Optimal airplane passenger seating configurations and methods therefor

Claim 2

A process for optimizing passenger seating configurations within an airplane having more than one aisle positioned therein, comprising: (a) identifying the row configurations that can be reasonably accommodated by said airplane; (b) determining the level of comfort enjoyed by passengers seated in different seating environments within said airplane created by adjacent empty seats, occupied seats, sidewalls, and aisles (environment comfort level); (c) determining the frequency of occurrence of possible load factor increments; (d) calculating the average passenger comfort level in said row configurations, using said environment comfort levels, weighted by the portion of passengers that would be seated in each of said seating environments at each said load factor increment, each said load factor increment being weighted by the frequency of occurrence of said load factor increment, and; (e) installing seats in said airplane in accordance with the seating configuration shown by step (d) to provide the highest average passenger comfort level.

Claim 3

The process of claim 1, wherein said average passenger comfort level (APCL) calculated in step (d) is determined in accordance with the following formula: ##EQU5## Where: APCL=average passenger comfort level M=average load factor f=specific load factor P(f)=frequency of occurrence of load factor f WE=environment comfort level for passengers seated between a sidewall and an empty seat AE=environment comfort level for passengers seated between an aisle and an empty seat WP=environment comfort level for passengers seated between a sidewall and another passenger AP=environment comfort level for passengers seated between an aisle and another passenger PE=environment comfort level for passengers seated between an empty seat and another passenger PP=environment comfort level for passengers seated between two other passengers CQ=environment comfort level for passengers seated in the center seat of a full five-seat unit WZ=the total number of outboard (positioned against a sidewall) two-seat units per row (or airplane) WD=the total number of outboard (positioned against a sidewall) three-seat units per row (or airplane) CZ=the total number of inboard (positioned between two aisles) two-seat units per row (or airplane) CD=the total number of inboard (positioned between two aisles) three-seat units per row (or airplane) CV=the total number of inboard (positioned between two aisles) four-seat units per row (or airplane) CF=the total number of inboard (positioned between two aisles) five-seat units per row (or airplane) s=the total number of seats per row (or airplane) A=(WZ+WD)/s B=A+[CZ+2(CD+CV+CF)+WD]/s C=B+CZ/s D=C+WZ/s E=D+(CV+2CF)/s G=E+CV/s H=G+CD/s K=H+WD/s.

Claim 4

A process for maximizing the comfort of passengers seated in an airplane having fixed dimensions and more than one aisle positioned therein, comprising: (a) identifying the row configurations that can be reasonably accommodated by said airplane within a selected area; (b) determining the level of comfort enjoyed by passengers seated in different seating environments created by adjacent occupied seats, empty seats, sidewalls, and aisles (environment comfort level); (c) determining the frequency of occurrence of possible load factor increments; (d) calculating the average passenger comfort level in said row configurations, using said environment comfort levels, each of said environment comfort levels being weighted by the portion of passengers that would be seated in each environment at each of said load factor increments, each of said load factor increments being weighted by the frequency of occurrence of said load factor increments and; (e) installing seats in said airplane in accordance with the seating configuration shown by step (d) to provide the highest average passenger comfort level.

Claim 5

A process for maximizing the comfort of passengers seated in an airplane having fixed dimensions and more than one aisle positioned therein, comprising: (a) identifying the row configurations that can be reasonably accommodated by said airplane within a selected area; (b) determining the level of comfort enjoyed by passengers seated in different seating environments created by adjacent occupied seats, empty seats, sidewalls, and aisles (environment comfort level); (c) determining the frequency of occurrence of possible load factor increments; (d) calculating the average passenger comfort level in said row configurations, using said environment comfort levels, each of said environment comfort levels being weighted by the portion of passengers that would be seated in each environment at each of said load factor increments, each of said load factor increments being weighted by the frequency of occurrence of said load factor increments and; (e) installing seats in said airplane in accordance with the seating configuration shown by step (d) to provide the highest average passenger comfort level.

Claim 6

The process of claim 3, wherein said average passenger comfort level is determined in accordance with the following formula: ##EQU6## Where: APCL=average passenger comfort level M=average load factor (portion of seats occupied) f=specific load factor P(f)=frequency of occurrence of load factor f WE=environment comfort level for passengers seated between a sidewall and an empty seat AE=environment comfort level for passengers seated between an aisle and an empty seat WP=environment comfort level for passengers seated between a sidewall and another passenger AP=environment comfort level for passengers seated between an aisle and another passenger PE=environment comfort level for passengers seated between an empty seat and another passenger PP=environment comfort level for passengers seated between two other passengers CQ=environment comfort level for passengers seated in the center seat of a full five-seat unit WZ=the total number of outboard (positioned against a sidewall) two-seat units per row (or airplane) WD=the total number of outboard (positioned against a sidewall) three-seat units per row (or airplane) CZ=the total number of inboard (positioned between two aisles) two-seat units per row (or airplane) CD=the total number of inboard (positioned between two aisles) three-seat units per row (or airplane) CV=the total number of inboard (positioned between two aisles) four-seat units per row (or airplane) CF=the total number of inboard (positioned between two aisles) five-seat units per row (or airplane) s=the total number of seats per row (or airplane) A=(WZ+WD)/s B=A+[CZ+2(CD+CV+CF)+WD]/s C=B+CZ/s D=C+WZ/s E=D+(CV+2CF)/s G=E+CV/s H=G+CD/s K=H+WD/s.

Claim 7

A process for maximizing passenger comfort in an airplane having a fixed number of seats and aisles per row comprising: (a) identifying the possible row configurations for a given number of seats and aisles; (b) determining the frequency of occurrence of possible load factor increments; (c) calculating the portion of passengers who can be seated alongside an empty seat in said row configurations in said load factor increments, and; (d) selecting the row configuration allowing the greatest number of passengers to be seated next to an empty seat at typical load factors, and; (e) installing seats in said airplane in accordance with said selected row configurations.

Claim 8

A process for maximizing passenger comfort in an airplane having a fixed number of seats and aisles per row comprising: (a) identifying the possible row configurations for a given number of seats and aisles; (b) determining the frequency of occurrence of possible load factor increments; (c) calculating the portion of passengers who can be seated alongside an empty seat in said row configurations in said load factor increments, and; (d) selecting the row configuration allowing the greatest number of passengers to be seated next to an empty seat at typical load factors, and; (e) installing seats in said airplane in accordance with said selected row configurations.

Claim 9

The process of claim 5, wherein said portion of passengers is determined in accordance with the following formula: ##EQU7## where: =portion of passengers who can be seated alongside an empty seat M=average load factor f=specific load factor P(f)=frequency of occurrence of load factor f s=number of seats per row z=the number of two-seat units per row d=the number of three-seat units per row v=the number of four-seat units per row q=the number of five-seat units per row a=z+2(d+v+q); the number of sidewall and aisle seats that can be occupied without seating passengers side by side b=a+z; the total number of sidewall and aisle seats c=b+v+2(q); the total number of seats that can be filled leaving one empty seat in each 3-, 4-, and 5-seat unit g=2(d+v+q); the total number of passengers who are seated beside empty seats when (only) all sidewall and aisle seats are filled.

Claim 10

In an airplane of fixed dimensions, having a fuselage with two side walls, a plurality of passenger seats, only two aisles and eight abreast seating, a seating configuration distributed substantially within the seating area for a particular passenger service class for maximizing passenger comfort at average load factors, comprising: (a) a two seat unit positioned between a first side wall of the airplane and a first aisle closest to said first side wall, (b) a three seat unit positioned between said first aisle and the second aisle, and (c) another three seat unit positioned between said second aisle and the other side wall of said airplane.

Claim 11

In an airplane of fixed dimensions, having a fuselage with two side walls, a plurality of passenger seats, only two aisles and eight abreast seating, a seating configuration distributed substantially within the seating area for a particular passenger service class for maximizing passenger comfort at average load factors, comprising: (a) a two seat unit positioned between a first side wall of the airplane and a first aisle closest to said first side wall, (b) a three seat unit positioned between said first aisle and the second aisle, and (c) another three seat unit positioned between said second aisle and the other side wall of said airplane.

Claim 12

A process for increasing the likelihood that a passenger seated within an airplane operating at typical load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, eleven abreast seating, and only three aisles, said process comprising: a. positioning a three seat unit within said airplane between a first side wall and a first aisle closest to said first side wall, b. positioning a two seat unit within said airplane between said first aisle and the second aisle, c. positioning another three seat unit within said airplane between said second aisle and the third aisle, d. positioning a third three seat unit between said third aisle and the other side wall of said airplane, and e. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.

Claim 13

A process for increasing the likelihood that a passenger seated within an airplane operating at typical load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, eleven abreast seating, and only three aisles, said process comprising: a. positioning a three seat unit within said airplane between a first side wall and a first aisle closest to said first side wall, b. positioning a two seat unit within said airplane between said first aisle and the second aisle, c. positioning another three seat unit within said airplane between said second aisle and the third aisle, d. positioning a third three seat unit between said third aisle and the other side wall of said airplane, and e. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.

Claim 14

In an airplane of fixed dimensions, having a fuselage with two side walls, a plurality of passenger seats, only three aisles and eleven abreast seating, a seating configuration comprising: (a) a two seat unit positioned between a first side wall of the airplane and a first aisle closest to said first side wall, (b) a first three seat unit positioned between said first aisle and the second aisle, (c) a second three seat unit positioned between said second aisle and the third aisle, and (d) a third three seat unit positioned between said third aisle and the other side wall of said airplane.

Claim 15

In an airplane of fixed dimensions, having a fuselage with two side walls, a plurality of passenger seats, only three aisles and eleven abreast seating, a seating configuration comprising: (a) a two seat unit positioned between a first side wall of the airplane and a first aisle closest to said first side wall, (b) a first three seat unit positioned between said first aisle and the second aisle, (c) a second three seat unit positioned between said second aisle and the third aisle, and (d) a third three seat unit positioned between said third aisle and the other side wall of said airplane.

Claim 16

A process for increasing the likelihood that a passenger seated within an airplane operating at typical average load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, twelve abreast seating, and only three aisles, said process comprising: a. positioning a three seat unit within said airplane between a first side wall and a first aisle closest to said first side wall, b. positioning a second three seat unit within said airplane between said first aisle and the second aisle, c. positioning a third three seat unit within said airplane between said second aisle and the third aisle, d. positioning a fourth three seat unit between said third aisle and the other side wall of said airplane, and e. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.

Claim 17

A process for increasing the likelihood that a passenger seated within an airplane operating at typical average load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, twelve abreast seating, and only three aisles, said process comprising: a. positioning a three seat unit within said airplane between a first side wall and a first aisle closest to said first side wall, b. positioning a second three seat unit within said airplane between said first aisle and the second aisle, c. positioning a third three seat unit within said airplane between said second aisle and the third aisle, d. positioning a fourth three seat unit between said third aisle and the other side wall of said airplane, and e. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.

Claim 18

In an airplane of fixed dimensions, having a fuselage with two side walls, a plurality of passenger seats, only three aisles and twelve abreast seating, a seating configuration comprising: (a) a first three seat unit positioned between a first side wall of the airplane and a first aisle closest to said side wall, (b) a second three seat unit positioned between said first aisle and the second aisle, (c) a third three seat unit positioned between said second aisle and the third aisle, and (d) a fourth three seat unit positioned between said third aisle and the other side wall of said airplane.

Claim 19

In an airplane of fixed dimensions, having a fuselage with two side walls, a plurality of passenger seats, only three aisles and twelve abreast seating, a seating configuration comprising: (a) a first three seat unit positioned between a first side wall of the airplane and a first aisle closest to said side wall, (b) a second three seat unit positioned between said first aisle and the second aisle, (c) a third three seat unit positioned between said second aisle and the third aisle, and (d) a fourth three seat unit positioned between said third aisle and the other side wall of said airplane.

Claim 20

In an airplane of fixed dimensions, having a fuselage with two side walls, a plurality of passenger seats, only three aisles and thirteen abreast seating, a seating configuration comprising: (a) a first three seat unit positioned between a first side wall of the airplane and a first aisle closest to said first side wall, (b) a four seat unit positioned between said first aisle and the second aisle, (c) a second three seat unit positioned between said second aisle and the third aisle, and (d) a third three seat unit positioned between said third aisle and the other side wall of said airplane.

Claim 21

In an airplane of fixed dimensions, having a fuselage with two side walls, a plurality of passenger seats, only three aisles and thirteen abreast seating, a seating configuration comprising: (a) a first three seat unit positioned between a first side wall of the airplane and a first aisle closest to said first side wall, (b) a four seat unit positioned between said first aisle and the second aisle, (c) a second three seat unit positioned between said second aisle and the third aisle, and (d) a third three seat unit positioned between said third aisle and the other side wall of said airplane.

Claim 22

A process for maximizing the number of passenger seats in a multi-aisle airplane of fixed dimensions and seat type while substantially maintaining original passenger comfort levels at substantially the same load factors, comprising: (a) identifying the row configurations that can be reasonably accommodated by said airplane; (b) determining the spatial equivalent of the additional comfort enjoyed by passengers in different seating environments created by adjacent occupied seats, empty seats, sidewalls and aisles (environment spatial equivalent); (c) determining the frequency of occurrence of possible load factor increments; (d) calculating the average spatial equivalent in said row configurations, using said environment spatial equivalents, weighted by the portion of passengers that would be seated in each of said seating environments at each said load factor increment, each said load factor increment being weighted by the frequency of occurrence of said load factor increment; (e) selecting the row configuration providing the highest average spatial equivalent; (f) selecting a seat width and seat pitch, one or both reduced to the desired extent allowed by said selected row configuration; (g) installing seats in said airplane in accordance with said selected row configuration and said selected seat width and seat pitch; (h) installing additional seats in the area made available by the reductions in seat pitch and/or seat width implemented in step (g).

Claim 23

A process for maximizing the number of passenger seats in a multi-aisle airplane of fixed dimensions and seat type while substantially maintaining original passenger comfort levels at substantially the same load factors, comprising: (a) identifying the row configurations that can be reasonably accommodated by said airplane; (b) determining the spatial equivalent of the additional comfort enjoyed by passengers in different seating environments created by adjacent occupied seats, empty seats, sidewalls and aisles (environment spatial equivalent); (c) determining the frequency of occurrence of possible load factor increments; (d) calculating the average spatial equivalent in said row configurations, using said environment spatial equivalents, weighted by the portion of passengers that would be seated in each of said seating environments at each said load factor increment, each said load factor increment being weighted by the frequency of occurrence of said load factor increment; (e) selecting the row configuration providing the highest average spatial equivalent; (f) selecting a seat width and seat pitch, one or both reduced to the desired extent allowed by said selected row configuration; (g) installing seats in said airplane in accordance with said selected row configuration and said selected seat width and seat pitch; (h) installing additional seats in the area made available by the reductions in seat pitch and/or seat width implemented in step (g).

Claim 24

The process of claim 13, wherein said environment spatial equivalents are calculated in accordance with the following formula; ##EQU8## Where: ESE X =environment spatial equivalent for seating environment X and from a survey of passengers with identical seat area (seat width×seat pitch) B X =average reported comfort of passengers in seating environment X C=average reported comfort of passengers seated between two other passengers and from a survey of passengers with different amounts of seat area: D=average reported comfort of passengers with most seat area E=average reported comfort of passengers with least area F=seat area of passengers with most seat area G=seat area of passengers with least seat area.

Claim 25

The process of claim 14, wherein said average spatial equivalent is calculated in accordance with the following formula: ##EQU9## Where: ASE=average spatial equivalent M=average load factor f=specific load factor P(f)=frequency of occurrence of load factor f WE=environment spatial equivalent for passengers seated between a sidewall and an empty seat AE=environment spatial equivalent for passengers seated between an aisle and an empty seat WP=environment spatial equivalent for passengers seated between a sidewall and another passenger AP=environment spatial equivalent for passengers seated between an aisle and another passenger PE=environment spatial equivalent for passengers seated between an empty seat and another passenger PP=environment spatial equivalent for passengers seated between two other passengers CQ=environment spatial equivalent for passengers seated in the center seat of a full five-seat unit WZ=the total number of outboard (positioned against a sidewall) two-seat units per row (or airplane) WD=the total number of outboard (positioned against a sidewall) three-seat units per row (or airplane) CZ=the total number of inboard (positioned between two aisles) two-seat units per row (or airplane) CD=the total number of inboard (positioned between two aisles) three-seat units per row (or airplane) CV=the total number of inboard (positioned between two aisles) four-seat units per row (or airplane) CF=the total number of inboard (positioned between two aisles) five-seat units per row (or airplane) s=the total number of seats per row (or airplane) A=(WZ+WD)/s B=A+[CZ+2(CD+CV+CF)+WD]/s C=B+CZ/s D=C+WZ/s E=D+(CV+2CF)/s G=E+CV/s H=G+CD/s K=H+WD/s.

Claim 26

A process for minimizing the dimensions of an airplane accommodating substantially the same number of passengers at substantially the same load factors at substantially the same original comfort levels with the same seat type, comprising: (a) identifying the row configurations that can be reasonably accommodated by said airplane; (b) determining the spatial equivalent of the additional comfort enjoyed by passengers in different seating environments created by adjacent occupied seats, empty seats, sidewalls and aisles; (c) determining the frequency of occurrence of possible load factor increments; (d) calculating the average spatial equivalent in said row configurations, using said environment spatial equivalents, weighted by the portion of passengers that would be seated in each of said seating environments at each said load factor increment, each said load factor increment being weighted by the frequency of occurrence of said load factor increment; (e) selecting the row configuration providing the highest average spatial equivalent; (f) selecting a seat width and seat pitch, one or both reduced to the desired extent allowed by said selected row configuration; (g) installing seats in said airplane in accordance with said selected row configuration and said selected seat width and seat pitch; and (h) reducing the overall dimensions of the airplane, absorbing some or all of the area resulting from the reductions in seat width and/or seat pitch implemented step (g).

Claim 27

A process for minimizing the dimensions of an airplane accommodating substantially the same number of passengers at substantially the same load factors at substantially the same original comfort levels with the same seat type, comprising: (a) identifying the row configurations that can be reasonably accommodated by said airplane; (b) determining the spatial equivalent of the additional comfort enjoyed by passengers in different seating environments created by adjacent occupied seats, empty seats, sidewalls and aisles; (c) determining the frequency of occurrence of possible load factor increments; (d) calculating the average spatial equivalent in said row configurations, using said environment spatial equivalents, weighted by the portion of passengers that would be seated in each of said seating environments at each said load factor increment, each said load factor increment being weighted by the frequency of occurrence of said load factor increment; (e) selecting the row configuration providing the highest average spatial equivalent; (f) selecting a seat width and seat pitch, one or both reduced to the desired extent allowed by said selected row configuration; (g) installing seats in said airplane in accordance with said selected row configuration and said selected seat width and seat pitch; and (h) reducing the overall dimensions of the airplane, absorbing some or all of the area resulting from the reductions in seat width and/or seat pitch implemented step (g).

Claim 28

The process of claim 16, wherein said environment spatial equivalent is calculated in accordance with the following formula; ##EQU10## Where: ESE X =environment spatial equivalent for seating environment X and from a survey of passengers with identical seat area (seat width×seat pitch) B X =average reported comfort of passengers in seating environment X C=average reported comfort of passengers seated between two other passengers and from a survey of passengers with different amounts of seat area: D=average reported comfort of passengers with most seat area E=average reported comfort of passengers with least area F=seat area of passengers with most seat area G=seat area of passengers with least seat area.

Claim 29

The process of claim 17, wherein said average spatial equivalent is calculated in accordance with the following formula: ##EQU11## Where: ASE=average spatial equivalent M=average load factor f=specific load factor P(f)=frequency of occurrence of load factor f WE=environment spatial equivalent for passengers seated between a sidewall and an empty seat AE=environment spatial equivalent for passengers seated between an aisle and an empty seat WP=environment spatial equivalent for passengers seated between a sidewall and another passenger AP=environment spatial equivalent for passengers seated between an aisle and another passenger PE=environment spatial equivalent for passengers seated between an empty seat and another passenger PP=environment spatial equivalent for passengers seated between two other passengers CQ=environment spatial equivalent for passengers seated in the center seat of a full five-seat unit WZ=the total number of outboard (positioned against a sidewall) two-seat units per row (or airplane) WD=the total number of outboard (positioned against a sidewall) three-seat units per row (or airplane) CZ=the total number of inboard (positioned between two aisles) two-seat units per row (or airplane) CD=the total number of inboard (positioned between two aisles) three-seat units per row (or airplane) CV=the total number of inboard (positioned between two aisles) four-seat units per row (or airplane) CF=the total number of inboard (positioned between two aisles) five-seat units per row (or airplane) s=the total number of seats per row (or airplane) A=(WZ+WD)/s B=A+[CZ+2(CD+CV+CF)+WD]/s C=B+CZ/s D=C+WZ/s E=D+(CV+2CF)/s G=E+CV/s H=G+CD/s K=H+WD/s.

Claim 30

A process for increasing the likelihood that a passenger seated within an airplane operating at typical average load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, thirteen abreast seating, and only three aisles, said process comprising: a. positioning a three seat unit within said airplane between a first side wall and a first aisle closest to said first side wall closest to said first side wall, b. positioning a four seat unit within said airplane between said first aisle and the second aisle, c. positioning a second three seat unit within said airplane between said second aisle and the third aisle, d. positioning a third three seat unit between said third aisle and the other side wall of said airplane, and e. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.

Claim 31

A process for increasing the likelihood that a passenger seated within an airplane operating at typical average load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, thirteen abreast seating, and only three aisles, said process comprising: a. positioning a three seat unit within said airplane between a first side wall and a first aisle closest to said first side wall closest to said first side wall, b. positioning a four seat unit within said airplane between said first aisle and the second aisle, c. positioning a second three seat unit within said airplane between said second aisle and the third aisle, d. positioning a third three seat unit between said third aisle and the other side wall of said airplane, and e. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.

Claim 32

In an airplane of fixed dimensions, having a fuselage with two exterior side walls, a plurality of passenger seats, only three aisles, and eleven abreast seating, a seating configuration comprising: (a) a first three seat unit positioned between a first side wall of the airplane and a first aisle closest to said first side wall, (b) a two seat unit positioned between said first aisle and the second aisle, (c) a second three seat unit positioned between said second aisle and the third aisle, and (d) a third three seat united positioned between said third aisle and the other side wall of said airplane.

Claim 33

In an airplane of fixed dimensions, having a fuselage with two exterior side walls, a plurality of passenger seats, only three aisles, and eleven abreast seating, a seating configuration comprising: (a) a first three seat unit positioned between a first side wall of the airplane and a first aisle closest to said first side wall, (b) a two seat unit positioned between said first aisle and the second aisle, (c) a second three seat unit positioned between said second aisle and the third aisle, and (d) a third three seat united positioned between said third aisle and the other side wall of said airplane.

Claim 34

A process for increasing the likelihood that a passenger seated within an airplane operating at typical load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, eight abreast seating, and only two aisles, said process comprising: a. positioning a three seat unit within said airplane between a first side wall and a first aisle closest to said first side wall, b. positioning a two seat unit within said airplane between said first aisle and the second aisle, c. positioning another three seat unit within said airplane between said second aisle and the other side wall, and d. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.

Claim 35

A process for increasing the likelihood that a passenger seated within an airplane operating at typical load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, eight abreast seating, and only two aisles, said process comprising: a. positioning a three seat unit within said airplane between a first side wall and a first aisle closest to said first side wall, b. positioning a two seat unit within said airplane between said first aisle and the second aisle, c. positioning another three seat unit within said airplane between said second aisle and the other side wall, and d. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.

Claim 36

A process for increasing the likelihood that a passenger seated within an airplane operating at typical load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, eight abreast seating, and only two aisles, said process comprising: a. positioning a two seat unit within said airplane between a first side wall and a first aisle closest to said first side wall, b. positioning a three seat unit within said airplane between said first aisle and the second aisle, c. positioning another three seat unit within said airplane between said second aisle and the other side wall, and d. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.

Claim 37

A process for increasing the likelihood that a passenger seated within an airplane operating at typical load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, eight abreast seating, and only two aisles, said process comprising: a. positioning a two seat unit within said airplane between a first side wall and a first aisle closest to said first side wall, b. positioning a three seat unit within said airplane between said first aisle and the second aisle, c. positioning another three seat unit within said airplane between said second aisle and the other side wall, and d. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.

Claim 38

A process for increasing the likelihood that a passenger seated within an airplane operating at typical load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, eleven abreast seating, and only three aisles, said process comprising: a. positioning a two seat unit within said airplane between a first side wall and a first aisle closest to said first side wall, b. positioning a three seat unit within said airplane between said first aisle and the second aisle, c. positioning another three seat unit within said airplane between said second aisle and the third aisle, d. positioning a third three seat unit between said third aisle and the other side wall of said airplane, and e. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.

Claim 39

A process for increasing the likelihood that a passenger seated within an airplane operating at typical load factors will be seated next to an empty seat, said airplane having fixed dimensions, two side walls, eleven abreast seating, and only three aisles, said process comprising: a. positioning a two seat unit within said airplane between a first side wall and a first aisle closest to said first side wall, b. positioning a three seat unit within said airplane between said first aisle and the second aisle, c. positioning another three seat unit within said airplane between said second aisle and the third aisle, d. positioning a third three seat unit between said third aisle and the other side wall of said airplane, and e. seating passengers first in seats closest to each of said side walls and seats closest to said aisles, that are adjacent to an empty seat, until all such seats are occupied with passengers and seating passengers second in any remaining aisle seats.