse direction relative to the length of the cabin.
26. The aircraft payload compartment of Claim 22 wherein said panels may be aligned as a bulkhead in a longitud-inal direction parallel to the length of the cabin.
27. An aircraft payload compartment comprising, a cabin in an aircraft fuselage having an interior with a plural-ity of spaced apart stub walls transversely mounted relative to the length of the cabin, a plurality of planar panels movably mounted between stub walls at a level for passenger acommodation, at least some of said panels mountable in one configuration in an orientation forming a bench, said panels having dimensions such that a number of panels may be mounted in another configura-tion one adjacent another in a bulkhead relationship, said bulkhead placeable adjacent to a fuselage wall, allowing cabin utilization for cargo using cabin panels formerly used for passenger accomodation.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US8095079A | 1979-10-01 | 1979-10-01 | |
| US80,950 | 1979-10-01 | ||
| US12039380A | 1980-02-11 | 1980-02-11 | |
| US120,393 | 1980-02-11 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1146522A true CA1146522A (en) | 1983-05-17 |
Family
ID=26764171
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000361261A Expired CA1146522A (en) | 1979-10-01 | 1980-09-30 | Cabin internal structure convertible to bulkheads for variable vehicle configuration |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0040199A1 (en) |
| CA (1) | CA1146522A (en) |
| GB (1) | GB2072604B (en) |
| WO (1) | WO1981000836A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5083727A (en) * | 1990-01-02 | 1992-01-28 | The Boeing Company | Aircraft cabin system for selectivley locating interior units |
| DE102016105503A1 (en) | 2016-03-23 | 2017-09-28 | Airbus Operations Gmbh | A system for picking up cargo or passengers in a vehicle and a vehicle having such a system |
| EP3375706B1 (en) * | 2017-03-15 | 2022-05-18 | Airbus Operations S.L. | Impact resistant fuselage |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1180321A (en) * | 1912-10-29 | 1916-04-25 | Nat Pneumatic Co | Passenger-car. |
| US2396039A (en) * | 1941-11-10 | 1946-03-05 | Douglas Aircraft Co Inc | Aircraft interior |
| DE935708C (en) * | 1951-04-21 | 1955-11-24 | Hubertus Josephus Van Doorne | Vehicle convertible into a truck for passenger transport |
| US2710731A (en) * | 1952-06-25 | 1955-06-14 | Glenn L Martin Co | Removable bulkhead for aircraft |
| US4185799A (en) * | 1978-03-14 | 1980-01-29 | Boeing Commercial Airplane Company | Aircraft partition mounting assembly |
| PH11774A (en) * | 1978-05-25 | 1978-06-30 | E Alcanzare | Combat and transport vehicle body |
-
1980
- 1980-09-08 WO PCT/US1980/001103 patent/WO1981000836A1/en unknown
- 1980-09-08 EP EP80901868A patent/EP0040199A1/en not_active Withdrawn
- 1980-09-08 GB GB8115021A patent/GB2072604B/en not_active Expired
- 1980-09-30 CA CA000361261A patent/CA1146522A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| GB2072604B (en) | 1983-09-01 |
| EP0040199A1 (en) | 1981-11-25 |
| WO1981000836A1 (en) | 1981-04-02 |
| GB2072604A (en) | 1981-10-07 |
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