Base plate for connecting an aircraft seat to an aircraft floor structure

Abstract

The disclosed technology includes a base plate for mechanically connecting an aircraft seat to the floor structure of an aircraft. The base plate can include an attachment portion, a first slot, a first slanted surface, and a second slanted surface. The attachment portion is designed to couple to the pedestal column of the aircraft seat. The first slot can be defined through the base plate and is designed to receive a fastener that secures to the rail of the floor structure. The first slanted surface can be defined on a bottom side of the base plate, can taper downwardly in a first direction, and can terminate at a center of the first slot. The second slanted surface can be defined on the bottom side of the base plate, can taper downwardly in a second direction opposite the first direction, and can terminate at the center of the first slot.

Description

BASE PLATE FOR CONNECTING AN AIRCRAFT SEAT TO AN AIRCRAFT FLOOR STRUCTURECROSS-REFERENCE TO RELATED APPLICATION[0001| This application claims priority under 35 U.S.C. § 119 to U.S. Provisional Patent Application No. 63 / 502,492, filed May 16, 2023, the entire contents of which are fully incorporated herein by reference.FIELD

[0002] The present disclosure relates to a base plate for mechanically connecting an aircraft seat to a floor structure of an aircraft, which has comers formed to enable it to meet required performance standards while providing a small, unobtrusive profile.BACKGROUND

[0003] Aircraft seats are generally fastened to the floor structure of the aircraft. The seats are usually connected to seat rails of the floor structure or other individual connection points. Various international authorities set out a number of minimum performance standards directed towards aircraft seats which are intended to protect the passenger sitting in the aircraft seat in various situations.

[0004] For example, in the event of an emergency landing conditions, the aircraft seat must be able to sustain prescribed static and dynamic inertial loads of a passenger sitting on the aircraft seat. Accordingly, it is necessary that the aircraft seat be able to absorb some of the forces incurred in flight and during hard or emergency landings. Current solutions include seat foundations with a metal structure which undergo deformation in the event of an emergency landing condition.

[0005] One official requirement for aircraft seats is that in the event of an emergency landing condition, turbulence, and the like, deformation of the aircraft floor must be anticipated and has to be absorbed or sustained by the seat foundation. In particular, they must be capable of accommodating or absorbing deformation of the floor structure of at least 10 degrees of pitch (referred to herein as the “pitch requirement”) and 10 degrees of roll (referred to herein as the “roll requirement”). Thus, the seat foundations must have mechanical yieldingness such that they can follow deformations in the floor structure as it occurs.|0006] As a result, one popular base to mount aircraft seats to the floor structure is a pair of spaced base rails between which a pair of transverse spar segments arc mounted. This type of seat base traditionally allows for different attachment locations provided by the aircraft floor. Additionally, this base allows for floor deformation requirements to certify the seat for aircraft use. The floor deformation requirements are achieved by articulation designed into the base and feet that allow for the 10-degree pitch and 10-degree roll as prescribed by the regulations. However, due to limitations of aircraft attach locations, the size required for this type of base becomes large and unsightly. Additionally, this type of base often interferes with seat rotational and translational motion. This interference is particularly pronounced when equipped with a leg rest. The leg rest often clashes with the base and can cause cosmetic damage to the base finishing. The most common remedy is to limit seat motion to the detriment of functionality.

[0007] Accordingly, there is a need in the art for a floor connection assembly which makes the use of an unobtrusive rigid base plate as part of a seat foundation of an aircraft seat possible. This and other issues can be addressed by the technology disclosed herein.SUMMARY

[0008] There is provided, in accordance with an example of the disclosed technology, a base plate for mechanically connecting an aircraft seat to the floor structure of an aircraft. The base plate can comprise an attachment portion configured to couple to the pedestal column of the aircraft seat. The base plate can comprise a first slot defined therethrough and configured to receive a fastener that secures to the rail of the floor structure. The base plate can comprise a first slanted surface that is defined on a bottom side of the base plate, tapers downwardly in a first direction, and terminates at a center of the first slot. The base plate can comprise a second slanted surface that is defined on the bottom side of the base plate, tapers downwardly in a second direction opposite the first direction, and terminates at the center of the first slot.[0009| The disclosed technology can include an assembly. The assembly can comprise an aircraft seat comprising a pedestal column. The assembly can comprise a base plate coupled to the aircraft seat for mechanically connecting the aircraft seat to the floor structure of an aircraft. The base plate can comprise an attachment portion coupled to the pedestal column. The base plate can comprise a first slot defined therethrough and configured to receive afastener that secures to the rail of the floor structure. The base plate can comprise a first slanted surface that is defined on a bottom side of the base plate, tapers downwardly in a first direction, and terminates at a center of the first slot. The base plate can comprise a second slanted surface that is defined on the bottom side of the base plate, tapers downwardly in a second direction opposite the first direction, and terminates at the center of the first slot.

[0010] Additional features, functionalities, and applications of the disclosed technology are discussed in more detail herein.BRIEF DESCRIPTION OF THE DRAWINGS

[0011] FIG. 1 is a schematic front view of an aircraft system including an aircraft seat mechanically connected to a floor structure with a base plate, in accordance with an example of the disclosed technology;

[0012] FIG. 2 is a schematic side view of the aircraft seat mechanically connected to the floor structure with the base plate, depicting the seat in an un-reclined position in solid lines and a reclined position in phantom lines; in accordance with the disclosed technology;

[0013] FIG. 3 is a schematic perspective view of a pedestal column and base plate, in accordance with the disclosed technology;

[0014] FIG. 4 is a schematic left side view of the base plate, in accordance with the disclosed technology;

[0015] FIG. 5A is a schematic top view of the base plate, in accordance with the disclosed technology;

[0016] FIG. 5B is a schematic bottom view of the base plate, in accordance with the disclosed technology;|0017] FIG. 5C is a schematic cross-sectional of the base plate, cut along line A-A in FIG. 5 A, in accordance with the disclosed technology;

[0018] FIG. 5D is a schematic detail view of a comer of the base plate, taken from the view depicted in FIG. 5A, in accordance with the disclosed technology;|0019] FIG. 5E is a schematic cross-sectional detail view of a corner of the base plate, taken from the view depicted in FIG. 5C, in accordance with the disclosed technology;

[0020] FIG. 6 is a schematic perspective view of the base plate, depicting exemplary pitch and roll axes, in accordance with the disclosed technology;|0021] FIG. 7 A is a schematic detail view of the base plate mechanically connected to the floor structure, just prior to deformation of the floor structure about the roll axis, in accordance with the disclosed technology;

[0022] FIG. 7B is a schematic detail view of the base plate mechanically connected to the floor structure, following deformation of the floor structure about the roll axis, in accordance with the disclosed technology;

[0023] FIG. 8A is a schematic view of a step of assembling the pedestal column and base plate, in accordance with the disclosed technology;

[0024] FIG. 8B is a schematic view of another step of assembling the pedestal column and base plate, in accordance with the disclosed technology; and

[0025] FIG. 8C is a schematic view of a step of assembling the base plate and rail of the floor structure, in accordance with the disclose technology.DETAILED DESCRIPTION

[0026] The following detailed description should be read with reference to the drawings, in which like elements in different drawings are identically numbered. The drawings, which are not necessarily to scale, depict selected embodiments and are not intended to limit the scope of the disclosure. The detailed description illustrates by way of example, not by way of limitation, the principles of the disclosure. This description will clearly enable one skilled in the art to make and use the disclosed technology, and describes several examples, adaptations, variations, alternatives and uses of the disclosed technology, including what is presently believed to be the best mode of carrying out the disclosed technology.|0027] As used herein, the terms “about” or “approximately” for any numerical values or ranges indicate a suitable dimensional tolerance that allows the part or collection of components to function for its intended purpose as described herein. More specifically, “about” or “approximately” may refer to the range of values ±20% of the recited value, e.g. “about 90%” may refer to the range of values from 71% to 110%.

[0028] The base plate described in the following disclosure is configured to permit seat certification to SAE Technical Standard Order (e.g., TSO-C127) and the Federal Aviation Regulations (e.g., 14 CFR Part 25). The base plate is designed with features to account forfloor warpage in various situations, such as an emergency landing condition. Specifically, the base plate described herein can account for ten degree pitch and ten degree roll required to satisfy aircraft floor deformation requirements for certification. The base plate has a profiled shape that accommodates the roll requirement, while the overall plate shape is optimized to accommodate the pitch requirement. Moreover, because of the low-profile design, it avoids clashes during seat rotational and translational movement and is more compact that prior art solutions.

[0029] Making reference to FIGS. 1 and 2, an aircraft seat 10 includes a seat bottom frame 12 and a seat back frame 14. The seat bottom frame 12 is attached, on a bottom side, to a pedestal column 60 that is fixed to the floor structure 19 of an aircraft fuselage 18. Specifically, the pedestal column is coupled to a base plate 70 that mechanically connects to rails 19A of the floor structure 19.[0030| The seat back frame 14 can be pivotally attached to one end of the seat bottom frame 12. The seat bottom frame 12 and the seat back frame 14 can have generally square and rectangular configurations, respectively, and can be made from aluminum, light gauge steel, alloys, a strong light-weight plastic, or composites. Padding and / or other material can be provided around the seat back frame to form an upholstered seat back 22. Seat base 20 is located over the top side of seat bottom frame 12 and is upholstered to be in contact with a passenger. The seat base 20 typically covers the seat bottom frame 12.

[0031] The seat back frame 14 can pivot from an upright position to a reclined position, and back again, as illustrated in FIG. 2. Certain aircraft seats also include movable leg rests, such as the leg rest 50 shown in FIGs. 1 and 2. Similar to the seat back frame 14, the leg rest 50 can also be pivoted from a vertical to an upright position to a horizontal position, and back again.

[0032] The aircraft seat 10 can also be provided with a pair of arm rests 40. Both arm rests are typically permanently fixed to the seat bottom frame 12. On a surface of either armrest 40 can be a user operated seat control 42. Further, the armrest 40 can include a seat reclining control 41.

[0033] The base plate 70 can be orientated substantially parallel to the floor plane 19B of the fuselage 18. In some examples, the base plate 70 can be arranged below the floor plane19B, as depicted in FIGs. 1 and 2. In other examples, the base plate 70 can be arranged above the floor plane 19B entirely in the cabin area or overlapping with the floor plane 19b such that extends partially out of the floor structure 19 into the cabin area.

[0034] The rails 19A that the base plate 70 mechanically connect to can be continuous or non-continuous along a length of the fuselage 18. As shown in FIGs. 1 and 2, a pair of rails 19A can run parallel along the floor structure 19 to provide attachment points for one or more base plates 70 (that each connect with respective aircraft seats 10). A spacing between respective rails 19A can vary based on the custom layout of the floor structure. The seat tracks may run longitudinally along a portion of the length of the floor structure 19, laterally along a portion of the width of the floor structure 19, or along an oblique angle relative to the fuselage 18 of the aircraft, depending on the custom layout of the floor structure or the cabin area. Accordingly, the rails 19A described herein as extending longitudinally in parallel with one another, and with a predetermined spacing, are not limited by the depicted example. Further, and alternatively, in lieu of rails 19A, distinct fastening points can be provided on the floor structure for securing of the base plate 70.

[0035] FIG. 3 is a schematic perspective view of the pedestal column 60 and base plate 70, with the rails 19A shown in phantom lines. The pedestal column can be cylindrical and includes a lower portion 61 that couples to the base plate 70 and an upper portion 62 that couples to a bottom side of the seat base 20. A coupling assembly 80, described in greater detail below, mechanically fastens the base plate 70 to the rails 19A.

[0036] Making reference to FIGs. 3-5B, the base plate 70 generally includes a planar uppermost surface 71, an opposing planar bottommost surface 72, a plurality of corners 73 (e.g., four) that each define one or more slots 74 and a profiled bottom surface (described in greater detail below), and an attachment portion (shown in FIG. 5A) for coupling with the lower portion 61 of the pedestal column 60. As shown in FIG. 5B, the bottom of the base plate may further include a plurality of recessed surfaces 72A.

[0037] Making reference to FIG. 5A, the attachment portion can include a plurality of openings 75A-C. A center opening 75A can be defined in a center of the base plate 70, with smaller fastener openings 75B, 75C circumferentially defined around the center opening 75A.Further, a tab 76 can project from a side surface of the base plate 70, the tab defining an opening 76 A to receive a Heli-Coil™ insert.[00381 In some examples, the base plate 70 may be generally rectangular and shaped to form an H-shape. However, other shapes may be used, as appropriate, without departing from the spirit and scope of the present disclosure. In some examples, the base plate 70 is monolithic so as to form a singular structure for connecting the pedestal column 60 to the rails 19A. In some examples, the base plate 70 can be formed from an aluminum alloy, such as aluminum alloy 7050-T7451. However, other materials can be used, as appropriate, without departing from the spirit and scope of the present disclosure.

[0039] Making reference again to FIG. 5A the base plate 70 generally extends in a longitudinal direction LD and a transverse direction TD. A central longitudinal axis Al extends through a center of the base plate 70 in the longitudinal direction LD, and a central transverse axis A2 extends through a center of the base plate 70 in the transverse direction TD such that it is perpendicular to the central longitudinal axis Al. The center opening 75A can be centered at a union point of the central longitudinal and central transverse axes Al, A2. Further, a geometry of the uppermost surface 71 can be substantially symmetrical relative to the central longitudinal and central transverse axes Al, A2, respectively. As further depicted in FIG. 5A, slots 74 oppositely disposed relative to the central longitudinal axis Al can be axially aligned along a plurality of additional transverse axes A3-A6, respectively. Thus, the depicted example includes eight total slots 74, with two slots 74 in each corner 73 of the base plate 70.[0040| In the depicted example, each comer 73 can include a pair of slots 74 through which fasteners 81 respectively pass (discussed in greater detail below) to mechanically fasten the base plate 70 to the rails 19A. The slots 74 are elongated in the transverse direction TD such that they are non-circular. The slotted design provides a number of benefits, such as the accommodation of assembly tolerances, small amounts of floor warpage and misalignment, and to permit the relative rotation between the base plate 70 and the rail 19A (to accommodate the roll requirement, discussed in greater detail below) in various scenarios, such as an aircraft emergency landing condition. As depicted in FIG. 5E, each slot includes a main slot portion 74A, a countersink slot portion 74B to accommodate a head of the fastener 81 (e.g., see FIG.7 A), and a center 74C along the transverse direction TD (as well as along the longitudinal direction LD). As shown in FIG. 5D, the main slot portion 7A has a length LI and a width Wl, and the countersink slot portion 74B has a larger length L2 and a larger width W2.

[0041] As shown in FIGs. 5B and 5E, each comer 73 includes a profiled bottom surface on a bottom side of the base plate 70 that enables the base plate 70, in conjunction with the slots 74, to accommodate the roll requirement necessary for certification for use on aircrafts. The profiled bottom surface can be recessed relative to the bottommost planar surface 72, such that the base plate has a thickness from the uppermost planar surface 71 to the bottommost planar surface 72 of T1 and a reduced thickness T2 from the uppermost planar surface 71 to a bottommost point 79 (also referred to herein as a ridge) of the profiled bottom surface. In some examples, the baseplate thickness T1 is about half an inch.

[0042] The profiled bottom surface defines a first slanted portion 77 having a first slanted surface 77A and a first horizontal surface 77B and a second slanted portion defined by a second slanted surface 78. The first slanted portion 77 extends from a lateral distal end of the comer 73 to a ridge 79 that mns in the longitudinal direction LD. The second slanted portion 78 extends from an interior portion of the comer 73 to the ridge 79. The ridge 79 serves as a boundary between the two slanted portions 77, 78 and can be aligned, in the transverse direction TD, with the slot center 74C. The first slanted surface 77A tapers downwardly in a first direction (e.g., left to right relative to FIG. 5E) and terminates at the slot center 74C (by virtue of alignment of the ridge 79 and the slot center 74C). Similarly, the second slanted surface 78 tapers downwardly in a second direction (e.g., right to left relative to FIG. 5E) and terminates at the slot center 74C (by virtue of alignment of the ridge 79 and the slot center 74C). In some examples, the slanted surfaces 77A, 78 can both be oriented at an angle 0i relative to a horizontal axis (e.g., see horizontal dashed line in FIG. 5E). In some examples, 9i is 10 degrees. In other examples, 9i can range from approximately 7 to 13 degrees.

[0043] As discussed above, in order to be certified for aircraft use, base plates must accommodate certain internationally recognized standards, such as the pitch and roll requirements. Thus, prior to use in an aircraft, they must pass certain tests intended to determine their likely performance during extreme flight situations, such as an emergencylanding condition. FIG. 6 depicts exemplary pitch axes Pl , P2 and roll axes R1 , R2 of the base plate 70.[00441 Floor structure deformation along the pitch direction could include, for example, the rails 19A deforming downwardly on a front side of the aircraft such that they are angled downwardly relative to their original position. The base plate 70, by virtue of its plate shape, is thus optimized for accommodating the pitch requirement because it can readily follow movement for the floor structure and rails 19A (to which the base plate 70 runs parallel) as they deform in the pitch direction.

[0045] Floor structure deformation relative to the roll axes Rl, R2 could include, for example, one rail 19A of the pair of rails 19A shown in FIGS. 1-2 deforming upwardly or downwardly relative to the other rail 19A of the pair. FIGs. 7A-7B demonstrate an example of how the profiled bottom surface of each corner 73 optimizes the base plate 70 to accommodate the roll requirement. In this example, the rearmost comer 73 in FIG. 6 (where Pl and R2 intersect) is taken for demonstration purposes.

[0046] Referring to FIGs. 7A-7B, a force Fl is applied downwardly along the second roll axis R2. This force Fl could originate from a number of situations, such as, but not limited to, turbulence, or an emergency landing condition. The force Fl results in deformation of the floor structure about the first roll axis Rl. In other words, referring to the orientation of FIG. 6, the force Fl results in the left side rail 19A moving downwardly relative to the right side rail 19A. FIG. 7A depicts the base plate 70 and the rail 19A just prior to this deformation occurring.

[0047] As discussed above, a coupling assembly 80 mechanically fastens each respective comer 73 to one of the rails 19A via the slots 74. The coupling assembly may include a fastener 81 (e.g., a bolt), a washer 82, a spacer 83, and a foot 84. As shown in FIG. 7A, the fastener 81 passes through the slot 74 and the spacer 83 to couple with the foot 84, with a head of the fastener 81 resting on the washer 82 in the countersink slot portion 74B. The spacer 83 distances the foot 84 from the ridge 79 of the profiled bottom surface. The foot 84 is shaped to securably nest in the rail 19A.

[0048] During normal use, the coupling assembly 80, in conjunction with the slot design, accounts for slight warpage and manufacturing tolerances, as discussed above. When a largeexternal force (e.g., force F1 ) is applied, this design serves the purpose of accommodating the roll requirement. As shown from FIG. 7 A to FIG. 7B, when the left side rail 19A moves downwardly relative to its original position, the base plate 70 will naturally follow due to its mechanical fastening therewith.

[0049] With a standard, flat bottom surface, plate design, this would not be possible (to the extent of being able to accommodate the roll requirement), as the bottom surface would resist rotation of the base plate 70 about the first roll axis Rl. For similar reasons, a cylindrical opening for the fastener 81 to pass through would be problematic, as the opening and fastener 81 would also resist rotation of the base plate 70 with the rail 19A.|0050] However, as shown in FIG. 7B, due to the first slanted surface 77A and the slot 74, the base plate 70 is enabled to pivot relative to the roll axis Rl as the left side rail 19A moves downwardly. When the sloped surfaces 77A, 78 are angled at about ten degrees, the base plate 70 can pivot about ten degrees about the roll axis Rl before the first sloped surface 77A engages with the spacer 83.

[0051] Further, the slot 74, by providing a space for relative movement between coupling assembly 80 and the base plate 70 to occur, prevents significant forces occurring between the fastener 81 and base plate 70, which could otherwise result in catastrophic failure of the coupling assembly 80, the base plate 70, or both. Wth the presently described configuration, the fastener 81 is able to flex within its elastic region, as depicted in FIG. 7B with a bent portion 81 A within the slot 74, meaning the fastener 81 is able to elastically return to its original shape once the force Fl is no longer applied.

[0052] A force in the opposite direction of Fl or a downward force applied downwardly along the first roll axis R 1 would result in a similar effect as described above, except the base plate 70 would be allowed to pivot until the second sloped surface 78 engages the spacer 83. Similar principles as described above also, of course, apply in a scenario where one of the rails 19A is twisted (about one of the roll axes Rl, R2) relative to the base plate 70. Thus, the presently described base plate 70 readily permits rotation of the base plate 70 about the roll axes Rl, R2, such that it can safely be used on an aircraft, with the plate design offering the advantages enumerated above (e.g., it does not interfere with a leg rest 50 of the seat 10) over prior ail solutions.|0053] A method of manufacturing a base plate 70 and assembling it in an aircraft fuselage 18 can include the following. Of course, other methods of manufacturing and assembling can be implemented without departing from the spirit and scope of the present disclosure. In the described example, a plate can be cut to size and shape, with each corner thereof machined such that a recessed profiled bottom surface is formed. The profiled bottom surface can include the above-described first slanted surface 77 A and second slanted surface 78 that converge together to form the ridge 79. A slot 74 can be machined through each corner of the plate such that a center 74C of the slot 74 aligns with the ridge 79.

[0054] As shown in FIG. 8 A, to couple the manufactured base plate 70 with the pedestal column 60, a thread locking insert 63 can be inserted in each fastener opening 75B and threadably couples with a respective fastener 65 (e.g. a bolt). Further, another fastener 64 (e.g., a shoulder screw) can be inserted through each fastener opening 75C to threadably couple with the pedestal column 60.

[0055] As shown in FIG. 8B, to couple the pedestal column 60 to the seat base 20, a plurality of fasteners 66 (e.g., bolts) can be extended through openings in the pedestal column 60 to threadably couple with the seat base 20.

[0056] As shown in FIG. 8C, and as discussed above, to couple the base plate 70 to a rail 19A of the floor structure 19, for each respective slot 74, a foot 86 can be inserted in the rail 19A. A spacer 83 can be mated with the foot 86, with a washer 85 sandwiched therebetween. Another washer 82 can be placed around a shaft portion of a fastener 81 (e.g., a bolt), and the fastener 81 inserted through the slot 74 and threaded with the foot 74, thus securing the base plate 74 to the rail 19 A.

[0057] The embodiments described above are cited by way of example, and the disclosed technology is not limited by what has been particularly shown and described hereinabove. Rather, the scope of the disclosed technology includes both combinations and sub combinations of the various features described and illustrated hereinabove, as well as variations and modifications thereof which would occur to persons skilled in the ait upon reading the foregoing description and which are not disclosed in the prior art.

Claims

CLAIMSWhat is claimed is:

1. A base plate for mechanically connecting an aircraft seat to the floor structure of an aircraft, the base plate comprising: an attachment portion configured to couple to the pedestal column of the aircraft seat; a first slot defined through the base plate and configured to receive a fastener that secures to the rail of the floor structure; a first slanted surface that is defined on a bottom side of the base plate, tapers downwardly in a first direction, and terminates at a center of the first slot; and a second slanted surface that is defined on the bottom side of the base plate, tapers downwardly in a second direction opposite the first direction, and terminates at the center of the first slot.

2. The base plate of claim 1, the base plate being monolithic.

3. The base plate of claim 1, the base plate being formed from an aluminum alloy.

4. The base plate of claim 1, further comprising: a planar uppermost surface; and a planar bottommost surface, the first slanted surface and the second slanted surface being recessed relative to the planar bottommost surface.

5. The base plate of claim 1, the first slanted surface and the second slanted surface being each being oriented at a same angle relative to a horizontal axis.

6. The base plate of claim 5, the same angle being an angle falling within the range of seven and thirteen degrees.

7. The base plate of claim 1 , the first slot being elongated in a transverse direction of the base plate.

8. The base plate of claim 1, the first slot being defined in a first comer of the base plate.

9. The base plate of claim 8, further comprising: a second slot defined through the base plate in the first comer adjacent the first slot, with the first slanted surface terminating, in the first direction, at a first side of the second slot and the second slanted surface terminating, in the second direction, at a second side of the second slot.

10. The base plate of claim 8, further comprising: a second slot being defined in a second comer of the base plate and configured to receive a fastener; a third slot being defined in a third corner of the base plate and configured to receive a fastener; and a fourth slot being defined in a fourth corner of the base plate and configured to receive a fastener.

11. An assembly comprising: an aircraft seat comprising a pedestal column; and a base plate coupled to the aircraft seat for mechanically connecting the aircraft seat to the floor structure of an aircraft, the base plate comprising: an attachment portion coupled to the pedestal column; a first slot defined through the base plate and configured to receive a fastener that secures to the rail of the floor structure; a first slanted surface that is defined on a bottom side of the base plate, tapers downwardly in a first direction, and terminates at a center of the first slot; anda second slanted surface that is defined on the bottom side of the base plate, tapers downwardly in a second direction opposite the first direction, and terminates at the center of the first slot.

12. The assembly of claim 11, the aircraft seat comprising a leg rest.

13. The assembly of claim 11, the base plate being monolithic.

14. The assembly of claim 11, the base plate further comprising: a planar uppermost surface; and a planar bottommost surface, the first slanted surface and the second slanted surface being recessed relative to the planar bottommost surface.

15. The assembly of claim 11, the first slanted surface and the second slanted surface being each being oriented at a same angle relative to a horizontal axis.

16. The assembly of claim 15, the same angle being an angle falling within the range of seven and thirteen degrees.

17. The assembly of claim 11, the first slot being elongated in a transverse direction of the base plate.

18. The assembly of claim 11, the first slot being defined in a first corner of the base plate.

19. The assembly of claim 18, the base plate further comprising: a second slot defined through the base plate in the first comer adjacent the first slot, with the first slanted surface terminating, in the first direction, at a first side of the secondslot and the second slanted surface terminating, in the second direction, at a second side of the second slot.

20. The assembly of claim 18, the base plate further comprising: a second slot being defined in a second comer of the base plate and configured to receive a fastener; a third slot being defined in a third corner of the base plate and configured to receive a fastener; and a fourth slot being defined in a fourth corner of the base plate and configured to receive a fastener.

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