Aircraft seating arrangement

Abstract

An aircraft seating arrangement comprising a first seat unit and a second seat unit, the first seat unit adjacent the second seat unit, and a divider located between the first seat unit and second seat unit. The divider is operable in a first mode and a second mode, wherein in the first mode the divider is moveable between a fully extended position and a partially retracted position, and in the second mode the divider is moveable into a fully retracted position. The divider further comprises a latch, wherein when the latch is in a latched position the divider is operable only in the first mode, and when the latch is in an unlatched position the divider is operable in the second mode.

Description

[0001] Aircraft seating arrangement

[0002] Field of the Invention

[0003] The present invention concerns an aircraft seating arrangement. More particularly, but not exclusively, this invention concerns an aircraft seating arrangement comprising a first seat unit and second seat unit, and a moveable divider therebetween. The invention also concerns a divider for an aircraft seat unit and a method of moving the divider.

[0004] Background of the Invention

[0005] Aircraft seat units are typically configured for single passenger occupancy. Some prior art aircraft seat units have a privacy divider between adjacent seat units which is moveable between an open configuration which allows access between the adjacent seat units, and a closed configuration which blocks access between the adjacent seat units. Movement of the divider may be manually or electronically controlled by the passenger sitting in either of the adjacent seat units. During taxi, take-off and landing (TTL), the divider must be in the closed position for the safety of the passengers. However, passengers may inadvertently move the divider from the closed configuration to an open configuration during TTL which may cause harm to the passengers and / or the aircraft furniture.

[0006] Also, adjacent aircraft seat units may be occupied by passengers that are unfamiliar with one another. Prior art dividers may be moved by any one of the passengers sitting in adjacent seat units. The divider may be intentionally or unintentionally moved from the closed position to the open position without the permission of the other passenger, causing distress and an invasion of the other passenger’s privacy.

[0007] The present invention seeks to mitigate the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved aircraft seating arrangement.

[0008] Summary of the Invention The present invention provides an aircraft seating arrangement comprising a first seat unit and a second seat unit, the first seat unit adjacent the second seat unit; a divider located between the first seat unit and second seat unit; the divider operable in a first mode and a second mode, wherein in the first mode the divider is moveable between a fully extended position and a partially retracted position, and in the second mode the divider is moveable into a fully retracted position; the divider further comprises a latch, wherein when the latch is in a latched position the divider is operable only in the first mode, and when the latch is in an unlatched position the divider is operable in the second mode.

[0009] When the divider is in the fully extended position, the first seat unit is substantially fully divided from the second seat unit. In such a position, a passenger sitting in the first seat unit will be unable to see or reach across to a passenger sitting in the second seat unit. This may be desirable when a passenger wants privacy, for example for working or sleeping. When the divider is in the partially retracted position, the divider will be lower than when fully extended, and a passenger sitting in the first seat unit will be able to see and reach across to a passenger sitting in the second seat unit. This may be desirable when two adjacent passengers are looking to converse with one another. When the divider is in the fully retracted position, the divider will be lower than in the partially retracted position, and there may be little or no obstruction between adjacent passengers.

[0010] In the latched position, the latch may be configured to latch with a part of the divider. The latch may latch to a side of the divider. The divider may comprise a detent for engaging with the latch. The divider may comprise other suitable mechanisms for engaging with the latch. The divider may comprise a plurality of latches. For example, a latch may be located on each side of the divider. A plurality of latches may improve stability of the divider when the latch or latches is / are in the latched position.

[0011] The latch may further comprise an actuator arranged to move the latch between the latched position and unlatched position. The actuator may be electronic, pneumatic, or hydraulic. The actuator may comprise a mechanical linkage. The actuator may be controlled by a remote activation unit. The remote activation unit may be located externally to the first seat unit and second seat unit. The remote activation unit may be inoperable by a passenger sitting in the first seat unit or second seat unit. The remote activation unit may be hidden from plain sight, for example being located under a cover or moveable panel. The remote activation unit may require activation in a set way, for example via a set pattern of button pushes. Such arrangements may be desirable to ensure that switching the divider between the first mode and second mode is done by a crew member rather than a passenger. Such an arrangement will protect the privacy of passengers, as a crew member will be required to seek the permission of each passenger using the seating arrangement prior to switching the divider into the second mode. Such an arrangement may also ensure the correct operation of the divider between the first mode and second mode, and prevent potential damage by passenger misuse.

[0012] The first seat unit and second seat unit may each comprise a seat moveable between an upright sitting position and a lie-flat position in which an approximately flat surface is provided for a passenger to lie on. Typically, an aircraft seat moveable into a lie-flat position comprises a seat back and seat pan. In the upright sitting position, the seat back supports the back of a passenger sitting in the seat, and the seat pan supports the rear of the passenger. When the seat is moved into a lie-flat position, the seat pan may be slid forwards, along with movement of the seat back forwards in a translational direction, whilst also being rotated backwards. The seat back and seat pan may then be approximately aligned in the same plane, providing a flat surface for a passenger to lie on. A foot rest may also be provided, and may be moveable, to provide an extension to the surface provided by the seat back and seat pan. An approximately flat surface may be provided by all lie-flat seats, allowing a passenger to lie in the seat for sleeping and relaxation purposes. The skilled person will appreciate that various other lie-flat seat configurations are available. The skilled person will also appreciate that the approximately flat surface may be angled to the floor of an aircraft cabin, and may not be entirely flat, for example some variation being due to cushions making up a seat back or seat pan, and / or due to space constraints.

[0013] When the divider is in the fully retracted position, the divider may extend vertically to the same height as the approximately flat surface provided by an aircraft seat in the lie-flat position. Such an arrangement may extend the apparent sleeping surface available to a passenger using the aircraft seating arrangement. The divider may comprise a padded element, which when in the fully retracted position, is approximately the same height as the approximately flat surface provided by an aircraft seat in the lie-flat position. The padded element may improve the comfort of a passenger using the aircraft seat in the lie-flat position. The padded element may act as an arm rest when the divider is in the partially retracted position.

[0014] The divider may comprise a drive panel and a slave panel. The drive panel and slave panel may be telescopically linked. Vertical movement of the drive panel may be transferred to the slave panel. The divider may comprise more than one slave panel. For example, the divider may comprise a drive panel and two slave panels.

[0015] The aircraft seating arrangement may further comprise a belt drive arranged to drive the drive panel, such that the divider moves between the fully extended, partially retracted, and fully retracted positions. The latch may engage the slave panel. When the latch is moved to the latched position, the latch may prevent movement of the slave panel between the fully extended and fully retracted positions. The drive panel may be driven independently of the slave panel. For example, when the latch is in the latched position, the drive panel may be driven between the fully extended position and partially retracted position. When the latch is moved to the unlatched position, the drive panel and slave panel may be moveable into the fully retracted position. The belt drive may comprise a controller. The controller may be located in the first seat unit and / or the second seat unit. The belt drive may be controlled by a passenger.

[0016] The aircraft seating arrangement may comprise a safety lock. The safety lock may comprise a first locking element and a second locking element. The first locking element may be configured to rotate between a locked position which engages with the divider in the fully extended position, and an unlocked position which disengages with the divider. The second locking element may be configured to lock the first locking element in the locked position to secure the divider in the fully extended position. The safety lock may prevent the divider moving from the fully extended position during TTL. The safety lock may be manually operable, such that in the event of a power failure, the divider is locked in the fully extended position.

[0017] The safety lock may be operated by using two hands. Such an arrangement may require a crew member to actuate the safety lock. The safety lock may be located out of reach of a passenger to prevent accidentally or intentionally unlocking the safety lock, for example, during TTL.

[0018] According to a second aspect of the invention there is provided a divider for an aircraft seating arrangement comprising a panel operable in a first mode and a second mode, wherein in the first mode the panel is moveable between a fully extended position and a partially retracted position, and in the second mode the panel is moveable into a fully retracted position; and a latch, wherein when the latch is in a latched position the divider is operable only in the first mode, and when the latch is in an unlatched position the divider is operable in the second mode.

[0019] The divider may comprise a support frame. The support frame may be configured to surround at least three perpendicular side edges of the divider. The latch may be housed in the support frame. The latch may comprise an actuator. The actuator may be housed in the support frame. The divider may comprise a belt drive to move the panel. The belt drive may be housed in the support frame. The divider may be retrofitted between a first aircraft seat unit and a second aircraft seat unit, the first and second aircraft seat units being located adjacent to each other.

[0020] According to a third aspect of the invention there is provided a method of moving a divider of an aircraft seating arrangement according to the first aspect of the invention from a fully extended position to a fully retracted position, the method comprising the steps of unlatching the latch, thereby moving the aircraft seating arrangement from the first mode to the second mode, and fully retracting the divider.

[0021] It will of course be appreciated that features described in relation to one aspect of the present invention may be incorporated into other aspects of the present invention. For example, the features of the method may incorporate any of the features described with reference to the apparatus of the invention and vice versa.

[0022] Description of the Drawings

[0023] Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which:

[0024] Figure 1 shows an example of an aircraft seating arrangement according to a first embodiment of the invention;

[0025] Figure 2 shows an example of a first seat unit of the aircraft seating arrangement Figure 3 shows a front view of the divider in the fully extended position;

[0026] Figure 4 shows a front view the divider in the partially retracted position;

[0027] Figure 5 shows a front view the divider in the fully retracted position;

[0028] Figure 6 shows an enlarged view of the latch;

[0029] Figure 7 shows an example of the divider with three panels; Figure 8a shows a cross-sectional side view of the divider in the fully retracted position;

[0030] Figure 8b shows a cross-sectional side view of the divider in the fully extended position;

[0031] Figure 9 shows an enlarged view of the safety lock; and

[0032] Figure 10 shows the steps of the method of moving the divider.

[0033] Detailed Description

[0034] Figure 1 shows an example of an aircraft seating arrangement 10 according to a first embodiment of the invention. The aircraft seating arrangement 10 comprises a first seat unit 14 and a second seat unit 12 which is adjacent the first seat unit 14. The aircraft seating arrangement 10 has a divider 20 located between the first seat unit 14 and second seat unit 12. In Figure 1, the divider is in a fully retracted position to show the first seat unit 14 and second seat unit 12. As will be described in more detail below, the divider is moveable to a fully extended position where the second seat unit 12 is not visible to a passenger in the first seat unit 14, and partially retracted position where a passenger sitting in the first seat unit 14 will be able to see and reach across to a passenger sitting in the second seat unit 12.

[0035] Figure 2 shows an example of the first seat unit 14 of the aircraft seating arrangement 10. It will be appreciated that the second seat unit 12 will have substantially the same features as the first seat unit 14, but only the first seat unit 14 will be described. In Figure 2, the divider 20 is in a fully extended position so the second seat unit 12 is not visible to a passenger in the first seat unit 14. The first seat unit 14 has a seat 15 which has a seat pan 17 and a seat back 16, a leg rest 19, and a side table 18. In the present example, the seat 15 is in an upright sitting position wherein the seat back 16 supports the back of a passenger sitting in the seat 15 and the seat pan 17 supports the rear of the passenger. The leg rest 19 is positioned vertically below the seat pan. The seat 15 can move between the upright sitting position and a lie-flat position. To move the seat 15 into the lie-flat position, the seat pan 17 and seat back 16 slide forwards in a direction A, while the seat back 16 is also rotated backwards. In the lie-flat position, the seat back 16 and seat pan 17 are approximately aligned in the same plane, providing an approximately flat surface for a passenger to lie on. In the lie-flat position, the leg rest 19 may be aligned with and in the same plane as the seat back 16 and seat pan 17. The seat back 16 and / or seat pan 17 may have cushioned outer surfaces for passenger comfort, thus the seat back 16, seat pan 17 and leg rest 19 are not necessarily perfectly aligned and fully flat. When the seat 15 is in the lie-flat position, the distance B between the floor of the aircraft cabin and the surface of the seat back 16 and seat pan 17 will be approximately the same height as the top of the divider 20 in the fully retracted position.

[0036] Each of the first seat unit 14 and second seat unit 12 has a foot rest 80, as best shown in Figure 1, to provide an extension to the surface provided by the seat back 16 and seat pan 17, or by the seat back 16, seat pan 17 and the leg rest 19.

[0037] The divider 20 comprises a drive panel 22 and a support frame 24 which will be described in more detail with reference to Figures 3, 4, and 5. The divider 20 is operable in a first mode wherein the drive panel 22 is moveable between the fully extended position as shown in Figure 3 and the partially retracted position as shown in Figure 4, and a second mode where the drive panel 22 is moveable into a fully retracted position as shown in Figure 5.

[0038] Figure 3 shows a front view of the divider 20 in the fully extended position. The front view of the divider is visible from the first seat unit 14. As mentioned above, the second seat unit 12 has the same features as the first seat unit 14. Thus, a rear view of the divider from the second seat unit 12 will have the same features as the front view of the divider. The drive panel 22 is supported by the support frame 24. In the present example, the support frame 24 has a passenger side 24a, an opposite and parallel foot side 24c, a bottom side 24b, and a top side 24d. The top side 24d does not extend between the passenger side 24a and the foot side 24c. On the passenger side 24a there is a fixed unit that houses a belt drive (not shown) which drives the drive panel 22. A belt drive controller 26 is located on the external surface of the passenger side 24a fixed unit for controlling drive panel 22. The bottom side 24b also has a fixed unit that houses the drive panel 22 when the drive panel is in the fully retracted position. The bottom side 24b fixed unit has a height denoted by B. This is also the maximum height of the divider when the drive panel 22 is in the fully retracted position.

[0039] In the fully extended position, a top edge 30 of the drive panel 22 is aligned with the top side 24d of the support frame 24 and forms a bridge between the passenger side 24a and the foot side 24c of the support frame 24. In the fully extended position, the passenger in the first seat unit 14 will be unable to see or reach across to a passenger sitting in the second seat unit 12. In the present example, the distance C between the floor of the aircraft cabin and the top edge 30 of the drive panel 22 is 117cm.

[0040] Figure 4 shows a front view of the divider in a partially retracted position. The top edge 30 of the drive panel 22 is located lower than the fully extended position, allowing passengers in the first seat unit 14 and the second seat unit 12 to converse with each other. The drive panel 22 is approximately half-way between the floor of the aircraft cabin and the top side 24d of the support frame 24. In the present example, the distance between the floor of the aircraft cabin and the top edge 30 of the drive panel 22 as denoted by D is 64cm.

[0041] The divider 20 comprises a latch (not shown, but described in more detail below with reference to Figure 6) which can move between a latched position and an unlatched position. The latch is configured to latch and unlatch with a side of the drive panel 22. In the latched position, the latch latches to a protrusion on the side of the drive panel 22 which is shown in more detail with reference to Figure 6. In the latched position, the divider 20 is operable only in the first mode between the fully extended position and the partially retracted position. The top edge 30 of the drive panel comprises a cushion. The cushion may be used as an armrest by a passenger in the first seat unit 14 and / or second seat unit 12.

[0042] Figure 5 shows the divider in a fully retracted position. In the fully retracted position, there is little obstruction between adjacent passengers. The drive panel 22 is located within the bottom side 24b fixed unit. The top edge 30 of the drive panel 22 does not extend vertically above the height B of the bottom side 24b fixed unit. When the divider is in the fully retracted position and the seats 15 of the first seat unit 14 and second seat unit 12 are in a lie-flat position, the arrangement extends the sleeping surface available to passengers in the seating units 12, 14. The cushion on the top edge 30 of the drive panel, when in the fully retracted position, is approximately the same height as the surface provided by the seat 15 in the lie-flat position. The cushion improves comfort for the passenger using the aircraft seat in the lie-flat position. The distance B from the floor of the aircraft cabin and the top edge of the drive panel 22 in the present example is 37cm.

[0043] Figure 6 shows an enlarged view of the latch 40. The latch 40 is a solenoid latch having an elongate pin 42 and a housing 41, wherein the elongate pin 42 is configured to extend in and out of the housing 41. The solenoid latch 40 comprises an electronic actuator to move the elongate pin 42 in and out of the housing 41. The solenoid latch 40 has a cable 44 connecting the housing 41 to a power supply and controller 49. The solenoid latch 40 is controlled by a remote activation unit 49. The remote activation unit 49 is located externally to the first seat unit 14 and second seat unit 12 so that the remote activation unit 49 is inoperable by a passenger sitting in the first seat unit or second seat unit. This allows the solenoid latch 40 to be controlled by a crew member rather than a passenger, e.g. to ensure the correct operation of the divider between the first mode and second mode and prevent potential damage by passenger misuse.

[0044] The solenoid latch 40 is mounted to the passenger side 24a fixed unit by a mounting plate 45. Within the passenger side 24a fixed unit there is a rail 46 which guides movement of the drive panel 22. Connected to the drive panel 22 is a plate 48 which moves along the rail 46 with movement of the drive panel 22. The plate 48 has a protrusion 47 which extends inwards within the passenger side 24a fixed unit. When the latch is in a latched position, the elongate pin 42 is extended out of the housing 41 and abuts the protrusion 47. In the latched position, the drive panel 22 is operable in the first mode between a fully extended position and a partially retracted position because the elongate pin 42 prevents the drive panel 22 moving to a fully retracted position. When the solenoid latch 40 is in an unlatched position, the elongate pin 42 is retracted within the housing 41, and the drive panel 22 is operable in the second mode where the drive panel 22 is moveable into a fully retracted position.

[0045] Figure 7 shows an example of the divider with three panels. In the present example, the divider has a drive panel 221, a first slave panel 222 and a second slave panel 223. The drive panel 221, first slave panel 222 and second slave panel 223 are telescopically linked (as described in more detail below with reference to Figures 8a and 8b). The slave panels 222, 223 are connected to the drive panel 221 such that vertical movement of the drive panel 221 is transferred to the slave panels 222, 223. The drive panel 221 is driven by a belt drive (not shown) located in the passenger side 24a fixed unit and controlled by a controller 26 located on the external surface of the passenger side 24a fixed unit. A passenger in the first seat unit 14 or second seat unit 12 can control movement of the drive panel 221 via the controller 26. A latch 40 is also located in the passenger side 24a fixed unit, and has the same features as described above with reference to Figure 6.

[0046] The latch 40 has a remote activation unit 49 that is inoperable by a passenger sitting in the first seat unit or second seat unit. The plate 48 and protrusion 47 as shown in Figure 6 are connected to the second slave panel 223. In the present example, when the latch 40 is in the latched position, the elongate pin 42 extends out of the housing 41 and abuts the protrusion 47 to prevent the second slave panel 223 moving. As the drive panel 221, first slave panel 222 and the second slave panel 223 are telescopically linked, the three panels are prevented from moving to the fully retracted position. When the latch 40 is in the latched position, the drive panel 221 and first slave panel 222 are operable in the first mode between a fully extended position and a partially retracted position. When the latch 40 is in an unlatched position, the drive panel 221, first slave panel 222 and the second slave panel 223 are moveable into the fully retracted position.

[0047] Figure 8a shows a cross-sectional side view of the divider in the fully retracted position. The drive panel 221 comprises a single panel and an outward flange 226 at the bottom of the singe panel. The first slave panel 222 comprises two surfaces: inner surface 222a and outer surface 222b. At the top of the inner surface 222a there is an inward flange 224a, and at the bottom of the inner surface 222a there is an outward flange 224c. At the top of the outer surface 222b there is an inward flange 224b, and at the bottom of the outer surface 222b there is an outward flange 224d. There is a gap between the inward flanges 224a, 224b to allow the drive panel 221 to extend and retract within the first slave panel 222. The second slave panel 223 also has two surfaces: inner surface 223a and outer surface 223b. At the top of the inner surface 223a there is an inward flange 225a, and at the top of the outer surface 223b, there is an inward flange 225b. There is a gap between the inward flanges 225a, 225b to allow the first slave panel 222 to extend and retract within the body of the second slave panel 223.

[0048] Figure 8b shows a cross-sectional side view of the divider in the fully extended position. When the drive panel 221 is driven vertically from the fully retracted position as shown in Figure 8a, to the fully extended position as shown in Figure 8b, the outward flange 226 of the drive panel 221 abuts the inward flanges 224a and 224b of the first slave panel and moves the first slave panel 222 vertically upwards. As the first slave panel 222 moves upwards, the outward flanges 224c, 224d at the bottom of the inner surface 224a and outer surface 224b abut the inward flanges 225a, 225b of the second slave panel 223 and moves the second slave panel 223 vertically upwards. Figure 9 shows an enlarged view of the safety lock 50. The safety lock 50 is located at the top side 24d of the support frame 24. The safety lock comprises a rotating plate 52 connected to a lever 58, a support plate 60 attached to the drive panel 22 near the top edge 30, and a release button 54 having a protruding ledge 55. The rotating plate 52 has a ridge which is used to manually move the rotating plate 52 between a locked position and an unlocked position. In the present example, the rotating plate 52 is in the unlocked position. When the rotating plate 52 is rotated clockwise, the lever 58 moves into a slot 62 in the support plate 60. The release button 54 is biased by a spring (not shown), such that when the rotating plate 52 is moved to the locked position, the protruding ledge 55 of the release button 54 moves towards the rotating plate 52 and abuts the ridge of the rotating plate 52, and preventing the rotating plate 52 rotating back to the unlocked position. To unlock the safety lock 50, the release button must be moved along a groove 56 against the biasing force of the spring, allowing the rotating plate 52 to be rotated from the locked position to the unlocked position. The ledge 55 of the release button 54 abuts the ridge of the rotating plate 52 and holds the rotating plate 52 in the unlocked position. During TTL, the divider 20 must be in the fully extended position. The belt drive driving the drive panel 22 can hold the drive panel in the fully extended position. However, in the event of a power failure, the safety lock 50 provides a mechanical mechanism to ensure the divider is kept in the fully extended position.

[0049] Figure 10 shows the steps of the method of operating the divider as described in the first embodiment. The method includes, when the divider is in the fully extended position, actuating the latch from the unlatched position to the latched position 100 such that the divider is operable only in the first mode. When the divider is operable in the first mode, the divider can be moved between the fully extended position and the partially retracted position 102. If passengers in the first seat unit and second seat unit wish to move the divider lower than the partially retracted position, the latch can be actuated from the latched position to the unlatched position 104 such that the divider is operable in the second mode. As the remote activation unit for the latch is located external to the first seat unit and second seat unit, the passengers are unable to control the latch. The latch may be actuated by a crew member. Once the latch is in the unlatched position, the divider is operable in the second mode 106 where the divider can be moved to the fully retracted position. Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. By way of example only, certain possible variations will now be described.

[0050] In an alternative embodiment, there may be two latches 40 on either side of the divider to improve the stability of the divider when the drive panel is moving between positions. For example, a first latch may be located on the passenger side 24a of the support frame 24, and a second latch may be located on the opposite foot side 24c of the support frame 24.

[0051] The belt drive that drives the drive panel 22, 221 may comprise a hydraulic actuator. The actuator may be pneumatic, electronic, or comprise mechanical linkage. The latch 40 may comprise a hydraulic or pneumatic actuator. The remote activation unit may be wirelessly connected to the latch actuator. The remote activation unit may be located in a cabin crew control area, such that only cabin crew are able to control the latch, preventing misuse by passengers.

[0052] The safety lock may be located on the passenger side 24a of the support frame 24. The safety lock may be located on the foot side 24c of the support frame 24. The release button may be biased by a coiled spring, leaf spring, or other elastic biasing means known to the skilled person.

[0053] Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some embodiments of the invention, may not be desirable, and may therefore be absent, in other embodiments.

Claims

Claims1. An aircraft seating arrangement (10) comprising: a first seat unit (14) and a second seat unit (12), the first seat unit (14) adjacent the second seat unit (12); a divider (20) located between the first seat unit (14) and second seat unit (12); the divider (20) operable in a first mode and a second mode, wherein in the first mode the divider (20) is moveable between a fully extended position and a partially retracted position, and in the second mode the divider is moveable into a fully retracted position; the divider (20) comprising a drive panel (221) and a slave panel (222, 223), wherein vertical movement of the drive panel (221) is transferred to the slave panel (222, 223); the divider further comprises a latch (40), wherein when the latch (40) is in a latched position the divider (20) is operable only in the first mode, and when the latch (40) is in an unlatched position the divider (20) is operable in the second mode.

2. An aircraft seating arrangement (10) of claim 1, wherein the latch (40) further comprises an actuator arranged to move the latch (40) between the latched position and unlatched position.

3. The aircraft seating arrangement (10) of claim 2, wherein the actuator is controlled by a remote activation unit (49).

4. An aircraft seating arrangement (10) according to any preceding claim, wherein the first seat unit (14) and second seat unit (12) each comprise a seat (15) moveable between an upright sitting position and a lie-flat position in which an approximately flat surface is provided for a passenger to lie on.

5. An aircraft seating arrangement (10) as claimed in claim 4, wherein when in the fully retracted position, the divider (20) extends vertically to the same height as the approximately flat surface provided by an aircraft seat in the lie-flat position.

6. An aircraft seating arrangement (10) as claimed in any preceding claim, comprising a belt drive arranged to drive the drive panel (221), such that the divider moves between the fully extended, partially retracted, and fully retracted positions.

7. An aircraft seating arrangement (10) as claimed in any preceding claim comprising a safety lock (50).8 A divider (20) for an aircraft seating arrangement (10) comprising: a drive panel (221) operable in a first mode and a second mode, wherein in the first mode the drive panel (221) is moveable between a fully extended position and a partially retracted position, and in the second mode the drive panel (221) is moveable into a fully retracted position; a slave panel (222, 223), wherein vertical movement of the drive panel (221) is transferred to the slave panel (222, 223); and a latch (40), wherein when the latch (40) is in a latched position the divider is operable only in the first mode, and when the latch (40) is in an unlatched position the divider (20) is operable in the second mode.

9. A method of moving a divider (20) of an aircraft seating arrangement (10) according to any of claims 1 to 7 from a fully extended position to a fully retracted position, the method comprising the steps of unlatching the latch (40) , thereby moving the aircraft seating arrangement (10) from the first mode to the second mode, and fully retracting the divider (20).

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