Office Action 3: Final Rejection (2024-06-13)
Rejection types: 103 - Obviousness

CLAIMS:
LISTING OF THE CLAIMS:

1\. (Previously Presented) A cargo handling system, comprising:a cargo compartment extending from a forward end, through a forward section, through an entranceway section, and through an aft section to an aft end;
a plurality of trays disposed throughout the cargo compartment, the plurality of trays including a first tray and a second tray;
the first tray extending longitudinally from a first longitudinal end to a second longitudinal end;
the second tray disposed laterally adjacent to the first tray, the first tray and the second tray each including a first flange defining a first top mating surface and a second flange defining a second top mating surface; and
a topskin disposed on and mated to the first top mating surface and the second top mating surface of the first tray, the topskin further coupled to the first top mating surface and the second top mating surface of the second tray, wherein:
the first tray and the second tray are disposed entirely below the topskin, and
the plurality of trays are continuously covered from the forward end of the cargo compartment, through the forward section, through the entranceway section, and through the aft section to the aft end.
2\. (Original) The cargo handling system of claim 1, further comprising a roller assembly coupled to the topskin and disposed within the first tray.

3\. (Previously Presented) The cargo handling system of claim 1, wherein the topskin extends laterally contiguously from the first top mating surface of the first tray, to the second top mating surface of the first tray, to the first top mating surface of the second tray, to the second top mating surface of the second tray.
4\. (Original) The cargo handling system of claim 1, further comprising a ball transfer unit (BTU) coupled to the topskin and disposed within the first tray.

5\. (Original) The cargo handling system of claim 1, further comprising a power drive unit (PDU) disposed between the first tray and the second tray.

6\. (Previously Presented) The cargo handling system of claim 1, wherein the first tray and the second tray are contiguously covered over an entirety of the first tray and the second tray.

7\. (Original) The cargo handling system of claim 1, wherein:the first tray and the second tray each comprise a base, a first sidewall extending from the base to the first flange, a second sidewall extending from the base to the second flange, and
the first sidewall, the second sidewall, and the base defining a groove configured to receive at least one of a ball transfer unit (BTU) and a roller assembly.

8\. (Previously Presented) A cargo handling system, comprising,a cargo compartment extending from a forward end, through a forward section, through an entranceway section, and through an aft section to an aft end;
a plurality of trays, each of the plurality of trays comprising a base, a first sidewall extending from the base to a first flange, a second sidewall extending from the base to a second flange, the first flange extending outward in a first direction from the first sidewall, the second flange extending outward in a second direction from the second sidewall the second direction opposite the first direction, the first flange defining a first top mating surface, the second flange defining a second top mating surface, wherein the plurality of trays are continuously covered from the forward end of the cargo compartment, through the forward section, through the entranceway section, and through the aft section to the aft end;
a topskin disposed on and mated to the first top mating surface and the second top mating surface of each of the plurality of trays, wherein the first sidewall, the second sidewall, the base, and the topskin at least partially define a hollow chamber, and wherein each of the plurality of trays is disposed entirely below the topskin;
a roller assembly coupled, and disposed partially within, the hollow chamber, the roller assembly comprising:
a fitting including a flange, a tab, and a roller housing, the flange including a bottom surface mated to a top surface of the topskin, the flange disposed entirely above

the topskin, the fitting configured to be press fit into the topskin, the tab configured to supply a retaining force against the topskin to couple the fitting to the topskin, the roller housing disposed within the hollow chamber; anda roller rotatably coupled to the roller housing.

9\. (Original) The cargo handling system of claim 8, wherein the roller assembly is disposed in a groove defined by a first tray in the plurality of trays.

10\. (Original) The cargo handling system of claim 8, further comprising a plurality of the roller assembly.

11-13. (Canceled)1212

14\. (Original) The cargo handling system of claim 8, wherein the plurality of trays are made of a composite material.

15\. (Previously Presented) A cargo handling system, comprising:a cargo compartment extending from a forward end, through a forward section, through an entranceway section, and through an aft section to an aft end;
a plurality of trays;
a topskin disposed on and mated to a top surface of each of the plurality of trays;
a ball transfer unit (BTU) coupled, and disposed partially within, the topskin, the BTU comprising:
a retaining fixture including a flange and a housing, the flange mated to the topskin; and
a spherical ball disposed partially within the housing, wherein:
the plurality of trays are contiguously covered over an entirety of the plurality of trays,
each of the plurality of trays is disposed entirely below the topskin, and

the plurality of trays are continuously covered from the forward end of the cargo compartment, through the forward section, through the entranceway section, and through the aft section to the aft end.

16\. (Original) The cargo handling system of claim 15, wherein the housing of the retaining fixture is disposed at least partially within a first tray in the plurality of trays.

17\. (Canceled)

18\. (Original) The cargo handling system of claim 15, wherein the retaining fixture is configured to be press fit into the topskin.

19\. (Original) The cargo handling system of claim 15, wherein the plurality of trays are made of a composite.

20\. (Original) The cargo handling system of claim 19, wherein the topskin comprises a metal top surface and a composite structure disposed below the metal top surface.

21\. (Previously Presented) The cargo handling system of claim 15, wherein the topskin is configured to form a contiguous flat floor through the cargo compartment.

22\. (Previously Presented) The cargo handling system of claim 15, wherein the flange is disposed entirely above the topskin.

23\. (Previously Presented) The cargo handling system of claim 15, further comprising a plurality of the BTU, wherein each of the plurality of the BTU are disposed throughout the entranceway section.

24\. (Previously Presented) The cargo handling system of claim 23, further comprising a plurality of roller assemblies disposed throughout the forward section and the aft section of the cargo compartment.

OFFICE ACTION:
DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Response to Arguments
Applicant's arguments filed 05/06/2024 have been fully considered but they are not persuasive. Regarding Claim 1, Applicant argues that Huber (984) does not teach a cargo compartment extending from a forward end, through a forward section, through an entranceway section, and through an aft section to an aft end, and more specifically is only directed towards a “ball mat for the loading deck of an aircraft”. In response, Examiner would like to make reference to Columns 2-3, lines 64-7 of Huber (984) wherein it is disclosed that there can be an almost infinite number of configurations of the ball-mat contours and openings due to the building-block system by connecting the side profiles with corner pieces, which could easily be formed to extend throughout a cargo compartment. Further, it would have been an obvious matter of design choice to make the different portions of the ball mat of whatever form or shape was desired or expedient. A change in form or shape is generally recognized as being within the level of ordinary skill in the art, absent any showing of unexpected results. In re Dailey et al., 149 USPQ 47. Applicant further argues that Huber (984) does not disclose the trays being continuously covered, as claimed. In response, Examiner would like to make reference to Figure 7 of Huber (984) wherein it is shown that the cover plate 11 covers all elements of the ball mat besides the rotatable balls that will sit in the holders 13. Therefore, the trays are continuously covered by the cover 11.
Regarding Claims 2-10, 14-16 and 18-24, Applicant does not provide any arguments based upon the claim’s respective rejections, other than to state these claims are believed to be allowable due to the arguments for Claim 1.
For the foregoing reasons, the claims stand rejected.
Claim Rejections - 35 USC § 103
In the event the determination of the status of the application as subject to AIA  35 U.S.C. 102 and 103 (or as subject to pre-AIA  35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA  to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
The factual inquiries for establishing a background for determining obviousness under 35 U.S.C. 103 are summarized as follows:
1. Determining the scope and contents of the prior art.
2. Ascertaining the differences between the prior art and the claims at issue.
3. Resolving the level of ordinary skill in the pertinent art.
4. Considering objective evidence present in the application indicating obviousness or nonobviousness.
Claims 1-10, 15, 16, 18 and 21-24 are rejected under 35 U.S.C. 103 as being unpatentable over Huber (United States Patent US 7,556,462 B2) in view of Huber (United States Patent 6,125,984 A) .
Claims 14, 19 and 20 are rejected under 35 U.S.C. 103 as being unpatentable over Huber (United States Patent US 7,556,462 B2) in view of Huber (United States Patent 6,125,984 A) in further view of Schoen (United States Patent Application US 2017/0313423 A1).
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Marked up Figure 2
Regarding Claim 1, Huber (US 7,556,462) discloses a cargo handling system (Column 1, lines 17-18: “cargo deck for a cargo hold”), comprising: a plurality of trays disposed throughout the cargo compartment (Figure 1: Plurality of mounting profiles 10 disposed throughout the cargo compartment), the plurality of trays including a first tray and a second tray; the first tray (Figure 1: Profile 10-1) extending longitudinally from a first longitudinal end to a second longitudinal end (Figure 1: Left end to right end of Profile 10-1); the second tray disposed laterally adjacent to the first tray (Figure 1: Profile 10-2), the first tray and the second tray (Figure 1: Profiles 10-1, 10-2) each including a first flange defining a first top mating surface and a second flange defining a second top mating surface (Column 3, lines 25-26: “ball elements 53 are attached to mounting rails within the mounting profiles 10”, wherein Figure 3 shows the connection of the ball element 53, further showing the left side rail of profile 10 as the first flange/mating surface, and the right side rail as the second flange/mating surface and Marked up Figure 2 shows the first and second top mating surfaces); and a topskin disposed on and mated to (Figure 1: Ball Elements 53) the first top mating surface and the second top mating surface of the first tray, the topskin further coupled to the first top mating surface and the second top mating surface tray (Figure 3: Shows how Ball Elements 53 are comprised within the first and second mating surfaces of each tray, and further Figure 1 shows ball mats 21 disposed in-between trays to inter-connect) wherein the first tray and the second tray are disposed entirely below the topskin (Figure 1: Shows ball elements 53 and ball mats 21 coupled to the first and second top mating surfaces of each tray (10, 10-1, 10-2, 10-3) to create a contiguous sheet of topskin, and that the trays are disposed underneath the topskin in order to allow for the conveying of articles across the roller).
However, Huber (755) does not disclose a cargo compartment extending from a forward end, through a forward section, through an entranceway section, and through an aft section to an aft end; and the plurality of trays are continuously covered from the forward end of the cargo compartment, through the forward section, through the entranceway section, and through the aft section to the aft end.
Huber (US 6,125,984) teaches a similar cargo handling system (Column 1, lines 4-6: “a ball mat for the loading deck of an aircraft, to support cargo and assist the movement thereof.”) comprising a cargo compartment extending from a forward end (Column 1, lines 4-6: “The invention relates to a ball mat for the loading deck of an aircraft, to support cargo and assist the movement thereof.”, wherein the loading deck comprises a forward end, entranceway and an aft end inheritably), through a forward section, through an entranceway section, and through an aft section to an aft end (Figure 1: Compartment expanding in depth from side 19 across to side 21, and expanding in width from side 20 to 22); and the plurality of trays are continuously covered from the forward end of the cargo compartment, through the forward section, through the entranceway section, and through the aft section to the aft end (Column 1, lines 4-6: “The invention relates to a ball mat for the loading deck of an aircraft, to support cargo and assist the movement thereof.”, wherein the loading deck comprises a forward end, entranceway and an aft end inheritably, and wherein Figure 1 shows the cover 11 covering the entirely of the ball mat).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Huber (US 7,556,462 B2) to incorporate the cargo compartment as taught by Huber (US 6,125,984 A). The motivation for the modification would have been to make the ball mat more resistant, stiffer without adding weight, splash proof/ water-repellent and to overall allow loads on the mat to be more uniformly distributed by allowing the loads imposed on the ball elements to be borne simultaneously by the cover plate (Column 1, lines 18-27 and lines 44-47).
Regarding Claim 2, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 1, as seen above. Huber (755) further discloses further comprising a roller assembly (Figure 3: Rollers 31-34, and Ball rollers in Ball Elements 53) coupled to the topskin (Figure 3: Ball Elements 53) and disposed within the first tray (Figure 1: Profile 10-1).
Regarding Claim 3, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 1, as seen above. Huber (755) further discloses wherein the topskin extends laterally contiguously from the first top mating surface of the first tray, to the second top mating surface of the first tray, to the first top mating surface of the  second tray, to the second top mating surface of the second tray (Figure 3: Shows how Ball Elements 53 are comprised within the first and second mating surfaces of each tray, and further Figure 1 shows ball elements 53 and ball mats 21 coupled to the first and second top mating surfaces of each tray (10, 10-1, 10-2, 10-3) to create a contiguous sheet of topskin).
Regarding Claim 4, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 1, as seen above. Huber (755) further discloses further comprising a ball transfer unit (BTU) (Figure 3: Ball transfers composed within Ball Elements 53) coupled to the topskin (Figure 3: Ball Elements 53) and disposed within the first tray (Figure 1: Profile 10-1).
Regarding Claim 5, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 1, as seen above. Huber (755) further discloses further comprising a power drive unit (PDU) (Figure 1: Power Drive Units (PDU) 51) disposed between the first tray and the second tray (Figure 1: Shows PDUs 51 disposed between each tray).
Regarding Claim 6, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 1, as seen above. Huber (755) further discloses wherein the first tray and the second tray are contiguously covered (Figure 1: Trays are covered by Ball Mats 21 and Ball elements 53) over an entirety of the first tray and the second tray (Figure 1: Shows the topskin composed over a plurality of trays (10, 10-1, 10-2, 10-3) to create the conveying area of the workpieces (area by door region 55), and is covered over the entirety of the trays in the conveying section).
Regarding Claim 7, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 1, as seen above. Huber (755) further discloses wherein: the first tray and the second tray each comprise a base (Marked up Figure 2: Base), a first sidewall extending from the base to the first flange (Marked up Figure 2: First wall), a second sidewall extending from the base to the second flange (Marked up Figure 2: Second wall), and the first sidewall, the second sidewall, and the base (Marked up Figure 2: Base, First and Second Wall) defining a groove configured to receive at least one of a ball transfer unit (BTU) and a roller assembly (Figures 2 and 3: Shows how the groove created by the First Wall, Second Wall and Base contain the Rollers 31-34, and Ball rollers in Ball Elements 53).
Regarding Claim 8, Huber (755) discloses a cargo handling system (Column 1, lines 17-18: “cargo deck for a cargo hold”), comprising, a plurality of trays (Figure 1: Profiles 10, 10-1, 10-2, 10-3); each of the plurality of trays comprising a base (Marked up Figure 2: Base), a first sidewall extending from the base to a first flange (Marked up Figure 2: First wall), a second sidewall extending from the base to a second flange (Marked up Figure 2: Second wall), the first flange extending outward in a first direction from the first sidewall (Marked up Figure 2: Shows first flange extending to the left from the first wall), the second flange extending outward in a second direction from the second sidewall the second direction opposite the first direction (Marked up Figure 2: Shows second flange extending to the right from the second wall), the first flange defining a first top mating surface, the second flange defining a second top mating surface (Marked up Figure 2: Shows the first and second top mating surface); a topskin (Figure 1: Ball Mats 21 and Ball elements 53) disposed on and mated to the first top mating surface and the second top mating surface of each of the plurality of trays (Figure 3 and Marked up Figure 2: Shows trays and first and second top mating surfaces covered by Ball Mats 21 and Ball elements 53), wherein the first sidewall, the second sidewall, the base and the topskin at least partially define a hollow chamber (Marked up Figure 2: Shows a hollowed surface in-between walls of the trays), and wherein each of the plurality of trays is disposed entirely below the topskin (Figure 1: Shows ball elements 53 and ball mats 21 coupled to the first and second top mating surfaces of each tray (10, 10-1, 10-2, 10-3) to create a contiguous sheet of topskin, and that the trays are disposed underneath the topskin in order to allow for the conveying of articles across the roller); a roller assembly (Figure 3: Rollers 31-34, and Ball rollers in Ball Elements 53) coupled, and disposed partially within, the hollow chamber (Figure 1: Shows Rollers 31-34, and Ball rollers in Ball Elements 53 disposed within Ball Elements 53 and Ball Mats 21), the roller assembly comprising: a fitting including a flange and a roller housing (Figure 3: Flange (Shown by circle surrounding ball rollers) and housing of Ball rollers composed within Ball Elements 53 and Ball Mats 21), the flange including a bottom surface mated to a top surface of the topskin, the flange disposed entirely above the topskin (Figure 3: Flange (Shown by circle surrounding ball rollers), wherein the circle surrounding the ball rollers is above the topskin) has its bottom surface mated to the top surface of Ball elements 53), the roller housing disposed within the hollow chamber (Figures 2 and 3 and Marked up Figure 2: Shows how the groove created by the First Wall, Second Wall and Base contain the Rollers 31-34, and Ball rollers in Ball Elements 53); and a roller rotatably coupled to the roller housing (Figure 3: Ball rollers of Ball elements 53 coupled to housing within).
However, Huber (755) does not disclose a cargo compartment extending from a forward end, through a forward section, through an entranceway section, and through an aft section to an aft end and wherein the plurality of trays are continuously covered from the forward end of the cargo compartment, through the forward section, through the entranceway section, and through the aft section to the aft end, a fitting including a tab, and the fitting configured to be press fit into the topskin, the tab configured to supply a retaining force against the topskin to couple the fitting to the topskin.
Huber (US 6,125,984) teaches a similar cargo handling system (Column 1, lines 4-6: “a ball mat for the loading deck of an aircraft, to support cargo and assist the movement thereof.”) comprising a cargo compartment extending from a forward end (Column 1, lines 4-6: “The invention relates to a ball mat for the loading deck of an aircraft, to support cargo and assist the movement thereof.”, wherein the loading deck comprises a forward end, entranceway and an aft end inheritably), through a forward section, through an entranceway section, and through an aft section to an aft end (Figure 1: Compartment expanding in depth from side 19 across to side 21, and expanding in width from side 20 to 22); wherein the plurality of trays are continuously covered from the forward end of the cargo compartment, through the forward section, through the entranceway section, and through the aft section to the aft end (Column 1, lines 4-6: “The invention relates to a ball mat for the loading deck of an aircraft, to support cargo and assist the movement thereof.”, wherein the loading deck comprises a forward end, entranceway and an aft end inheritably, and wherein Figure 1 shows the cover 11 covering the entirely of the ball mat), wherein the fitting includes a tab (Figure 2: Annular Projection 29), the fitting configured to be pressfit into the topskin (Figure 7: Shows the fitting configured to press fit into cover 11), the tab configured to supply a retaining force against the topskin to couple the fitting to the topskin (Column 3, lines 43-47: “The holder 13 for the ball element 15, which is indicated only schematically in FIG. 2, stands on the floor plate 12 by way of devices including an annular projection 29 or a circumferential collar.”).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Huber (US 7,556,462 B2) to incorporate the cargo compartment and fitting configuration as taught by Huber (US 6,125,984 A). The motivation for the modification would have been to make the ball mat more resistant, stiffer without adding weight, splash proof/ water-repellent and to overall allow loads on the mat to be more uniformly distributed by allowing the loads imposed on the ball elements to be borne simultaneously by the cover plate (Column 1, lines 18-27 and lines 44-47).
Regarding Claim 9, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 8, as seen above. Huber (755) further discloses wherein the roller assembly is disposed in a groove defined by a first tray in the plurality of trays (Figures 2 and 3 and Marked up Figure 2: Shows how the groove created by the First Wall, Second Wall and Base contain the Rollers 31-34, and Ball rollers in Ball Elements 53).
Regarding Claim 10, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 8, as seen above. Huber (755) further discloses further comprising a plurality of the roller assembly (Figure 1: Shows a plurality of the roller assemblies in the Cargo deck 50).
Regarding Claim 14, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 8, as seen above.
However, Huber (755) in view of Huber (612)  does not disclose wherein the plurality of trays are made of a composite material.
Schoen teaches a similar cargo handling system (Figure 1: System 10) wherein the plurality of trays are made of a composite material (¶0008, lines 2-4: “This floor may comprise all suitable materials that withstand the gravitational forces of the loads, such as metal, plastic or composite materials”).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Huber (755) in view of Huber (612)  to incorporate the composite material as taught by Schoen. The motivation for the modification would have been to allow the system to withstand the gravitational forces of the loads (¶0008, lines 2-4), which can allow for economical operation and as efficient loading and unloading of loads as possible (¶0006, lines 1-3).
Regarding Claim 15, Huber (US 7,556,462) discloses a cargo handling system (Column 1, lines 17-18: “cargo deck for a cargo hold”), comprising: a plurality of trays (Figure 1: Profiles 10, 10-1, 10-2, 10-3); a topskin (Figure 1: Ball Mats 21 and Ball elements 53) disposed on and mated to a top surface of each of the plurality of trays (Figure 1: Trays are covered by Ball Mats 21 and Ball elements 53); a ball transfer unit (BTU) coupled, and disposed partially within, the topskin (Figure 3: Ball transfers composed within Ball Elements 53), the BTU comprising: a retaining fixture including a flange and a housing (Figure 3: Flange (Shown by circle surrounding ball rollers) and housing of Ball rollers composed within Ball Elements 53 and Ball Mats 21), the flange mated to the topskin (Figure 3: Flange (Circle surrounding Ball rollers on Ball elements 53) has its bottom surface mated to the top surface of Ball elements 53); and a spherical ball disposed partially within the housing (Figure 3: Ball rollers of Ball elements 53 disposed partially within housing), wherein: the plurality of trays are contiguously covered over an entirety of the plurality of trays, and each of the plurality of trays is disposed entirely below the topskin (Figure 1: Shows the topskin composed over a plurality of trays (10, 10-1, 10-2, 10-3) to create the conveying area of the workpieces (area by door region 55), and is covered over the entirety of the trays in the conveying section).
However, Huber (755) does not disclose a cargo compartment extending from a forward end, through a forward section, through an entranceway section, and through an aft section to an aft end; and the plurality of trays are continuously covered from the forward end of the cargo compartment, through the forward section, through the entranceway section, and through the aft section to the aft end.
Huber (US 6,125,984) teaches a similar cargo handling system (Column 1, lines 4-6: “a ball mat for the loading deck of an aircraft, to support cargo and assist the movement thereof.”) comprising a cargo compartment extending from a forward end (Column 1, lines 4-6: “The invention relates to a ball mat for the loading deck of an aircraft, to support cargo and assist the movement thereof.”, wherein the loading deck comprises a forward end, entranceway and an aft end inheritably), through a forward section, through an entranceway section, and through an aft section to an aft end (Figure 1: Compartment expanding in depth from side 19 across to side 21, and expanding in width from side 20 to 22); and the plurality of trays are continuously covered from the forward end of the cargo compartment, through the forward section, through the entranceway section, and through the aft section to the aft end (Column 1, lines 4-6: “The invention relates to a ball mat for the loading deck of an aircraft, to support cargo and assist the movement thereof.”, wherein the loading deck comprises a forward end, entranceway and an aft end inheritably, and wherein Figure 1 shows the cover 11 covering the entirely of the ball mat).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Huber (US 7,556,462 B2) to incorporate the cargo compartment as taught by Huber (US 6,125,984 A). The motivation for the modification would have been to make the ball mat more resistant, stiffer without adding weight, splash proof/ water-repellent and to overall allow loads on the mat to be more uniformly distributed by allowing the loads imposed on the ball elements to be borne simultaneously by the cover plate (Column 1, lines 18-27 and lines 44-47).
Regarding Claim 16, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 15, as seen above. Huber (755) further discloses wherein the housing of the retaining fixture is disposed at least partially within a first tray in the plurality of trays (Figure 3: Shows housing of Ball rollers of Ball Elements 53 partially disposed in profile 10).
Regarding Claim 18, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 15, as seen above. Huber (755) further discloses the retaining fixture (Figure 3: Shows housing of Ball rollers of Ball Elements 53 disposed in Profile 10). Huber (612) further discloses wherein the retaining fixture is configured to be press fit into the topskin (Figure 7: Shows the fitting configured to press fit into cover 11, wherein Column 3, lines 43-47: “The holder 13 for the ball element 15, which is indicated only schematically in FIG. 2, stands on the floor plate 12 by way of devices including an annular projection 29 or a circumferential collar.”).
Regarding Claim 19, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 15, as seen above.
However, Huber (755) in view of Huber (612) does not disclose wherein the plurality of trays are made of a composite material.
Schoen teaches a similar cargo handling system (Figure 1: System 10) wherein the plurality of trays are made of a composite material (¶0008, lines 2-4: “This floor may comprise all suitable materials that withstand the gravitational forces of the loads, such as metal, plastic or composite materials”).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Huber (755) in view of Huber (612) to incorporate the composite material as taught by Schoen. The motivation for the modification would have been to allow the system to withstand the gravitational forces of the loads (¶0008, lines 2-4), which can allow for economical operation and as efficient loading and unloading of loads as possible (¶0006, lines 1-3).
Regarding Claim 20, Huber (755) in view of Huber (612) in further view of Schoen discloses the cargo handling system of Claim 19, as seen above. Schoen further discloses wherein the topskin comprises a metal top surface (¶0013, lines 1-5: “The guideway may, in general, comprise the same materials as the cargo compartment floor, and, in particular, materials that allow a, preferably, low-loss movement of the transport vehicle along the guideway, such as metal, plastic or composite materials.”) and a composite structure disposed below the metal top surface (¶0008, lines 2-4: “This floor may comprise all suitable materials that withstand the gravitational forces of the loads, such as metal, plastic or composite materials”, wherein the top and bottom structures can be comprised of any of these items).
Regarding Claim 21, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 15, as seen above. Huber (755) further discloses wherein the topskin is configured to form a contiguous flat floor (Figure 1: Shows ball elements 53 and ball mats 21 coupled to the first and second top mating surfaces of each tray (10, 10-1, 10-2, 10-3) to create a contiguous sheet of topskin) through a cargo compartment (Figure 1: Cargo deck 50).
Regarding Claim 22, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 15, as seen above. Huber (755) further discloses wherein flange is disposed entirely above the topskin (Figure 3: Flange (Shown by circle surrounding ball rollers), wherein the circle surrounding the ball rollers is above the topskin).
Regarding Claim 23, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 15, as seen above. Huber (755) further discloses further comprising a plurality of the BTU, wherein each of the plurality of the BTU are disposed throughout the entranceway section (Figure 3: Ball transfers composed within Ball Elements 53, wherein Figure 1 shows the Bal transfers disposed over door region 55 which is the entrance to the cargo deck).
Regarding Claim 24, Huber (755) in view of Huber (612) discloses the cargo handling system of Claim 23, as seen above. Huber (612) further discloses further comprising a plurality of roller assemblies disposed throughout the forward section and the aft section of the cargo compartment (Figure 7: Shows the ball elements 15 disposed in holders 13, which are disposed throughout entire cargo floor).
Conclusion
THIS ACTION IS MADE FINAL.  Applicant is reminded of the extension of time policy as set forth in 37 CFR 1.136(a).
A shortened statutory period for reply to this final action is set to expire THREE MONTHS from the mailing date of this action.  In the event a first reply is filed within TWO MONTHS of the mailing date of this final action and the advisory action is not mailed until after the end of the THREE-MONTH shortened statutory period, then the shortened statutory period will expire on the date the advisory action is mailed, and any extension fee pursuant to 37 CFR 1.136(a) will be calculated from the mailing date of the advisory action.  In no event, however, will the statutory period for reply expire later than SIX MONTHS from the mailing date of this final action.

APPLICANT REBUTTAL: REMARKS
Claims 1-10, 14-16, and 18-24 will be pending after entry of the present paper. Claims 1- 10, 14-16, and 18-24 were previously pending. Claims 1-10, 14-16, and 18-24 are rejected. No claims are canceled, and no new claims are added. Claims 1, 8, and 15 are amended as set forth above. Applicant requests reconsideration of the present application in light of the foregoing amendments and following remarks.
Rej
ections under 35 U.S.C. 103
Huber '462 and Huber '984
Claims 1-10, 15, 16, 18, and 21-24 stand rejected under 35 U.S.C. 103 as being
unpatentable over U.S. Patent No. 7,556,462 to Huber ("Huber '462") in view of U.S. Patent No. 6,125,984 ("Huber '984"). Without conceding that the rejection is proper and in the interest of furthering prosecution, Applicant has amended independent claims 1, 8, and 15 as set forth above. As described below, claims 1-10, 15, 16, 18, and 21-24 are patentable over Huber '462 and Huber '984.
With respect to 35 U.S.C. § 103, the PTO provides in MPEP § 2142: The examiner bears the initial burden of factually supporting any prima facie conclusion of obviousness. If the
examiner does not produce a prima facie case, the applicant is
under no obligation to submit evidence of nonobviousness.
In the present application, aprimafacie case of obviousness cannot be factually supported for at least the following reasons.
"A patent may not be obtained ... if the differences between the subject matter sought to be patented and the prior art are such that the
subject matter as a whole
would have been
obvious at the time of the invention was made to a person
having ordinary skill in the art ..." (emphasis added).
Thus, when evaluating a claim for determining obviousness,
all limitations of the claim must be evaluated.
Further, MPEP § 2143.03 states that "[a]ll words in a claim must be considered in judging the patentability of that claim against the prior art." Quoting In re Wilson, 424 F.2d 138 2, 1385 (CCPA 1970).
With respect to amended independent claim 1, Huber '462 and Huber '984, even when combined, do not disclose or contemplate "[a] cargo handling system, comprising: a cargo
compartment extending
from a first longitudinal end at an aft end of a cargo deck of the cargo compartment through an aft section to a second longitudinal end proximate an aft end of a cargo door, longitudinally from the second
long2
itudinal end proximate the aft end of the cargo door to a third longitudinal end proximate a forward end of the cargo door, and longitudinally from the third longitudinal end through a forward section forward to a fourth longitudinal end proximate a forward end of the cargo deck;
a plurality of trays disposed throughout the cargo compartment, the plurality of trays including a first tray and a second tray; the first tray extending longitudinally
from the first longitudinal end to the fourth longitudinal end;
the second tray disposed laterally adjacent to the first tray
and extending longitudinally from the first longitudinal end to the fourth longitudinal end,
the first tray and the second tray each including a first flange defining a first top mating surface and a second flange defining a second top mating surface; and a topskin disposed on and mated to the first top mating surface and the second top mating surface of the first tray, the topskin further coupled to the first top mating surface and the second top mating surface of the second tray, wherein: the first tray and the second tray are disposed entirely below the topskin, and the plurality of trays are continuously covered
from the first longitudinal end to the fourth longitudinal end,"
as recited (emphasis added).
In that regard, Huber '462 and Huber '984, even when combined, do not disclose or
contemplate "a cargo compartment extending from a first longitudinal end at an aft end of a cargo deck of the cargo compartment through an aft section to a second longitudinal end proximate an aft end of a cargo door, longitudinally from the second longitudinal end proximate the aft end of the cargo door to a third longitudinal end proximate a forward end of the cargo door, and longitudinally from the third longitudinal end through a forward section forward to a fourth longitudinal end proximate a forward end of the cargo deck; ...; the first tray extending longitudinally from the first longitudinal end to the fourth longitudinal end; the second tray disposed laterally adjacent to the first tray and extending longitudinally from the first longitudinal end to the fourth longitudinal end, ..., and the plurality of trays are continuously covered from the first longitudinal end to the fourth longitudinal end," as recited (emphasis added). For at least these reasons, Huber '462 and Huber '984, even when combined, do not disclose or contemplate each and every feature of independent claim 1. Accordingly, a prima facie case of obviousness has not been established
with respect to claim 1. Applicant therefore respectfully requests that the § 103 rejection of claim
1 be withdrawn.
ve,Huber '462 and Huber '984, even when combined, do not disclose or contemplate all the recited features of amended independent claim 1. Thus, a prima face case of obviousness has not been established with respect to claims 8 and 15. Accordingly, Applicant requests that the § 103 rejection of claims 8 and 15 be withdrawn.
Claims 2-7, 9, 10, 16, 18, and 21-24 variously depend from and add additional features to amended independent claims 1, 8, and 15. For at least the same reasons as described above, Huber '462 and Huber '984, even when combined, do not disclose or contemplate all of the features of claims 1, 8, and 15, and therefore, claims 2-7, 9, 10, 16, 18, and 21-24 as well. Accordingly, a prima facie case of obviousness has not been established with respect to claims 2- 7, 9, 10, 16, 18, and 21-24. Applicant respectfully requests that the § 103 rejection of claims 2-7, 9, 10, 16, 18, and 21-24 be withdrawn.
Huber '462, Huber '984, and Schoen
Claims 14, 19, and 20 stand rejected under 35 U.S.C. § 103 as being obvious over Huber '462 in view of Huber '984 and further in view of U.S. Pattern Publication No. 2017/0313423 Al to Schoen et al. ("Schoen"). As established above, Huber '462 and Huber '984, even when combined, do not disclose or contemplate each and every feature of independent claims 8 and 15, and therefore, claims 14, 19, and 20 as well. Schoen does not affect these deficiencies. Therefore, Huber '462, Huber '984, and Schoen, even when combined, do not disclose or contemplate each and every of the recited features of independent claims 8 and 15, and therefore, claims 14, 19, and 20 as well. Thus, a prima facie case of obviousness has not been established with respect to claims 14, 19, and 20. Applicant requests that the § 103 rejection of claims 14, 19, and 20 be withdrawn.
CONCLUSION

NEXT OFFICE ACTION: DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Continued Examination Under 37 CFR 1.114
A request for continued examination under 37 CFR 1.114, including the fee set forth in 37 CFR 1.17(e), was filed in this application after final rejection.  Since this application is eligible for continued examination under 37 CFR 1.114, and the fee set forth in 37 CFR 1.17(e) has been timely paid, the finality of the previous Office action has been withdrawn pursuant to 37 CFR 1.114.  Applicant's submission filed on 09/11/2024 has been entered.
Response to Arguments
Applicant’s arguments, see pages 1-3, filed 09/11/2024, with respect to Claims 1 and 8 have been fully considered and are persuasive.  The rejection of Claims 1-10 and 14 has been withdrawn.
Applicant's arguments filed 09/11/2024 with respect to Claim 15 have been fully considered but they are not persuasive. Regarding independent Claims 1 and 8, Examiner agrees that the amended limitations in view of the claim limitations relating to the relationship between the first and second tray, the mating surfaces and top skin (Claim 1), and relating to the relationship between the flanges, mating surfaces and top skin (Claim 8) are not disclosed by Huber (‘462) in view of Huber (‘984). However, regarding Claim 15, Examiner would like to make reference to Columns 2-3, lines 64-7 of Huber (984) wherein it is disclosed that there can be an almost infinite number of configurations of the ball-mat contours and openings due to the building-block system by connecting the side profiles with corner pieces, which could easily be formed to extend throughout four sides of a cargo compartment. Further, it would have been an obvious matter of design choice to make the different portions of the ball mat of whatever form or shape was desired or expedient. A change in form or shape is generally recognized as being within the level of ordinary skill in the art, absent any showing of unexpected results. In re Dailey et al., 149 USPQ 47. Therefore, it would have been a mere matter of design choice to make the ball mat the size and shape as claimed, which would inherently teach the feature of the plurality of trays covered from the first longitudinal end to the fourth longitudinal end, as Figure 7 of Huber (‘984) shows that the cover plate (11) covers all elements of the ball mat besides the rotatable balls that will sit in the holders (13).
Regarding Claims 16 and 18-24, Applicant does not provide any arguments based upon the claims respective rejections other than to state these claims are believed to be allowable due to Amended Claims 1, 8 and 15.
For the foregoing reasons, the claims stand rejected.
Claim Rejections - 35 USC § 103
In the event the determination of the status of the application as subject to AIA  35 U.S.C. 102 and 103 (or as subject to pre-AIA  35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA  to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
The factual inquiries for establishing a background for determining obviousness under 35 U.S.C. 103 are summarized as follows:
1. Determining the scope and contents of the prior art.
2. Ascertaining the differences between the prior art and the claims at issue.
3. Resolving the level of ordinary skill in the pertinent art.
4. Considering objective evidence present in the application indicating obviousness or nonobviousness.
Claims 15, 16, 18 and 21-24 are rejected under 35 U.S.C. 103 as being unpatentable over Huber (United States Patent US 7,556,462 B2) in view of Huber (United States Patent 6,125,984 A) .
Claims 19 and 20 are rejected under 35 U.S.C. 103 as being unpatentable over Huber (United States Patent US 7,556,462 B2) in view of Huber (United States Patent 6,125,984 A) in further view of Schoen (United States Patent Application US 2017/0313423 A1).
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Marked up Figure 2: Huber ‘462
Regarding Claim 15, Huber (US 7,556,462) discloses a cargo handling system (Column 1, lines 17-18: “cargo deck for a cargo hold”), comprising: a plurality of trays (Figure 1: Profiles 10, 10-1, 10-2, 10-3); a top skin (Figure 1: Ball Mats 21 and Ball elements 53) disposed on and mated to a top surface of each of the plurality of trays (Figure 1: Trays are covered by Ball Mats 21 and Ball elements 53); a ball transfer unit (BTU) coupled, and disposed partially within, the top skin (Figure 3: Ball transfers composed within Ball Elements 53), the BTU comprising: a retaining fixture including a flange and a housing (Figure 3: Flange (Shown by circle surrounding ball rollers) and housing of Ball rollers composed within Ball Elements 53 and Ball Mats 21), the flange mated to the top skin (Figure 3: Flange (Circle surrounding Ball rollers on Ball elements 53) has its bottom surface mated to the top surface of Ball elements 53); and a spherical ball disposed partially within the housing (Figure 3: Ball rollers of Ball elements 53 disposed partially within housing), wherein: the plurality of trays are contiguously covered over an entirety of the plurality of trays, and each of the plurality of trays is disposed entirely below the top skin (Figure 1: Shows the top skin composed over a plurality of trays (10, 10-1, 10-2, 10-3) to create the conveying area of the workpieces (area by door region 55), and is covered over the entirety of the trays in the conveying section).
However, Huber (‘462) does not disclose a cargo compartment extending from a first longitudinal end at an aft end of a cargo deck of the cargo compartment through an aft section to a second longitudinal end proximate an aft end of a cargo door, longitudinally from the second longitudinal end proximate the aft end of the cargo door to a third longitudinal end proximate a forward end of the cargo door, and longitudinally from the third longitudinal end through a forward section forward to a fourth longitudinal end proximate a forward end of the cargo deck; and wherein the plurality of trays are continuously covered from the first longitudinal end to the fourth longitudinal end.
Huber (US 6,125,984) teaches a similar cargo handling system (Column 1, lines 4-6: “a ball mat for the loading deck of an aircraft, to support cargo and assist the movement thereof.”) comprising a cargo compartment extending from a first longitudinal end at an aft end of a cargo deck of the cargo compartment through an aft section to a second longitudinal end proximate an aft end of a cargo door, longitudinally from the second longitudinal end proximate the aft end of the cargo door to a third longitudinal end proximate a forward end of the cargo door, and longitudinally from the third longitudinal end through a forward section forward to a fourth longitudinal end proximate a forward end of the cargo deck(Column 1, lines 4-6: “The invention relates to a ball mat for the loading deck of an aircraft, to support cargo and assist the movement thereof.”, wherein the loading deck comprises four longitudinal sides inherently and further wherein Columns 2-3, lines 64-7: “In FIG. 1 an embodiment of a ball mat is viewed in perspective diagonally from above. The ball mat comprises a cover plate 11 and, parallel thereto, a floor plate 12 (cf. FIG. 2). At its sides the ball mat is bounded by side profiles 19, 20, 21, 22. The side profiles 19, 20, 21, 22 are joined to one another by corresponding outer corner pieces 53, 54, 55 and 56, which can be inserted into the side profiles. By the use of this technique, with appropriate modification of cover plate 11 and floor plate 12 there are almost infinitely many possible configurations of the ball-mat contours and openings (building-block system).”); and wherein the plurality of trays are continuously covered from the first longitudinal end to the fourth longitudinal end (Figure 1: Shows the cover 11 covering the entirely of the ball mat).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Huber (US 7,556,462 B2) to incorporate the cargo compartment as taught by Huber (US 6,125,984 A). The motivation for the modification would have been to make the ball mat more resistant, stiffer without adding weight, splash proof/ water-repellent and to overall allow loads on the mat to be more uniformly distributed by allowing the loads imposed on the ball elements to be borne simultaneously by the cover plate (Column 1, lines 18-27 and lines 44-47).
Regarding Claim 16, Huber (‘462) in view of Huber (‘984) discloses the cargo handling system of Claim 15, as seen above. Huber (‘462) further discloses wherein the housing of the retaining fixture is disposed at least partially within a first tray in the plurality of trays (Figure 3: Shows housing of Ball rollers of Ball Elements 53 partially disposed in profile 10).
Regarding Claim 18, Huber (‘462) in view of Huber (‘984) discloses the cargo handling system of Claim 15, as seen above. Huber (‘462) further discloses the retaining fixture (Figure 3: Shows housing of Ball rollers of Ball Elements 53 disposed in Profile 10). Huber (‘984) further discloses wherein the retaining fixture is configured to be press fit into the top skin (Figure 7: Shows the fitting configured to press fit into cover 11, wherein Column 3, lines 43-47: “The holder 13 for the ball element 15, which is indicated only schematically in FIG. 2, stands on the floor plate 12 by way of devices including an annular projection 29 or a circumferential collar.”).
Regarding Claim 19, Huber (‘462) in view of Huber (‘984) discloses the cargo handling system of Claim 15, as seen above.
However, Huber (‘462) in view of Huber (‘984) does not disclose wherein the plurality of trays are made of a composite material.
Schoen teaches a similar cargo handling system (Figure 1: System 10) wherein the plurality of trays are made of a composite material (¶0008, lines 2-4: “This floor may comprise all suitable materials that withstand the gravitational forces of the loads, such as metal, plastic or composite materials”).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Huber (‘462) in view of Huber (‘984) to incorporate the composite material as taught by Schoen. The motivation for the modification would have been to allow the system to withstand the gravitational forces of the loads (¶0008, lines 2-4), which can allow for economical operation and as efficient loading and unloading of loads as possible (¶0006, lines 1-3).
Regarding Claim 20, Huber (‘462) in view of Huber (‘984) in further view of Schoen discloses the cargo handling system of Claim 19, as seen above. Schoen further discloses wherein the top skin comprises a metal top surface (¶0013, lines 1-5: “The guideway may, in general, comprise the same materials as the cargo compartment floor, and, in particular, materials that allow a, preferably, low-loss movement of the transport vehicle along the guideway, such as metal, plastic or composite materials.”) and a composite structure disposed below the metal top surface (¶0008, lines 2-4: “This floor may comprise all suitable materials that withstand the gravitational forces of the loads, such as metal, plastic or composite materials”, wherein the top and bottom structures can be comprised of any of these items).
Regarding Claim 21, Huber (‘462) in view of Huber (‘984) discloses the cargo handling system of Claim 15, as seen above. Huber (‘462) further discloses wherein the top skin is configured to form a contiguous flat floor (Figure 1: Shows ball elements 53 and ball mats 21 coupled to the first and second top mating surfaces of each tray (10, 10-1, 10-2, 10-3) to create a contiguous sheet of top skin) through a cargo compartment (Figure 1: Cargo deck 50).
Regarding Claim 22, Huber (‘462) in view of Huber (‘984) discloses the cargo handling system of Claim 15, as seen above. Huber (‘462) further discloses wherein flange is disposed entirely above the top skin (Figure 3: Flange (Shown by circle surrounding ball rollers), wherein the circle surrounding the ball rollers is above the top skin).
Regarding Claim 23, Huber (‘462) in view of Huber (‘984) discloses the cargo handling system of Claim 15, as seen above. Huber (‘462) further discloses further comprising a plurality of the BTU, wherein each of the plurality of the BTU are disposed throughout the entranceway section (Figure 3: Ball transfers composed within Ball Elements 53, wherein Figure 1 shows the Bal transfers disposed over door region 55 which is the entrance to the cargo deck).
Regarding Claim 24, Huber (‘462) in view of Huber (‘984) discloses the cargo handling system of Claim 23, as seen above. Huber (‘984) further discloses further comprising a plurality of roller assemblies disposed throughout the forward section and the aft section of the cargo compartment (Figure 7: Shows the ball elements 15 disposed in holders 13, which are disposed throughout entire cargo floor).
Allowable Subject Matter
Claims 1-10 and 14 are allowed.
The following is an examiner’s statement of reasons for allowance: Regarding Claims 1-10 and 14, there is no prior art alone or in combination that teaches a cargo handling system that included the combination of recited imitations in Claims 1 and 8. The art alone or in combination did not teach wherein a cargo handling system comprised a cargo compartment, extending from four longitudinal ends; wherein a first tray extends longitudinally from a first to fourth longitudinal end, and a second tray extending longitudinally from a first to fourth longitudinal end, and wherein a top skin is disposed on and mated to the first and second top mating surface of the first and second tray (Claim 1), and wherein the trays are continuously covered from the first to the fourth longitudinal end, a top skin is disposed on and mated to a first and second top mating surfaces created from a base, sidewalls and flanges of each of the plurality of trays, wherein the flange includes a bottom surface mated to a top surface of the top skin and press fit into the top skin (Claim 8). The closest prior arts of record Huber (United States Patent US 7,556,462 B2) and Huber (United States Patent 6,125,984 A) teach a similar cargo handling system comprising a plurality of trays, a top skin disposed on the trays, and a roller assembly, but fails to teach the relationship between the structure of the cargo compartment and the first and second tray, the mating surfaces and top skin (Claim 1), and the relationship between the structure of the cargo compartment and the flanges, mating surfaces and top skin (Claim 8). Additionally, no other references, or reasonable combination thereof, could be found which disclose or suggest these features in combination with other limitations in the claims.
Any comments considered necessary by applicant must be submitted no later than the payment of the issue fee and, to avoid processing delays, should preferably accompany the issue fee.  Such submissions should be clearly labeled “Comments on Statement of Reasons for Allowance.”
Conclusion
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure.
United States Patent US 7,472,867 B2 (Huber, Thomas): This patent has been deemed
pertinent due to its similarities between Claims 1-20. Huber teaches a similar cargo handling
system comprising a plurality of trays, a top surface, mounting points and a roller assembly,
as seen in Figure 5.
Unites States Patent Application US 2015/0367941 A1 (Harden, Felix): This patent application has been deemed pertinent due to its similarities between Claims 1-20. Harden teaches a similar system for moving loads comprising a cargo hold floor, guide rails, roller assemblies, and a top surface as seen in Figures 1 and 4.

CITED REFERENCE SUMMARIES: Ref US7556462B2: Claims:
A cargo deck for a cargo hold of an aircraft comprising: a plurality of mounting profiles, which are installed in parallel in a longitudinal direction of said aircraft and in which functional elements comprising at least one of rollers, ball elements, latches, and power drive units can be mounted; and a plurality of identically sized floor elements comprising at least one of a ball mat and a floor plate, wherein said mounting profiles, as viewed over a width of said cargo hold, are located at identical distances from one another in order that said identically sized floor elements can be mounted between them with an exact fit, and said cargo deck comprises, in total, an odd number of said mounting profiles.
a plurality of mounting profiles, which are installed in parallel in a longitudinal direction of said aircraft and in which functional elements comprising at least one of rollers, ball elements, latches, and power drive units can be mounted; and
a plurality of identically sized floor elements comprising at least one of a ball mat and a floor plate, wherein
said mounting profiles, as viewed over a width of said cargo hold, are located at identical distances from one another in order that said identically sized floor elements can be mounted between them with an exact fit, and
said cargo deck comprises, in total, an odd number of said mounting profiles.
The cargo deck according to claim 1 , wherein said mounting profiles all have the same width.
The cargo deck according to claim 1 , wherein a central mounting profile of said plurality of mounting profiles is provided with a subdivided roller unit comprising a first roller and a second roller installed in such a way that a first item of freight can stand with its edge on one of said first and second rollers and another item of freight can be transported with its edge on the other of said first and second rollers.
The cargo deck according to claim 1 , comprising: one or more lateral guide strips, each of which is provided adjacent a respective one of said plurality of mounting profiles, wherein each of said one or more lateral guide strips is spaced from said respective adjacent one of said plurality of mounting profiles such that a profile at an edge of a freight container that strikes the respective guide strip is situated above said respective adjacent one of said plurality of said mounting profiles.
one or more lateral guide strips, each of which is provided adjacent a respective one of said plurality of mounting profiles, wherein
each of said one or more lateral guide strips is spaced from said respective adjacent one of said plurality of mounting profiles such that a profile at an edge of a freight container that strikes the respective guide strip is situated above said respective adjacent one of said plurality of said mounting profiles.
The cargo deck according to claim 1 , wherein said plurality of mounting profiles are arranged such that two freight containers, which each extends over half a width of said cargo deck and which are uniformly loaded, each has its center of gravity situated above one of said plurality of mounting profiles when said freight containers are adjacently arranged on said cargo deck so as to extend across said width.
An aircraft cargo deck for a cargo hold of an aircraft comprising: a plurality of mounting profiles, which are installed in a longitudinal direction of said aircraft and in which functional elements comprising at least one of rollers, ball elements, latches, and power drive units can be mounted; and a plurality of identically sized floor elements comprising at least one of a ball mat and a floor plate, wherein said mounting profiles, as viewed over a width of said cargo hold, are located at identical distances from one another in order that said identically sized floor elements can be mounted between them with an exact fit, said cargo deck comprises, in total, an odd number of said mounting profiles, and a central mounting profile of said plurality of mounting profiles is provided with a subdivided roller unit comprising a first roller and a second roller installed in such a way that a first item of freight can stand with its edge on one of said first and second rollers and another item of freight can be transported with its edge on the other of said first and second rollers.
a plurality of mounting profiles, which are installed in a longitudinal direction of said aircraft and in which functional elements comprising at least one of rollers, ball elements, latches, and power drive units can be mounted; and
said mounting profiles, as viewed over a width of said cargo hold, are located at identical distances from one another in order that said identically sized floor elements can be mounted between them with an exact fit,
said cargo deck comprises, in total, an odd number of said mounting profiles, and
a central mounting profile of said plurality of mounting profiles is provided with a subdivided roller unit comprising a first roller and a second roller installed in such a way that a first item of freight can stand with its edge on one of said first and second rollers and another item of freight can be transported with its edge on the other of said first and second rollers.
A cargo deck for a cargo hold of an aircraft comprising: a plurality of mounting profiles, which are installed in a longitudinal direction of said aircraft and in which functional elements comprising at least one of rollers, ball elements, latches, and power drive units can be mounted; and a plurality of identically sized floor elements comprising at least one of a ball mat and a floor plate, wherein said mounting profiles, as viewed over a width of said cargo hold, are located at identical distances from one another such that said identically sized floor elements can be mounted between them with an exact fit, and said cargo deck comprises, in total, an odd number of said mounting profiles.
said mounting profiles, as viewed over a width of said cargo hold, are located at identical distances from one another such that said identically sized floor elements can be mounted between them with an exact fit, and said cargo deck comprises, in total, an odd number of said mounting profiles.
Ref US6125984A: Claims:
A ball mat for the loading deck of an aircraft to support carbo and assist the movement thereof, wherein the ball mat comprises: a cover plate (11) defining a plurality of apertures (18), a floor plate (12) extending substantially parallel to and spaced from said cover plate (11), and a plurality of holders (13) inserted in said apertures (18) for receiving ball elements (15) and said holders (13) being seated between said cover plate (11) and said floor plate (12) to act as spacing elements between said cover plate (11) and said floor plate (12) and to stiffen said ball mat and side profiles (31, 32, 33 and 34) extending between said cover plate (11) and said floor plate (12) to define rectangular openings (30).
a cover plate (11) defining a plurality of apertures (18),
a floor plate (12) extending substantially parallel to and spaced from said cover plate (11), and
a plurality of holders (13) inserted in said apertures (18) for receiving ball elements (15) and
said holders (13) being seated between said cover plate (11) and said floor plate (12) to act as spacing elements between said cover plate (11) and said floor plate (12) and to stiffen said ball mat and
side profiles (31, 32, 33 and 34) extending between said cover plate (11) and said floor plate (12) to define rectangular openings (30).
A ball mat according to claim 1 wherein said holders (13) include devices (37, 29) for sealing tightly against at least one of said cover plate (11) and said floor plate (12).
A ball mat according to claim 1 wherein said holder (13) includes an annular projection (29) encircling the holder for bearing against floor plate (12).
A ball mat according to claim 1 including a latch (35) disposed in at least one of said openings (30) for anchoring the ball mat to a floor of an aircraft.
A ball mat according to claim 1 wherein said side profiles (31, 32, 33 34), in side openings (30) include a groove (36) extending in the long direction of said side profiles (31, 32, 33 34).
A ball mat according to claim 1 including a ball element (15) disposed in each of said holders (13).
A ball mat for the loading deck of an aircraft comprising; a cover plate (11) defining a plurality of circular apertures (18) and a plurality of rectangular openings (30), a floor plate (12) defining a plurality of rectangular openings (30) aligned with said rectangular openings (30) in said cover plate (11), rectangular profile walls (31, 32, 33 34) extending between said cover plate (11) and said floor plate (12) about the periphery of said rectangular openings (30) to space said plates (11, 12) apart to define a space therebetween, a holder (13) disposed in each of said circular apertures (18) and extending between said plates (11, 12) to interconnect and reinforce said plates (11, 12), a ball element (15) disposed in each of said holders (13), side profile walls (19, 20, 21, 22) extending about the periphery of said plates (11, 12) and interconnecting said plates (11, 12) and a latch device disposed in at least one of said rectangular openings (30) for attachment to the deck of an aircraft.
a cover plate (11) defining a plurality of circular apertures (18) and a plurality of rectangular openings (30),
a floor plate (12) defining a plurality of rectangular openings (30) aligned with said rectangular openings (30) in said cover plate (11),
rectangular profile walls (31, 32, 33 34) extending between said cover plate (11) and said floor plate (12) about the periphery of said rectangular openings (30) to space said plates (11, 12) apart to define a space therebetween,
a holder (13) disposed in each of said circular apertures (18) and extending between said plates (11, 12) to interconnect and reinforce said plates (11, 12),
a ball element (15) disposed in each of said holders (13),
side profile walls (19, 20, 21, 22) extending about the periphery of said plates (11, 12) and interconnecting said plates (11, 12) and
a latch device disposed in at least one of said rectangular openings (30) for attachment to the deck of an aircraft.
Ref US20170313423A1: Claims:
A system for moving loads, comprising: a cargo compartment floor; at least one roller track comprising a plurality of rollers arranged one behind the other in the cargo compartment floor; at least one guideway provided in the cargo compartment floor and extending substantially parallel to the at least one roller track; and at least one transport vehicle removably accommodated in the guideway and being movable along the guideway, and comprising at least one connecting element movable between a first operating position and a second operating position, in the first operating position, the connecting element being arranged in such a way that the transport vehicle accommodated in the guideway is positionable beneath a load arranged on the at least one roller track, and in the second operating position, the connecting element being arranged so as to interact with the load in order to connect the load to the transport vehicle, so that the load is entrained when the transport vehicle moves along the guideway, and the transport vehicle further comprising a drive mechanism to move the transport vehicle along the guideway.
a cargo compartment floor;
at least one roller track comprising a plurality of rollers arranged one behind the other in the cargo compartment floor;
at least one guideway provided in the cargo compartment floor and extending substantially parallel to the at least one roller track; and
at least one transport vehicle removably accommodated in the guideway and being movable along the guideway, and comprising at least one connecting element movable between a first operating position and a second operating position, in the first operating position, the connecting element being arranged in such a way that the transport vehicle accommodated in the guideway is positionable beneath a load arranged on the at least one roller track, and in the second operating position, the connecting element being arranged so as to interact with the load in order to connect the load to the transport vehicle, so that the load is entrained when the transport vehicle moves along the guideway, and the transport vehicle further comprising a drive mechanism to move the transport vehicle along the guideway.
in the first operating position, the connecting element being arranged in such a way that the transport vehicle accommodated in the guideway is positionable beneath a load arranged on the at least one roller track, and
in the second operating position, the connecting element being arranged so as to interact with the load in order to connect the load to the transport vehicle, so that the load is entrained when the transport vehicle moves along the guideway, and
the transport vehicle further comprising a drive mechanism to move the transport vehicle along the guideway.
The system according to claim 1 , wherein the drive mechanism comprises an electric motor and wherein the electric motor obtains current from a rechargeable battery.
The system according to claim 2 , wherein the drive mechanism comprises at least one driven drive roller, which interacts with base region of the guideway.
The system according to claim 3 , wherein the drive roller is an integral part of a drive unit of the drive mechanism, and the drive unit further comprises an electric motor driving the drive roller.
The system according to claim 4 , wherein the electric motor comprises an output shaft, and a rotational axis of the output shaft and a rotational axis of the drive roller extend substantially parallel to one another.
The system according to claim 4 , wherein the electric motor and the drive roller are coupled to one another via a belt drive.
The system according to claim 3 , wherein the transport vehicle comprises at least two drive units arranged on opposite sides of the transport vehicle and arranged in diagonally opposing corner regions of the transport vehicle.
The system according to claim 1 , wherein the transport vehicle comprises at least one non-driven roller which interacts with a base region of the guideway.
The system according to claim 1 , wherein the transport vehicle further comprises at least one guide roller configured to interact with a side wall region of the guideway, and the transport vehicle comprises at least two guide rollers arranged on opposite sides of the transport vehicle.
The system according to claim 1 , wherein the transport vehicle comprises at least one transport device designed to move a load positioned over the transport vehicle relative to the transport vehicle.
The system according to claim 10 , wherein the transport device is configured to at least one of move the load essentially along a movement axis of the transport vehicle rotate the load relative to the transport vehicle.
The system according to claim 10 , wherein the transport device comprises at least one driven transport roller which comprises an omnidirectional roller.
The system according to claim 12 , wherein the transport roller is drivable to rotate about a rotational axis that extends at an angle to the movement axis of the transport vehicle.
The system according to claim 1 , wherein the transport vehicle comprises individual modules that can be separated from one another, and each individual module comprises the drive mechanism wherein the drive mechanism comprises an electric motor and wherein the electric motor obtains current from a rechargeable battery.
The system according to claim 1 , wherein the transport vehicle comprises individual modules that can be separated from one another, and each individual module comprises at least one non-driven roller which interacts with a base region of the guideway.
The system according to claim 1 , wherein the transport vehicle comprises individual modules that can be separated from one another, and each individual module comprises at least one guide roller configured to interact with a side wall region of the guideway, and the transport vehicle comprises at least two guide rollers arranged on opposite sides of the transport vehicle.
The system according to claim 1 , wherein the transport vehicle comprises individual modules that can be separated from one another, and each individual module comprises at least one transport device designed to move a load positioned over the transport vehicle relative to the transport vehicle.
A cargo compartment comprising a system for moving loads according to claim 1 .
Ref US7472867B2: Claims:
Support roller arrangement comprising: a mounting profile mounted to a floor of an aircraft cargo hold, the mounting profile comprising side walls defining an interior space wherein latch elements can be mounted in order to secure an item of freight; and an axle that passes through the side walls of the mounting profile and on each end of which an external roller is rotatably mounted outside the interior space of the mounting profile, wherein an internal roller is mounted on the axle within the interior space of the mounting profile.
a mounting profile mounted to a floor of an aircraft cargo hold, the mounting profile comprising side walls defining an interior space wherein latch elements can be mounted in order to secure an item of freight; and
an axle that passes through the side walls of the mounting profile and on each end of which an external roller is rotatably mounted outside the interior space of the mounting profile, wherein
an internal roller is mounted on the axle within the interior space of the mounting profile.
Support roller arrangement according to claim 1 , wherein each of the external rollers is mounted in a respective support cage, each support cage having a first side and a second side opposite said first side, said first side is fastened to an adjacent one of said side walls of the mounting profile, and said second side comprises an outer wall that supports a respective end of the axle.
each of the external rollers is mounted in a respective support cage, each support cage having a first side and a second side opposite said first side,
said first side is fastened to an adjacent one of said side walls of the mounting profile, and
said second side comprises an outer wall that supports a respective end of the axle.
Support roller arrangement according to claim 2 , wherein the support cage defines an upper surface with a central opening through which the external roller mounted therein extends outward.
Support roller arrangement according to claim 3 , wherein the upper surface of the support cage is constructed so that it slopes upward toward the external roller mounted in said support cage.
Support roller arrangement according to claim 3 , wherein the upper surface of the support cage has a rounded outer contour with side flanks that diverge in the direction toward the adjacent side wall part of the mounting profile to which the support cage is attached.
Support roller arrangement according to claim 1 , wherein the length of the external rollers is substantially smaller than the width of the internal space of the mounting profile.
Support roller arrangement according to claim 1 when installed in the middle of a cargo hold of an aircraft to operate as a roller conveyor, transverse latch elements being mounted in the internal space of the mounting profile to lock into place pairs of freight items along the middle of the floor of the cargo hold.
Support roller arrangement according to claim 2 , wherein said fastening of said first side of said support cage to said adjacent one of said side walls of said mounting profile provides essentially all support for said support cage relative to said f
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