Office Action 2: Notice of Allowance (2025-02-20)

CLAIMS:
In the Claims:

Please amend the claims as follows:

1\. (Currently Amended) An aircraft fuselage door comprising;SVG {EMBED HERE} 0.120.583 movable internal panel configured to create a seal between an inside and an outside of an aircraft to which the aircraft fuselage door is attached and to allow a passenger cabin of the aircraft to be pressurized;SVG {EMBED HERE} 0.120.673 aerodynamic external panel on an external face of the internal panel, in a position to cover\[\[ing\]\] a surface of the external face; and a resilient connection between and connecting the external panel and the internal panel to form an internal free space between the internal panel and the external panel, such that the internal panel SVG {EMBED HERE} 0.120.123 movable relative to the external panel;
wherein the resilient connection is configured to isolate the external panel from a movement of the internal panel relative to the external panel.

2\. (Currently Amended) The aircraft fuselage door of claim 1, wherein the resilient connection comprises a plurality of resilient elements between the external panel and the internal panel, wherein the resilient elements are configured to resiliently connect the external panel to the internal panel.
3\. (Currently Amended) The aircraft fuselage door of claim 2, wherein:SVG {EMBED HERE} 0.150.723 external panel and the internal panel each have a substantially rectangular shape; andSVG {EMBED HERE} 0.150.723aircraft fuselage door includes at least four resilient elements, each of which is arranged respectively in one of four corners of the rectangular shape of the external panel and of the internal panel.

4\. (Currently Amended) The aircraft fuselage door of claim 2, wherein the resilient elements comprise leaf springs.

5\. (Currently Amended) The aircraft fuselage door of claim 1, wherein:SVG {EMBED HERE} 0.150.723 internal panel is movable relative to the external panel to be moved toward or away from the external panel;and,
 when \[\[it\]\] the internal panel is moved toward the external panel, coming into contact, at least partially, with the external panel, the resilient connection is configured to allow the internal panel to push the external panel towards the outside of the aircraft, so as to open the aircraft fuselage door;
and when \[\[it\]\] the internal panel is moved away from the external panel, the resilient connection is configured to pull the external panel with the internal panel, so as to close the aircraft fuselage door.

6\. (Currently Amended) The aircraft fuselage door of claim 1, wherein the external panel has at least an access hatch for allowing access to the internal panel.
7\. (Currently Amended) An aircraft fuselage part comprising; \[\[a\]\] the aircraft fuselage door of claim 1; andSVG {EMBED HERE} 0.120.583 door frame configured to receive the aircraft fuselage door.
8\. (Currently Amended) The aircraft fuselage part of claim 7, wherein:SVG {EMBED HERE} 0.150.723 external panel includes at least a centering piece on at least a part of a periphery of the external panel;\[\[,\]\]SVG {EMBED HERE} 0.150.723 centering piece comprises a contact face configured to interact with a complementary face of the door frame,\_and\[\[,\]\]SVG {EMBED HERE} 0.150.723 contact face is configured to come into contact with the complementary face when the aircraft fuselage door is in a closed position.

9\. (Currently Amended) The aircraft fuselage part of claim 8, wherein the contact face of the centering piece and the complementary face of the door frame are configured such that the contact between the contact face and the complementary face corresponds to frustoconical contact.
10\. (Currently Amended) The aircraft fuselage part of claim 7, wherein:SVG {EMBED HERE} 0.150.723SVG {EMBED HERE} 0.150.723 internal panel of the aircraft fuselage door includes at least a seal on a periphery of the internal panel;\_and\[\[,\]\] seal is configured to come into contact with an edge of the door frame when the aircraft fuselage door is in a closed position.

11\. (Currently Amended) The aircraft fuselage part of claim 7, wherein the aircraft fuselage door includes a plurality of latches configured to block or to allow a movement of the internal panel, relative to the door frame, when the aircraft fuselage door is in a closed position.

12\. (Currently Amended) An aircraft comprising \[\[a\]\] the aircraft fuselage part of claim 7.

13\. (New) The aircraft fuselage door of claim 1, wherein the resilient connection between and connecting the internal panel and the external panel is configured to absorb a deformation and/or a movement of the internal panel without transmitting the deformation and/or the movement of the internal panel to the external panel.

14\. (New) The aircraft fuselage door of claim 1, wherein the resilient connection comprises a plurality of resilient elements between the external panel and the internal panel, wherein the resilient elements are configured to resiliently connect the external panel to the internal panel.

15\. (New) The aircraft fuselage door of claim 14, wherein the resilient elements are made of a metal.

16\. (New) The aircraft fuselage door of claim 14, wherein the resilient elements are made of a composite material.

17\. (New) An aircraft fuselage door comprising:a movable internal panel configured to be subjected to pressurization, for pressurizing an interior of a passenger cabin of the aircraft;
an aerodynamic external panel on an external face of the internal panel, in a position to cover a surface of the external face; and
a resilient connection between and connecting the external panel and the internal panel to form an internal free space between the internal panel and the external panel, such that the internal panel is movable relative to the external panel;
wherein the resilient connection comprises a plurality of resilient elements between the external panel and the internal panel; and
wherein the resilient elements comprise leaf springs.

18\. (New) The aircraft fuselage door of claim 17, wherein:the external panel and the internal panel each have a substantially rectangular shape; and
the aircraft fuselage door includes at least four resilient elements, each of which is arranged respectively in one of four corners of the rectangular shape of the external panel and of the internal panel.

19\. (New) The aircraft fuselage door of claim 17, wherein:the internal panel is movable relative to the external panel to be moved toward or away from the external panel; and,
when the internal panel is moved toward the external panel, coming into contact, at least partially, with the external panel, the resilient connection is configured to allow the internal panel to push the external panel towards the outside of the aircraft, so as to open the aircraft fuselage door; and

when the internal panel is moved away from the external panel, the resilient connection is configured to pull the external panel with the internal panel, so as to close the aircraft fuselage door.

20\. (New) The aircraft fuselage door of claim 17, wherein the external panel has at least an access hatch for allowing access to the internal panel.

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, see page 8 bottom paragraph, filed 01/09/2025, with respect to claim 1 have been fully considered and are persuasive.  The 35 USC 102 of 11/21/2024 has been withdrawn.
Allowable Subject Matter
Claims 1-20 allowed.
The following is an examiner’s statement of reasons for allowance: Prior art US 7578477 B2 French; Clive et al. teaches an internal and external panel with resilient connection, but fails to teach where panels are pressurized and “wherein the resilient connection is configured to isolate the external panel from a movement of the internal panel relative to the external panel”. French also fails to teaches where the resilient member is a leaf spring.
It would have not been obvious to one of ordinary skill in the art to add the resilient connection or the leaf spring into the pressurized internal and external aircraft door panels without the benefit of the present disclosure.
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

APPLICANT REBUTTAL: REMARKS
Status Summary
Claims 1-12 are pending in the present application and are rejected. By this response, claims are amended as indicated. Claims 13-20 are added. No claims are cancelled. No new matter is added.
Although the present communication includes alterations to the application or claims, or characterizations of claim scope or referenced art, Applicant is not conceding in this communication that previously pending claims are not patentable over the cited references. Rather, any alterations or characterizations are being made to facilitate expeditious prosecution of this application.
Reconsideration of the present application as amended based on the arguments set forth hereinbelow is respectfully requested.
Claim Re
j
ections - 35 U.S.C.
§
Claims 1-3 and 5-12 are rejected under 35 U.S.C. § 102(a)(1) as allegedly being anticipated by U.S. Pat. No. 7,578,477 to French et al. (hereinafter, "French").
This rejection is respectfully traversed.
Regarding the rejection of claim 1, Applicant respectfully notes that the Examiner alleges the "front plate 26" of French is analogous to the claimed "internal panel." Further, the Examiner alleges that claim this "front plate 26" in French is "subjected to pressurization," citing to col. 4, lines 1-5 of French for alleged support. Applicant respectfully notes that French describes how it is vital that, in the event of a depressurizing event on either side of the "second door 12" (which is the structure shown in FIGS. 2 and 3 thereof), "means permit the automatic opening of this door so as to balance the pressures between cabin 14 and cockpit 2 and thus prevent excessive stress on the aircraft structure." (French, col. 4, lines 1-4.)
Applicant respectfully submits that French discloses, in essence, that the "second door 12" actively resists a pressure gradient being present on opposite sides thereof. In French, "[i]llustrations 5 to 8 show the behavior of panels 18 when
a [depressurization event] occurs in the front of the airplane, ... on the side of the front face of second door 12." (Id., col. 5, lines 3-6.) In this circumstance, "[s]econd door 12 is designed in such a way that panels 18 give away and are sucked inside aisle 8." (Id., col. 5, lines 9-11.) French further describes that "[i]llustrations 12 to 14 show how air can circulate from the front to the back of the plane through second door 12." (Id., col. 7, lines 12-13.) For this purpose, "check valves" are disclosed in French as being provided in the "second door 12" and are used for multiple purposes, among them being "to permit ventilation to the area reserved for the crew and served by aisle 8," "during the closing of second door 12 to prevent over-pressurizing the aisle [8]," and also "in the event of a [depressurization event] inside cabin 14," in which case "air can pass from aisle 8 to cabin 14." (Id., col. 7, lines 50-56.)
With this functionality of the door of French established, Applicant respectfully submits that the Examiner's interpretation of the phrase "to be subjected to pressurization" is not commensurate with the intended scope of the claims in the instant application. Indeed, the Examiner's interpretation renders the claim language at issue almost meaningless since, in French, the "panels 18" of the "second door 12" are literally blown off the door frame (shown sequentially in FIGS. 6 and 7 of French) in the case of a depressurization of the "cockpit 2" and are provided with check valves that readily allow passage of air through the "second door 12" in the case of a depressurization of the "cabin 14."
Thus, while Applicant does not agree with the Examiner's interpretation of this "to be subjected to pressurization" claim language, Applicant has nevertheless elected to amend this claim language in an attempt to advance prosecution of the instant application. As currently amended herein, the "aircraft fuselage door" comprises "a movable internal panel configured to create a seal between an inside and an outside of an aircraft to which the aircraft fuselage door is attached and to allow a passenger cabin of the aircraft to be pressurized...." Support for this amended claim language can be found throughout the instant application as filed, including at least, for example, on p. 8, lines 12-16. No new matter is added. Applicant respectfully submits that, since the "second door 12" of French is
designed to prevent the formation of a pressure differential on opposite sides thereof, it cannot reasonably be alleged that the "second door 12" of French is "configured to create a seal between an inside and an outside of an aircraft to which the aircraft fuselage door is attached and to allow a passenger cabin of the aircraft to be pressurized," as recited in currently amended claim 1. Thus, Applicant respectfully asserts that currently amended claim 1 is not anticipated by French for at least this reason.
Applicant further respectfully notes that claim 1 is further amended herein to recite that the "aircraft fuselage door" comprises "a resilient connection between and connecting the external panel and the internal panel to form an internal free space between the internal panel and the external panel, such that the internal panel is movable relative to the external panel...." Claim 1 is also amended herein to recite that "the resilient connection is configured to isolate the external panel from a movement of the internal panel relative to the external panel." In rejecting claim 1, the Examiner alleges that the "rear plate 28" is analogous to the "aerodynamic external panel," which, in order to satisfy the claim language of original claim 1, must be established as "being resiliently connected to the [front plate 26] to form an internal free space between the internal panel and the external panel." The Examiner generally alleges that this feature is shown in FIG. 3 of French, but provides no other support or discussion for this alleged teaching of French.
Applicant respectfully submits that there is no disclosure in FIG. 3 of French, nor in any other part of French, that the "rear plate 28" is
"resiliently
connected to" the "front plate 26." Applicant respectfully notes that the word "resiliently" in this context means "capable of withstanding shock without permanent deformation or rupture." Applicant respectfully submits that there is no disclosure in French that establishes any analogous connection between the "rear plate 28" and the "front plate 26." Applicant further respectfully submits that there is no disclosure in French of any connection
between
the "rear plate 28" and the "front plate 26" that renders "the internal panel ... movable relative to the external panel" and/or "isolate[s] the [rear plate 28] from a movement of the [front plate 26] relative to the
[rear plate 28]," as is required according to the plain meaning of currently amended claim 1. Indeed, FIGS. 6 and 7 of French clearly show that, the moment the "front plates 26" begin their pivoting movement, the "spacer 38" is no longer pressed against the internal face of the "rear plates 28," thereby allowing simultaneous pivoting movement of the "rear plates 28" along with the "front plates 26," although this initial pivoting movement of the "rear plates 28" is initially small because the "rear plates 28" are hinged on an opposite end from the "front plates 26."
Thus, Applicant respectfully asserts that currently amended claim 1 is not anticipated by French for at least this reason as well.
Regarding the rejection of claim 5, Applicant respectfully notes that claim 5 is currently amended to provide greater clarity as to the scope of the subject matter intended to be claimed therein. As currently amended, claim 5 recites that the "resilient connection" recited in claim 1 is configured to allow for an opening and closing of the aircraft fuselage door itself by allowing this relative movement between the internal panel and the external panel. As recited in currently amended claim 5, "when the internal panel is moved toward the external panel, coming into contact, at least partially, with the external panel, the resilient connection is configured to allow the internal panel to push the external panel towards the outside of the aircraft, so as to open the aircraft fuselage door;" and "when the internal panel is moved away from the external panel, the resilient connection is configured to pull the external panel with the internal panel, so as to close the aircraft fuselage door." Support for this amended claim language can be found throughout the instant application as filed, including for example, original claim 5 and also from p. 14, line 21, through p. 15, line 7. No new matter is added.
In rejecting claim 5, the Examiner cites to FIG. 8 of French and states that "element 48 allows contact between element 26 and 28." Applicant respectfully submits that, according to French, "link 48 ... may be a cable, a harness, a strip or similar" that "lines from plate 26 to rear plate 48." (French, col. 5, lines 24-26.) As an example, French states that "link 48 is for instance secured to spacer 38 on one side and on wedge 39 on the other side." (Id., col. 5, lines 26-27.) Applicant respectfully submits that such a flexible structure as "link 48," attached and used
in the manner shown and described in French, is not capable of either "allow[ing] the internal panel to push the external panel towards the outside of the aircraft, so as to open the aircraft fuselage door" or "pull[ing] the external panel with the internal panel, so as to close the aircraft fuselage door." Thus, Applicant respectfully submits that French does not anticipate claim 5 for at least this reason.
Regarding claims 2, 3, and 5-12, Applicant further respectfully notes that each of these claims ultimately depends from independent claim 1 and recites additional features to those recited in independent claim 1. Thus, Applicant respectfully asserts that claims 2, 3, and 5-12 are also patentable over French for at least the same reasons as independent claim 1.
For at least these reasons, Applicant respectfully asserts that claims 1-3 and 5-12 are not anticipated by French. Thus, Applicant respectfully requests that the rejection of claims 1-3 and 5-12 under 35 U.S.C. § 102 be withdrawn and that these claims be allowed at this time.
Allowable Subject Matter
Applicant acknowledges with appreciation the Examiner's statement that, while claim 4 is objected to as depending from a rejected independent claim, this claim nevertheless recites allowable subject matter and would be allowable if rewritten in independent form, including all of the features of the independent claim and any intervening dependent claims. Applicant respectfully submits that, in light of the amendments to claim 1, from which claim 4 ultimately depends, claim 4 is in condition for allowance without the subject matter thereof being rewritten in independent claim form and early notice regarding the allowance of claim 4 is respectfully requested.
New Claims
New claims 13-20 are added. Support for new claims 13-16 can be found at least, for example, on p. 9, lines 18-20, p. 10, lines 5-10, p. 12, lines 13-17, and in claim 2 of the instant application as filed. Support for new claims 17-20 can be found at least, for example, in original claims 1-6 of the instant application as filed.
No new matter is added. Applicant respectfully notes that each of new claims 13- 16 ultimately depends from independent claim 1 and recites additional features to those recited in independent claim 1. Thus, Applicant respectfully asserts that new claims 13-16 are also patentable over French for at least the same reasons as independent claim 1. Applicant further respectfully asserts that new claim 17, as well as new claims 18-20 that depend therefrom, are in condition for allowance, at least since new claim 17 essentially constitutes claim 4 having been rewritten in independent form, which the Examiner states "would be allowable." Accordingly, Applicant respectfully asserts that new claims 13-20 are in condition for allowance and early notice regarding the same is respectfully requested.
Conclusion


CITED REFERENCE SUMMARIES: Ref US7578477B2: Claims:
1. A security door for an aircraft comprising:
an internal structure in which at least two compartments are located;
a panel mounted in each of the compartments, each panel having at least two opposite edges, and
elastically pre-stressed holding means for each panel in the corresponding compartment, wherein said elastically pre-stressed holding means release said panel in response to a predetermined load applied to said panel, in a given direction,
wherein each panel includes two plates, a front plate mounted on a front side of the door facing a front of the aircraft and a rear plate mounted parallel to said front plate and on a rear side of the door facing a rear of the aircraft, said front and rear plates being independently mounted on the internal structure so as to be separately releasable by said elastically pre-stressed holding means and such that said front and rear plates move relative to each other upon being released,
wherein, after the predetermined load is applied onto said front plate in the given direction, said elastically pre-stressed holding means release said front plate before said rear plate is released.
2. A security door according to claim 1, wherein each panel is attached to the internal structure by a link.
3. A security door according to claim 1, wherein the front and rear plates are attached to each other by a link.
4. A security door according to claim 1, further comprising a spacer located between the front and rear plates and configured to maintain the front and rear plates against corresponding edges.
5. A security door according to claim 2, wherein the internal structure of the door includes two lateral posts as well as at least one vertical intermediate post located between the two lateral posts and wherein each link connecting a panel to said internal structure connects the corresponding panel to an intermediate post of the internal structure.
6. A security door according to claim 5, wherein the two lateral posts are connected between each other by torsion boxes.
7. A security door according to claim 5, wherein the elastically pre-stressed holding means of each panel are located at the vertical intermediate post.
8. A security door according to claim 1, comprising at least eight panels arranged in two columns of four panels.
9. A security door according to claim 1, wherein the internal structure is made of a light metal alloy and wherein the panels are made of a composite material comprising a honeycomb core.
10. An aircraft comprising at least one security door according to claim 1.
11. A security door according to claim 1, wherein said holding means comprise pivoting latches mounted on a pin such that said pivoting latches pivot around said pin in order to release said panel.
12. A security door according to claim 11, wherein said internal structure comprises two lateral posts and one central post, said pin for said pivoting latches being located on said central post and not on said lateral posts.
13. A security door according to claim 2, wherein said holding means comprise pivoting latches that pivot in order to release said panel, and wherein said link is configured to link said panel to said internal structure after said pivoting latches have released said panel.
14. A security door according to claim 2, wherein after said holding means have released said panel, none of the panel's sides rests against said internal structure, and said panel is attached to said internal structure by said link.
15. A security door for an aircraft comprising:
an internal structure in which at least two compartments are located;
a panel mounted in each of the compartments, and
a holding mechanism configured to hold each panel in a corresponding compartment in the absence of a decompression in said aircraft and configured to release said each panel in response to a predetermined load being applied to said panel in the presence of the decompression in said aircraft,
wherein each panel includes two plates, a front plate mounted on a front side of the door facing a front of the aircraft and a rear plate mounted parallel to said front plate and on a rear side of the door facing a rear of the aircraft, said front and rear plates being mounted on the internal structure so as to be releasable by said holding mechanism,
wherein said internal structure includes an intermediate post,
wherein said holding mechanism includes a front latch connected to a front side of said intermediate post and that holds said front panel to the internal structure in the absence of a decompression in said aircraft,
wherein said holding mechanism includes a rear holding mechanism connected to a rear side of said intermediate post and that holds said rear panel on the internal structure in the absence of a decompression in said aircraft, and
wherein, in the presence of the decompression in said aircraft, said front latch mechanism releases said front plate before said rear plate is released.
16. A security door according to claim 15, wherein each panel is attached to the internal structure by a flexible link configured to link each plate of said panel to said internal structure after said latch mechanism releases said panel, wherein said flexible link is selected from the group consisting of a cable, a harness, and a strip.
17. A security door according to claim 16, wherein said internal structure comprises two lateral posts, said intermediate post being between said two lateral posts, wherein said flexible link is configured to link each plate of said panel to said intermediate post after said holding mechanism releases said panel.
18. An aircraft according to claim 10, comprising:
a cockpit closed by a cockpit door;
a cabin; and
an aisle between said cockpit and said cabin;
wherein said security door is located between said cockpit door and said cabin.
19. An aircraft according to claim 18, wherein said security door is located at an end of said aisle opposite said cockpit door.
20. An aircraft according to claim 18, wherein, after the predetermined load is applied onto said panel in the given direction, said elastically pre-stressed holding means release a first edge of said front plate such that said front plate pivots around a second edge of said front plate before said rear plate is released.
21. A security door according to claim 1, wherein, after said front plate pivots around the second edge of said front plate, the internal structure is configured such that a first edge of said rear plate moves toward the front of the aircraft so that the rear plate pivots around a second edge of the rear plate before said second edge of said rear plate is released.
22. A security door according to claim 15, wherein said rear holding mechanism includes an edge configured to be received between an edge of the rear plate and fingers of the rear plate.
23. A security door according to claim 1, wherein the two opposite edges of each panel are each resting against said internal structure, with one of the two opposite edges of the panel being held on said internal structure by said elastically pre-stressed holding means that release a corresponding panel in response to said predetermined load applied onto said corresponding panel.