At least one analog load sensor, such as a force sensitive resistor is situated between upper and lower seat structures to generate a signal correlating with weight placed upon the seat. A vehicle has multiple seats fitted with sensors. Weight related information is communicated to a processor and an optional display, along with seatbelt latch sensor outputs to communicate to an operator if any seats are occupied without seatbelt latched. A weight force threshold for each seat is adjustable in one embodiment to customize the system to accommodate occupants of different weights and non-occupant loads of different weights. Loading information for the vehicle, such as total weight of occupants and/or objects on the seats and location of these loads upon the vehicle can be calculated and utilized to ensure that gross vehicle weight rating and load center of gravity and related parameters are within acceptable ranges.

A flight attendant seat comprises a carrier having a guide with opposed first and second ends, and a storage compartment receiving the guide first end. The guide provides guidance along its length between its first and second ends. The seat comprises a plurality of segments, each slidingly mounted to the guide to allow a sliding movement of the segments along the guide and relative to the carrier device between a stored position of the segments within the storage compartment, and an exposed position of the segments. A seat element is pivotally mounted to a first of the segments pivotable between an inoperative and operative seat forming position. At least one backrest is mounted to at least a second of the segments. With the segments in their exposed position, the seat element, when pivoted to its operative position, together with the backrest(s), can be used as a flight attendant seat.

An aircraft sanitization device is disclosed. The aircraft sanitization device includes a curved enclosure operatively coupled to a first surface of an enclosed area. At a first position the curved enclosure at least partially encloses a handle affixed to the first surface. A set of Ultraviolet (UV) Light Emitting Diodes (LEDs) configured to sanitize the handle are affixed to an inner surface of the curved enclosure. At least one switch therein is activated in a closed state and deactivated in an open state of the enclosed area. At least one locking mechanism is configured to engage with the first surface in the closed state and disengage with the first surface in the open state. A controller is configured to activate the set of UV LEDs, when each of the at least one switch is activated and the locking mechanism engages the first surface in the closed state.

Described are devices and methods for arresting forward motion of a passenger seat back in a controlled manner using an energy absorbing element connected between structural elements of a pivotally-attached passenger seat back. The energy absorbing element includes an interference element and an energy absorbing element that are operably connected with each other so that, in an upright configuration, the combination of the energy absorbing element and the interference element resists movement of the passenger seat back with respect to the first structural element of the passenger seat back, and in transition to a folded-forward configuration, the interference element deforms the energy absorbing element to slow forward movement of the passenger seat back.

A vertical take-off and landing (VTOL) aircraft provides transportation to users of a network system. The network system may include multiple aircraft or other types of vehicles to provide multi-model transportation. An aircraft may include a fuselage, a truss coupled to the fuselage, and multiple distributed electric propellers coupled to the truss. The distributed electric propellers may be positioned on at least two different planes. The fuselage may include a cabin having one or more seats for the passengers arranged in a configuration that has a compact footprint, provides legroom, provides visibility to surroundings of the aircraft, or facilitates convenient ingress or egress of passengers. The aircraft may open a port cabin door and starboard cabin door for simultaneous ingress or egress of passengers.

A head restraint travel accessory that stabilizes a user's head when sleeping in a seated position. A harness system attaches to a seat or chair using one of two configurations of straps, cobra or butterfly, depending on the construction and size of the seat. Once the harness is attached, an adjustable head restraint band holds the passenger's head in a fixed position and is attached to the harness. A contoured pillow is positioned on top of the harness and is between the harness and the neck and head of the passenger. The head restraint travel accessory is ergonomically designed to hold a person's head and neck in the optimal position for vertebrae alignment when they are sleeping in a chair, so they will not be awakened by the vestibular response that occurs when the head bobs from side to side or front to back thus waking the person.

A contoured stowable seat is provided. The contoured stowable seat may comprise a housing, a seat pan, a contoured backrest, and a deployment lever. The contoured stowable seat may be configured to be in a stowed position and a deployed position. In response to the seat pan being in the deployed position, the deployment lever may contact the contoured backrest, causing the contoured backrest to deploy and form into a contoured shape. The contoured stowable seat may also further comprise a tension cord and a headrest. The contoured backrest may also further comprise a cushion located on the outer surface of the contoured backrest.

In an illustrative embodiment, a seat is oriented at an oblique angle with respect to a centerline of an aircraft fuselage, the seat having an Aircraft Passenger Restraint System (APRS) with a pre-tensioner and integral retractable shoulder and seat belt webbing. In an illustrative example, the ARPS may be a three-point restraint to control a seat occupant's upper body, head and torso area. In some embodiments, the ARPS may further control the forces on the lower spine and torso. In some applications, the ARPS may operate to control the Head Injury Criteria (HIC) levels for the seat occupant's head, as well as the neck twist and upper spinal forces, to meet aircraft certification requirements imposed by the Federal Aviation Administration (FAA) and/or European Aviation Safety Agency (EASA). In response to a deceleration event, the ARPS may rapidly retract the belt webbing to substantially remove slack.

A protection device having a set of inflatable protection members including a neck airbag, a left lower airbag, a left upper airbag, a right lower airbag, and a right upper airbag. The protection device has a lower pocket provided with a lower base forming the neck airbag and two lower lateral branches forming the left lower airbag and the right lower airbag. An upper pocket at least partially secured to the lower pocket is provided with an upper base forming a head airbag and two upper lateral branches forming the left upper airbag and the right upper airbag. At least one longitudinal internal wall provide at least two “tubes” in each upper airbag, the upper pocket being in fluid flow communication with the lower pocket.

A head support apparatus provides support to a persons head while the person is seated. A seat strap passes around the seat back of a seat and is adjusted tightly enough to maintain itself in position. A support strap attaches in a least one place to the seat strap at the back side of the seat back. The support strap passes up over the top of the seat back and presents a sling at the front side of the seat back to support a user's head. The seat strap, support strap, and sling are adjustable at several locations to place the sling where the user wants it. The sling may be positioned to engage a person's mandible, or forehead, as desired. The sling may also be adjusted to allow the person's head to lay a little to the side.