Office Action 1: Non-Final Rejection (2024-09-06)
Rejection types: 103 - Obviousness

CLAIMS:
CLAIMS
1\. An aircraft pylon fairing extending along a longitudinal axis, the aircraft pylon fairing comprising: a wall having at least two opposite flanks oriented respectively one on each side of said longitudinal axis, a central interior cavity, the at least two opposite flanks meeting in a lower or upper part of said fairing, a front transverse rib securely fixed to said wall and extending perpendicularly on each side of said longitudinal axis, said front transverse rib comprising a through opening configured to accept a peg of an exterior structure by push-fitting in a direction parallel to said longitudinal axis, and comprising two yokes each having bores along a longitudinal axis oriented perpendicular to said longitudinal axis of the fairing and arranged facing a through opening in one of said opposing flanks, and a rear transverse rib securely fixed to said wall and extending perpendicularly on each side of said longitudinal axis and comprising two yokes each having bores along a longitudinal axis oriented perpendicular to said longitudinal axis of the fairing and arranged facing a through opening in one of said opposing flanks.
2\. An aircraft pylon fairing assembly comprising: the aircraft pylon fairing according to claim 1, and four fixing elements which are configured to each be inserted into and held in position in a bore of one of said yokes.
3\. An aircraft pylon comprising: the fairing assembly according to claim 2, and an aircraft primary structure, said aircraft primary structure comprising a peg oriented along an axis parallel to the longitudinal axis of the fairing and configured to be inserted into said through opening of said front transverse rib, and four fittings which are respectively arranged in such a way as to each be inserted into one of said yokes and each having a through opening configured to be arranged facing said bore of said yoke and configured to receive a portion of one of said four fixing elements which is inserted into said bore of said yoke, said openings in the fittings which are configured to be inserted into the yokes of the front transverse rib of said fairing having an oblong shape extending in a direction perpendicular to the longitudinal axis of the fairing, and said openings in the fittings that are configured to be inserted into the yokes of the rear transverse rib of said fairing having an oblong shape extending along an axis parallel to said longitudinal axis of said fairing, or vice versa.
4\. The aircraft pylon according to claim 3, wherein said openings in the fittings configured to be inserted into the yokes of the front transverse rib of said fairing have an oblong shape extending in a direction perpendicular to the longitudinal axis of the fairing, and wherein said openings of the fittings configured to be inserted into the yokes of the rear transverse rib of said fairing have an oblong shape extending along an axis parallel to said longitudinal axis of said fairing.
5\. The aircraft pylon according to claim 3, wherein said openings in the fittings configured to be inserted into the yokes of the front transverse rib of said fairing have an oblong shape extending in a direction parallel to the longitudinal axis of the fairing, and wherein said openings of the fittings configured to be inserted into the yokes of the rear transverse rib of said fairing have an oblong shape extending along an axis perpendicular to said longitudinal axis of said fairing.
6\. The aircraft pylon according to claim 3, wherein the peg has a conical or frustoconical shape.
7\. The aircraft pylon according to claim 3, wherein the fixing elements are countersunk screws, and wherein all or part of each of said bores comprises an internal screw thread of a shape that complements a screw thread of said screws.
8\. The aircraft pylon according to claim 3, further comprising: only six mechanical-connection interfaces between said primary structure and the fairing, said peg being duplicated and said front transverse rib comprising a second through opening.
9\. An aircraft comprising the aircraft pylon fairing according to claim 1.
10\. A method for assembling the aircraft pylon according to claim 3, the method comprising: push-fitting the fairing onto the peg of the primary structure of an aircraft pylon, then positioning said yokes of the fairing around the four fittings of the primary structure in such a way as to align said bores of said yokes with said oblong openings of said fittings, said fittings each being inserted into one of said yokes, and then inserting each of the four fixing elements into a bore of a yoke into which a fitting has been inserted and into the oblong opening in said fitting so as to hold the fairing of said aircraft pylon in position on said primary structure in a statically determinate manner.

OFFICE 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 .
Drawings
The drawings are objected to under 37 CFR 1.83(a).  The drawings must show every feature of the invention specified in the claims.  Therefore, the oblong shape extending in direction perpendicular to the longitudinal axis, the oblong shape extending along an axis parallel to the longitudinal axis, duplicated peg and second through opening in front transverse rib must be shown or the feature(s) canceled from the claim(s).  No new matter should be entered.
Corrected drawing sheets in compliance with 37 CFR 1.121(d) are required in reply to the Office action to avoid abandonment of the application. Any amended replacement drawing sheet should include all of the figures appearing on the immediate prior version of the sheet, even if only one figure is being amended. The figure or figure number of an amended drawing should not be labeled as “amended.” If a drawing figure is to be canceled, the appropriate figure must be removed from the replacement sheet, and where necessary, the remaining figures must be renumbered and appropriate changes made to the brief description of the several views of the drawings for consistency. Additional replacement sheets may be necessary to show the renumbering of the remaining figures. Each drawing sheet submitted after the filing date of an application must be labeled in the top margin as either “Replacement Sheet” or “New Sheet” pursuant to 37 CFR 1.121(d). If the changes are not accepted by the examiner, the applicant will be notified and informed of any required corrective action in the next Office action. The objection to the drawings will not be held in abeyance.
Claim Objections
Claims 1-2, 4 and 10 are objected to because of the following informalities:
In claim 1 lines 10-11, “…a longitudinal axis oriented…” should read “…an axis oriented…” to avoid confusion with a longitudinal axis of the fairing.
In claim 1 lines 14-15, “…along a longitudinal axis oriented…” should read “…along an axis oriented…” to avoid confusion with a longitudinal axis of the fairing.
In claim 2 line 4, “…in a bore of…” should read “…in the bore of…” as positively recited in claim 1 line 10.
In claim 4 lines 2-3, “…have an oblong shape extending in a direction perpendicular…” should read “…have the oblong shape extending in the direction perpendicular…” as positively recited in claim 3 lines 10-11.
In claim 4 line 6, “…have an oblong shape extending along an axis parallel…” should read “…have the oblong shape extending along the axis parallel…” as positively recited in claim 3 lines 13-14.
In claim 10 line 3, “…an aircraft pylon…” should read “…the aircraft pylon…” as positively recited in claim 3 line 1.
In claim 10 lines 8, “…into a bore of a yoke into which a fitting…” should read “…into the bore of the yoke into which the fitting…” as positively recited in claims 1 line 10 and claim 3 line 5.
Appropriate correction is required.
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.
This application currently names joint inventors. In considering patentability of the claims the examiner presumes that the subject matter of the various claims was commonly owned as of the effective filing date of the claimed invention(s) absent any evidence to the contrary.  Applicant is advised of the obligation under 37 CFR 1.56 to point out the inventor and effective filing dates of each claim that was not commonly owned as of the effective filing date of the later invention in order for the examiner to consider the applicability of 35 U.S.C. 102(b)(2)(C) for any potential 35 U.S.C. 102(a)(2) prior art against the later invention.
Claim(s) 1-2 and 9 is/are rejected under 35 U.S.C. 103 as being unpatentable over Roche (US 2009/0283631) in view of Ramlaoui et al. (US 2011/0127370).
Regarding claim 1, Roche ‘631 teaches (figures 1-6) an aircraft pylon fairing/forward aerodynamic structure (24) extending along a longitudinal axis, the aircraft pylon fairing comprising:
a wall having at least two opposite flanks oriented respectively one on each side of said longitudinal axis (clearly shown in the figure below);
a central interior cavity (clearly shown in the figure below), the at least two opposite flanks meeting in a upper part of said fairing/forward aerodynamic structure (24) (clearly seen in figures 5-6) (Para  0053);
a front transfer rib securely fixed to said wall and extending perpendicularly on each side of said longitudinal axis, said front transverse rib comprising a through opening configured to accept a peg/pin (64) of an exterior structure/fairing (33) by push-fitting in a direction parallel to said longitudinal axis (clearly shown in the figure below) (Para 0068),
a rear transverse rib securely fixed to said wall and extending perpendicularly on each side of said longitudinal axis (clearly shown in the figure below), and
the front and rear transverse ribs connected to the two opposite flanks of the wall (clearly shown in the figure below)
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but it is silent about the aircraft pylon fairing comprising:
a front transverse rib comprising two yokes each having bores along an axis oriented perpendicular to said longitudinal axis of the fairing and arranged facing a through opening in one said opposing flanks, and
a rear transverse rib comprising two yokes each having bores along an axis oriented perpendicular to said longitudinal axis of the fairing and arranged facing a through opening in one said opposing flanks.
Ramlaoui et al. ‘370 teaches (figures 5-8) a fan cowl support assembly (100) for a turbofan engine and engine pylon (50) wherein the aft end (130b) of the support is pivotally connected to the front end (52) of the pylon (50) by rear pins (181) that extend through aligned holes/bores (153) in the cooperating pivot brackets/fittings (131) and front brackets/yokes (55) wherein front holes/bores (153) extend along an axis oriented perpendicular to longitudinal axis of the fan cowl support assembly and engine pylon (clearly shown in the figure below) (Para 0028-0029, 0031).
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Therefore, 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 Roche ‘631 to incorporate the teachings of Ramlaoui et al. ‘370 to configure the aircraft pylon fairing comprising:
a front transverse rib comprising two yokes each having bores along an axis oriented perpendicular to said longitudinal axis of the fairing and arranged facing a through opening in one said opposing flanks, and
a rear transverse rib comprising two yokes each having bores along an axis oriented perpendicular to said longitudinal axis of the fairing and arranged facing a through opening in one said opposing flanks (the front and rear transverse ribs are connected to the two opposite flanks of the wall, thus each flank has a through opening to insert the pins which extends through the yokes).
One of ordinary skill in art would recognize that doing so would form a stronger joint.
Regarding claim 2, modified Roche ‘631 teaches (figures 1-6) an aircraft pylon fairing assembly comprising:
the aircraft pylon fairing according to claim 1, and
four fixing elements/pins which are configured to each be inserted into and held in position in the bore of one of said yokes (as modified by Ramlaoui et al. ‘370; four yokes each having a bore needs four fixing elements/pins).
Regarding claim 9, modified Roche ‘631 teaches (figures 1-6) an aircraft comprising the aircraft pylon fairing according to claim 1 (Para 0045).
Claim(s) 3-5, 8 and 10 is/are rejected under 35 U.S.C. 103 as being unpatentable over Roche (US 2009/0283631) and Ramlaoui et al. (US 2011/0127370) as applied to claim 2 above, and further in view of Chintapudi et al. (US 2019/0232825).
Regarding claim 3, modified Roche ‘631 teaches (figures 1-6) an aircraft pylon comprising:
the fairing assembly according to claim 2, and
an aircraft primary structure/ fairing (33) and fan cowl (34), said aircraft primary structure comprising a peg/pin (64) oriented along an axis parallel to the longitudinal axis of the fairing and configured to be inserted into said through opening of said front transverse rib (clearly shown in the figure below), and four fittings/ pivot brackets which are respectively arranged in such a way as to each be inserted into one of said yokes/ front brackets and each having a through opening configured to be arranged facing said bore of said yoke and configured to receive a portion of one of said four fixing elements which is inserted into said bore of said yoke (as modified by Ramlaoui et al. ‘370),
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but it is silent about the aircraft pylon comprising:
said openings in the fittings which are configured to be inserted into the yokes of the front transverse rib of said faring having an oblong shape extending in a direction perpendicular to the longitudinal axis of the fairing, and said openings in the fittings that are configured to be inserted into the yokes of the rear transverse rib of said fairing having an oblong shape extending along an axis parallel to said longitudinal axis of said fairing, or vice versa.
Chintapudi et al. ‘825 teaches (figures 1A-1D) a pitch clevis (100) comprising a clevis (102) , side holes (104), and a top hole (106) wherein the side holes (104) and top hole (102) of the pitch clevis (100) are oblong (Para 0046, 0049; oblong holes 104 and 102 extend in two different directions).
Therefore, it would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have further modified Roche ‘631 to incorporate the teachings of Chintapudi et al. ‘825 to configure the aircraft pylon comprising:
said openings in the fittings which are configure to be inserted into the yokes of the front transverse rib of said faring having an oblong shape extending in a direction perpendicular to the longitudinal axis of the fairing, and said openings in the fittings that are configured to be inserted into the yokes of the rear transverse rib of said fairing having an oblong shape extending along an axis parallel to said longitudinal axis of said fairing, or vice versa.
One of ordinary skill in art would recognize that doing so would provide room for mechanical tolerance during installations in two different directions.
Regarding claim 4, modified Roche ‘631 teaches (figures 1-6) the aircraft pylon wherein said openings in the fittings configured to be inserted into the yokes of the front transverse rib of said fairing have the oblong shape extending in the direction perpendicular to the longitudinal axis of the fairing, and
wherein said openings of the fittings configured to be inserted into the yokes of the rear transverse rib of said fairing having the oblong shape extending along the axis parallel to said longitudinal axis of said fairing (as modified by Chintapudi et al. ‘825).
Regarding claim 5, modified Roche ‘631 teaches (figures 1-6) the aircraft pylon wherein said openings in the fittings configured to be inserted into the yokes of the front transverse rib of said fairing have an oblong shape extending in a direction parallel to the longitudinal axis of the fairing, and
wherein said openings of the fittings configured to be inserted into the yokes of the rear transverse rib of said fairing have an oblong shape extending along an axis perpendicular to said longitudinal axis of said fairing (as modified by Chintapudi et al. ‘825).
Regarding claim 8, modified Roche ‘631 teaches (figures 1-6) the aircraft pylon comprising:
only five mechanical-connection interfaces (two at the rear transverse rib and 3 at the front transverse rib) between said primary structure and the fairing,
but it is silent about the aircraft pylon comprising:
only six mechanical-connection interfaces between said primary structure and the fairing, said peg being duplicated and said front transverse rib comprising a second through opening.
However, It would have been obvious to one having ordinary skill in the art at the time the invention was made to have the aircraft pylon comprising:
only six mechanical-connection interfaces between said primary structure and the fairing, said peg being duplicated and said front transverse rib comprising a second through opening, since it has been held that mere duplication of the essential working parts of a device involves only routine skill in the art. St. Regis Paper Co. v. Bemis Co., 193 USPQ 8.
One of ordinary skill in art would recognize that doing so would provide redundancy.
Regarding claim 10, modified Roche ‘631 teaches (figures 1-6) a method for assembling the aircraft pylon according to claim 3, the method comprising:
push-fitting the fairing/ forward aerodynamic structure (24) onto the peg/pin (64) of the primary structure of an aircraft pylon (Para 0053, 0068), then
positioning said yokes of the fairing around the four fittings of the primary structure in such a way as to align said bores of said yokes with said oblong openings of said fittings, said fittings each being inserted into one of said yokes (as modified by Ramlaoui et al. ‘370) and then
inserting each of the four fixing elements into said bore of said yoke into which said fitting has been inserted and into the oblong opening in said fitting so as to hold the fairing of said aircraft pylon in position on said primary structure in a statically determinate manner (as modified by (as modified by Ramlaoui et al. ‘370 and Chintapudi et al. ‘825).
Claim(s) 6 is/are rejected under 35 U.S.C. 103 as being unpatentable over Roche (US 2009/0283631), Ramlaoui et al. (US 2011/0127370) and Chintapudi et al. (US 2019/0232825) as applied to claim 3 above, and further in view of Prager et al. (US 2023/0192296).
Regarding claim 6, modified Roche ‘631 teaches (figures 1-6) the aircraft pylon according to claim 3 but it is silent about the aircraft pylon wherein the peg has a conical or frustoconical shape.
Prager et al. ‘296 teaches (figure 12) a pair of conical pins (570, 572) extending through holes (524, 526) in handle (511) of payload (510) to secure the handle (511) and top portion of payload (510) within the fuselage of a UAV (Para 0177).
Therefore, it would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have further modified Roche ‘631 to incorporate the teachings of Prager et al. ‘296 to configure the aircraft pylon wherein the peg has a conical shape.
One of ordinary skill in art would recognize that doing so would help to insert and align the peg into the opening.
Claim(s) 7 is/are rejected under 35 U.S.C. 103 as being unpatentable over Roche (US 2009/0283631), Ramlaoui et al. (US 2011/0127370) and Chintapudi et al. (US 2019/0232825) as applied to claim 3 above, and further in view of Paulson et al. (US 5,459,935).
Regarding claim 7, modified Roche ‘631 teaches (figures 1-6) the aircraft pylon according to claim 3 but it is silent about the aircraft pylon wherein the fixing elements are countersunk screws, and
wherein all or part of each of said bores comprises an internal screw thread of a shape that complements a screw thread of said screws.
Paulson et al. ‘935 teaches (figures 1-7) a level square (20) comprising a hinge (26) wherein hinge (26) comprises first hinge  block (38) pivotably connected to the second hinge block (40), wherein the first hinge block (38) includes a pair of spaced apart upper and lower clevis plates (80a, 80b) connected by a vertical wall (83) defining slot (82) therebetween and the second hinge block (40) includes a pivot plate (84) sized to closely fit within the slot (82), and wherein a fastener shaft or sleeve (86) fits into a cylindrical counterboard hole (88) in the upper clevis plate (80a) wherein the fastener sleeve (86) includes a dead-end threaded bore for receiving a hinge tightness screw (90) inserted into a counter sunk hole (92) in the opposite clevis plate (80b) (Col. 4 Line 8-9; Col. 5 Lines 59-67; Col. 6 Lines 1-11).
Therefore, it would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have further modified Roche ‘631 to incorporate the teachings of Paulson et al. ‘935 to configure the aircraft pylon wherein the fixing elements are countersunk screws, and
wherein all or part of each of said bores comprises an internal screw thread of a shape that complements a screw thread of said screws (countersunk screw has thread which connects mechanically with thread of the bore).
One of ordinary skill in art would recognize that doing so would create a secure joint between the fittings and the yoke without any protrusion from the joint.
Conclusion


NEXT OFFICE 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 .
EXAMINER’S AMENDMENT
An examiner’s amendment to the record appears below. Should the changes and/or additions be unacceptable to applicant, an amendment may be filed as provided by 37 CFR 1.312. To ensure consideration of such an amendment, it MUST be submitted no later than the payment of the issue fee.
Authorization for this examiner’s amendment was given in an interview with Peter M. Klobuchar on 24th December 2024.
The application has been amended as shown in the attached “Proposed Examiner’s Amendments” document.
REASONS FOR ALLOWANCE
Claim 1 is allowed.
The following is an examiner’s statement of reasons for allowance:
The structural features of the pylon fairing e.g., a front transverse rib with yokes and a through opening to accept a peg, and a rear transverse rib with yokes, an aircraft primary structure comprising a peg and fittings with oblong openings, and their arrangement is a novel concept. On top of that the applicant’s arguments, filed 6th December 2024, with respect to exterior structure as a structure indispensable for the flight is also persuasive.
Claims 4-7 and 9-10 are allowable due to dependency on claim 1.
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

CITED REFERENCE SUMMARIES: Ref US20090283631A1: [content unavailable]
Ref US20110127370A1: Claims:
A fan cowl support for an aircraft having an engine pylon, an engine fan case and an engine fan cowl, the fan cowl support comprising a support having a forward end connected to the engine fan case and an aft end connected to the engine pylon, wherein at least a portion of the engine fan cowl is connected to the support, and wherein the forward end of the support is pivotally connected to the engine fan case by a plurality of non-vertical forward links.
The fan cowl support of claim 1 wherein the aft end of the support is pivotally connected at least in part to a forward end of the engine pylon using a spherical connector
The fan cowl support of claim 1 wherein a first fan cowl door is pivotally attached to a first portion of the support and a second fan cowl door is pivotally connected to a second portion of the support.
A fan cowl assembly for a turbofan engine of a type attached to an aircraft by a pylon having a front portion and having a fan case including a forward portion that extends forward of the front portion of the pylon, the fan cowl assembly comprising: a. a support having a forward end and an aft end; b. at least one spherical connector adapted to pivotally connect the aft end of the support to the front portion of the pylon; and c. at least one forward connector adapted to connect the forward end of the support to the forward portion of the fan case.
a. a support having a forward end and an aft end;
b. at least one spherical connector adapted to pivotally connect the aft end of the support to the front portion of the pylon; and
c. at least one forward connector adapted to connect the forward end of the support to the forward portion of the fan case.
The fan cowl assembly of claim 4 wherein the forward connector is a non-vertical link having a first end pivotally connected to the forward end of the support and a second end adapted to be pivotally connected to the forward portion of the fan case.
The fan cowl assembly of claim 4 further comprising a first hinge on a first side of the support and a second hinge on a second side of the support, wherein the first and second hinges are each adapted to pivotally connect a fan cowl door to the support.
A method of supporting a portion of a fan cowl on an aircraft having an engine pylon and a turbofan engine including a fan case, the method comprising; a. providing a fan cowl support having a forward end and an aft end; b. pivotally connecting the aft end of the support to the engine pylon with a spherical connector; c. connecting the forward end of the support to the fan case; and d. connecting the portion of the fan cowl to the support.
a. providing a fan cowl support having a forward end and an aft end;
b. pivotally connecting the aft end of the support to the engine pylon with a spherical connector;
c. connecting the forward end of the support to the fan case; and
d. connecting the portion of the fan cowl to the support.
The method of claim 7 wherein connecting the forward end of the support to the fan case comprises assembling two non-vertical forward links between the forward end of the support and an underlying portion of the fan case.
The method of claim 8 wherein a first end of each non-vertical forward link is pivotally connected to the forward end of the support and a second end of each non-vertical forward link is pivotally connected to the underlying portion of the fan case.
The method of claim 7 wherein connecting the portion of the fan cowl to the support comprises pivotally connecting a first fan cowl door to a first side of the support and pivotally connecting a second fan cowl door to a second side of the support.
The method of claim 7 further comprising attaching at least one fairing to the support.
Ref US20190232825A1: Claims:
An adjustable swiveling passenger seat assembly, comprising: a set of base rails coupled to a floor, wherein the set of base rails are aligned in parallel; a plurality of pitch clevises coupled on a top surface of each of the set of base rails, wherein the plurality of pitch clevises is configured to provide a mechanical strength and stability to support a passenger seat in absence of spars; a swivel outer plate aligned in parallel relative to the floor, wherein the swivel outer plate, further comprising: a plurality of slots located on corners of the swivel outer plate; and a plurality of spacers disposed within the plurality of slots, wherein the swivel outer plate is coupled to the set of base rails with the plurality of pitch clevises through the plurality of the spacers.
a set of base rails coupled to a floor, wherein the set of base rails are aligned in parallel;
a plurality of pitch clevises coupled on a top surface of each of the set of base rails, wherein the plurality of pitch clevises is configured to provide a mechanical strength and stability to support a passenger seat in absence of spars;
a swivel outer plate aligned in parallel relative to the floor, wherein the swivel outer plate, further comprising: a plurality of slots located on corners of the swivel outer plate; and a plurality of spacers disposed within the plurality of slots, wherein the swivel outer plate is coupled to the set of base rails with the plurality of pitch clevises through the plurality of the spacers.
a plurality of slots located on corners of the swivel outer plate; and
a plurality of spacers disposed within the plurality of slots, wherein the swivel outer plate is coupled to the set of base rails with the plurality of pitch clevises through the plurality of the spacers.
The adjustable swiveling passenger seat assembly of claim 1 , further comprising: a plurality of floor fittings configured to couple each of the set of base rails with the floor.
a plurality of floor fittings configured to couple each of the set of base rails with the floor.
The adjustable swiveling passenger seat assembly of claim 1 , further comprising: a plurality of clevis pins configured to couple the plurality of pitch clevises with each of the set of base rails, wherein the plurality of clevis pins is perpendicularly aligned relative to each of the set of base rails and aligned in parallel relative to the floor.
a plurality of clevis pins configured to couple the plurality of pitch clevises with each of the set of base rails, wherein the plurality of clevis pins is perpendicularly aligned relative to each of the set of base rails and aligned in parallel relative to the floor.
The adjustable swiveling passenger seat assembly of claim 1 , wherein the plurality of pitch clevises is formed from at least one of carbon steel, steel iron nickel alloy, stainless steel, tungsten, tungsten carbide, titanium, titanium aluminide, Inconel, chromium, iron, aluminum, composite materials, carbon fibers, and polymers.
The adjustable swiveling passenger seat assembly of claim 1 , wherein a shape of the plurality of pitch clevises includes at least one of U-shape, V-shape, C-shape, and mushroom shape.
The adjustable swiveling passenger seat assembly of claim 1 , wherein the swivel outer plate is configured to support the passenger seat that rotates 360 degrees.
The adjustable swiveling passenger seat assembly of claim 1 , wherein the adjustable swiveling passenger seat assembly is configured to be used in vehicles.
The adjustable swiveling passenger seat assembly of claim 7 , wherein the vehicles that the adjustable swiveling passenger seat assembly is used include one of motor vehicles, railed vehicle, watercraft, amphibious vehicles, aircraft, or spacecraft.
An adjustable aircraft swiveling passenger seat, comprising: a set of base rails coupled to a floor within an aircraft, wherein the set of base rails are aligned in parallel to each other and are in parallel with a direction of travel; a plurality of pitch clevises coupled on a top surface of each of the set of base rails, wherein the plurality of pitch clevises is configured to provide a mechanical strength and stability in absence of spars; a swivel outer plate aligned in parallel relative to the floor, wherein the swivel outer plate, further comprising: a plurality of slots located on corners of the swivel plate; a plurality of spacers disposed within the plurality of slots, wherein the swivel outer plate is coupled to the set of base rails with the plurality of pitch clevises through the plurality of the spacers; and a swivel seat mounted on the swivel outer plate.
a set of base rails coupled to a floor within an aircraft, wherein the set of base rails are aligned in parallel to each other and are in parallel with a direction of travel;
a plurality of pitch clevises coupled on a top surface of each of the set of base rails, wherein the plurality of pitch clevises is configured to provide a mechanical strength and stability in absence of spars;
a swivel outer plate aligned in parallel relative to the floor, wherein the swivel outer plate, further comprising: a plurality of slots located on corners of the swivel plate; a plurality of spacers disposed within the plurality of slots, wherein the swivel outer plate is coupled to the set of base rails with the plurality of pitch clevises through the plurality of the spacers; and
a plurality of slots located on corners of the swivel plate;
a plurality of spacers disposed within the plurality of slots, wherein the swivel outer plate is coupled to the set of base rails with the plurality of pitch clevises through the plurality of the spacers; and
a swivel seat mounted on the swivel outer plate.
The adjustable aircraft swiveling passenger seat of claim 9 , further comprising: a plurality of floor fittings configured to couple each of the set of base rails with the floor within the aircraft.
a plurality of floor fittings configured to couple each of the set of base rails with the floor within the aircraft.
The adjustable aircraft swiveling passenger seat of claim 9 , further comprising: a plurality of clevis pins configured to couple the plurality of pitch clevises with each of the set of base rails, wherein the plurality of clevises pins is perpendicularly aligned relative to each of the set of base rails and aligned in parallel relative to the floor.
a plurality of clevis pins configured to couple the plurality of pitch clevises with each of the set of base rails, wherein the plurality of clevises pins is perpendicularly aligned relative to each of the set of base rails and aligned in parallel relative to the floor.
The adjustable aircraft swiveling passenger seat of claim 9 , wherein the plurality of pitch clevises is formed from at least one of carbon steel, steel iron nickel alloy, stainless steel, tungsten, tungsten carbide, titanium, titanium aluminide, Inconel, chromium, iron, aluminum, composite materials, carbon fibers, and polymers.
The adjustable aircraft swiveling passenger seat of claim 9 , wherein a shape of the plurality of pitch clevises includes at least one of U-shape, V-shape, C-shape, and mushroom shape.
The adjustable aircraft swiveling passenger seat of claim 9 , wherein the floor within the aircraft includes at least one of main deck floor, overhead compartment floor, and cargo compartment floor.
The adjustable aircraft swiveling passenger seat of claim 9 , wherein the swivel seat is configured to rotate 360 degrees at a yaw axis of the aircraft.
An adjustable aircraft swiveling passenger seat assembly, comprising: a set of base rails aligned in parallel to each other and are in parallel with a direction of travel; a plurality of floor fittings configured to couple each of the set of base rails with the floor of the aircraft; a plurality of pitch clevises coupled on a top surface of each of the set of base rails, wherein the plurality of pitch clevises is configured to provide mechanical strength and stability in absence of spars; a plurality of clevis pins configured to couple the plurality of pitch clevises with each of the set of base rails, wherein the plurality of clevises pins is perpendicularly aligned relative to each of the set of base rails and aligned in parallel relative to the floor within the aircraft; a swivel outer plate aligned in parallel relative to the floor, wherein the swivel outer plate, further comprising: a plurality of slots located on corners of the swivel plate; a plurality of spacers disposed within the plurality of slots, wherein the swivel outer plate is coupled to the set of base rails with the plurality of pitch clevises through the plurality of the spacers; and a protection plate disposed between the swivel outer plate and the plurality of pitch clevises.
a set of base rails aligned in parallel to each other and are in parallel with a direction of travel;
a plurality of floor fittings configured to couple each of the set of base rails with the floor of the aircraft;
a plurality of pitch clevises coupled on a top surface of each of the set of base rails, wherein the plurality of pitch clevises is configured to provide mechanical strength and stability in absence of spars;
a plurality of clevis pins configured to couple the plurality of pitch clevises with each of the set of base rails, wherein the plurality of clevises pins is perpendicularly aligned relative to each of the set of base rails and aligned in parallel relative to the floor within the aircraft;
a protection plate disposed between the swivel outer plate and the plurality of pitch clevises.
The adjustable aircraft swiveling passenger seat of claim 16 , wherein the plurality of pitch clevises is formed from at least one of carbon steel, steel iron nickel alloy, stainless steel, tungsten, tungsten carbide, titanium, titanium aluminide, Inconel, chromium, iron, aluminum, composite materials, carbon fibers, and polymers.
The adjustable aircraft swiveling passenger seat of claim 16 , wherein a shape of the plurality of pitch clevises includes at least one of U-shape, V-shape, C-shaped, and mushroom shape.
The adjustable aircraft swiveling passenger seat of claim 16 , wherein the floor within the aircraft includes at least one of main deck floor, overhead compartment floor, or cargo compartment floor.
The adjustable aircraft swiveling passenger seat of claim 16 , further comprising: a swivel seat mounted on the swivel outer plate, wherein the at least one swivel seat is configured to rotate 360 degrees at a yaw axis of the aircraft.
a swivel seat mounted on the swivel outer plate, wherein the at least one swivel seat is configured to rotate 360 degrees at a yaw axis of the aircraft.
Ref US20230192296A1: Claims:
A payload retrieval apparatus comprising: a channel having a first end and a second end provided with a curved portion, wherein the channel has a tether slot therein and is configured to receive a payload retriever attached to a tether suspended from a U AV; and a payload holder positioned at the second end of the channel on the curved portion, wherein the payload holder is adapted to hold a payload having a handle with an opening therein, wherein the curved portion is configured to change an exit angle of the payload retriever such that a lip of the payload retriever is angled upwardly to ease entry of the lip into the opening of the handle of the payload.
a channel having a first end and a second end provided with a curved portion, wherein the channel has a tether slot therein and is configured to receive a payload retriever attached to a tether suspended from a U AV; and
a payload holder positioned at the second end of the channel on the curved portion,
wherein the payload holder is adapted to hold a payload having a handle with an opening therein,
wherein the curved portion is configured to change an exit angle of the payload retriever such that a lip of the payload retriever is angled upwardly to ease entry of the lip into the opening of the handle of the payload.
The payload retrieval apparatus of claim 1 , wherein the channel has an interior having cams or slots adapted to cooperate with external cams or slots on the payload retriever to orient the payload retriever within the channel.
The payload retrieval apparatus of claim 2 , wherein the curved portion allows for a top of the payload retriever to contact the handle upon exiting the channel such that a portion of the handle over the opening in the handle contacts the payload retriever and the portion over the opening slides down the payload retriever until the lip of the payload retriever extends into the opening in the handle. es
The payload retrieval apparatus of claim 1 , wherein spring loaded pins extend into the interior of the channel, and upon engagement with the top of the payload retriever engage cams on the payload retriever that rotate the payload retriever into a desired position.
The payload retrieval apparatus of claim 4 , wherein the spring loaded pins extend into the curved portion.
The payload retrieval apparatus of claim 1 , wherein the handle of the payload provides a spring action upon entry of the lip into the opening of the handle of the payload to rotate the payload retriever into a desired position.
A system for payload retrieval comprising: a stand or base having an upper end and a lower end; a tether slot positioned in a channel having a first end and a second end, the channel positioned over the stand or base, wherein the channel includes a mechanical structure configured to engage a payload retriever positioned within the channel, wherein the payload retriever is attached to a tether suspended from a UAV; and a payload holder positioned near the second end of the channel and adapted to secure a payload.
a stand or base having an upper end and a lower end;
a tether slot positioned in a channel having a first end and a second end, the channel positioned over the stand or base,
wherein the channel includes a mechanical structure configured to engage a payload retriever positioned within the channel, wherein the payload retriever is attached to a tether suspended from a UAV; and
a payload holder positioned near the second end of the channel and adapted to secure a payload.
The system of claim 7 , wherein the payload retriever attached to a tether suspended by a UAV comprises a capsule having a slot with a lip below the slot adapted to engage a handle of the payload.
The system of claim 8 , wherein the channel has an interior having earns or slots in engagement with external cams or slots on the capsule. to orient the capsule within the channel.
The system of claim 8 , wherein a carriage that pivots secures the payload retriever and is rotatable to extend the lip of the payload retriever into an opening in the handle of the payload.
The system of claim 8 , wherein a spring loaded rotational pusher is configured to engage with a lower portion of the payload retriever to move or rotate the payload retriever into a desired position.
The system of claim 8 , wherein a linear spring plunger is extendable into the channel to engage a lower portion of the payload retriever to position the lip beneath the slot into a desired position.
The system of claim 8 , wherein a leaf spring extends into the channel to engage a lower portion of the payload retriever to position the lip beneath the slot into a desired position.
The system of claim 8 , wherein protrusions are positioned on an inside of the channel such that when a top of the payload retriever comes into contact with the protrusions, a bottom of the payload retriever and lip thereof is forced towards an opening in the handle of the payload.
A method of retrieving a payload from a payload retrieval apparatus comprising: providing a channel having a first end and a second end provided with a curved portion, wherein the channel has a tether slot therein and is configured to receive a payload retriever attached to a tether suspended from a UAV, and a payload holder positioned at the second end of the channel on the curved portion, wherein the payload holder is ada
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