Office Action 1: Non-Final Rejection (2024-11-21)
Rejection types: 102 - Lack of Novelty

CLAIMS:
CLAIMS

1\. An aircraft fuselage door comprising a movable internal panel to be subjected to pressurization, the door comprising an aerodynamic external panel, the external panel being on an external face of the internal panel, covering a surface of the external face and being resiliently connected to the internal panel to form an internal free space between the internal panel and the external panel, the internal panel being movable relative to the external panel.SVG {EMBED HERE} 0.1030.063SVG {EMBED HERE} 0.1030.063

2\. The door of claim 1, comprising a plurality of resilient elements between the external panel and the internal panel, the resilient elements being configured to resiliently connect the external panel to the internal panel.

3\. The door of claim 2, wherein the external panel and the internal panel each
have a substantially rectangular shape and the door includes at least four resilient elements arranged respectively in four corners of the rectangular shape of the external panel and of the internal panel.

4\. The door of claim 2, wherein the resilient elements comprise leaf springs.

5\. The door of claim 1, wherein the internal panel is movable relative to the external panel to be moved toward or away from the external panel, the internal panel being configured to:SVG {EMBED HERE} 0.1030.063SVG {EMBED HERE} 0.1030.063

push the external panel when it is moved toward the external panel, coming into contact, at least partially, with the external panel; and
pull the external panel with it when it is moved away from the external panel.

6\. The door of claim 1, wherein the external panel has at least an access hatch for allowing access to the internal panel.

7\. An aircraft fuselage part comprising a door of claim 1 and a door frame receiving the door.

8\. The fuselage part of claim 7, wherein the external panel includes at least a centering piece on at least a part of a periphery of the external panel, the centering piece comprising a contact face configured to interact with a complementary face of the frame, the contact face being configured to come into contact with the
complementary face when the door is in a closed position.

9\. The fuselage part of claim 8, wherein the contact face of the centering piece and the complementary face of the frame are configured such that the contact between the contact face and the complementary face corresponds to
frustoconical contact.SVG {EMBED HERE} 0.1030.063SVG {EMBED HERE} 0.1030.063

10\. The fuselage part of claim 7, wherein the internal panel of the door includes at least a seal on a periphery of the internal panel, the seal being configured to come into contact with an edge of the frame when the door is in a closed position.

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

12\. An aircraft comprising a fuselage part of claim 7. 5 10 15 20

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 .
Claim Rejections - 35 USC § 102
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 the appropriate paragraphs of 35 U.S.C. 102 that form the basis for the rejections under this section made in this Office action:
A person shall be entitled to a patent unless –
(a)(1) the claimed invention was patented, described in a printed publication, or in public use, on sale, or otherwise available to the public before the effective filing date of the claimed invention.
Claim(s) 1-3 and 5-12 is/are rejected under 35 U.S.C. 102(a)(1) as being anticipated by US 7578477 B2 French; Clive et al.
1.	Regarding claim 1, French teaches, an aircraft fuselage door (fig. 1, element 10) comprising a movable internal panel (fig. 3, element 26) to be subjected to pressurization (col. 4, lines 1-5 pressure), the door comprising an aerodynamic external panel (fig. 3, element 28), the external panel being on an external face of the internal panel, covering a surface of the external face and being resiliently connected to the internal panel to form an internal free space between the internal panel and the external panel (fig. 3), the internal panel being movable relative to the external panel (fig. 6, elements 26 and 28).
2.	Regarding claim 2, French teaches, the door of claim 1, comprising a plurality of resilient elements between the external panel and the internal panel (fig. 3, elements 38), the resilient elements being configured to resiliently connect the external panel to the internal panel (fig. 3).
3.	Regarding claim 3, French teaches, the door of claim 2, wherein the external panel and the internal panel each have a substantially rectangular shape (fig. 2) and the door includes at least four resilient elements arranged respectively in four corners of the rectangular shape of the external panel and of the internal panel (col. 4, lines 30-31 “Each panel 18 comprises two plates: one front plate 26 and one rear plate 28”, fig, 3, elements 38 and each side).
4.	Regarding claim 5, French teaches, the door of claim 1, wherein the internal panel is movable relative to the external panel to be moved toward or away from the external panel (fig. 6, elements 26 and 28), the internal panel being configured to: push the external panel when it is moved toward the external panel, coming into contact, at least partially (fig. 8, element 48 allows contact between element 26 and 28), with the external panel; and pull the external panel with it when it is moved away from the external panel (fig. 8).
5.	Regarding claim 6, French teaches, the door of claim 1, wherein the external panel has at least an access hatch for allowing access to the internal panel (fig. 13, element 74).
6.	Regarding claim 7, French teaches, an aircraft fuselage part comprising a door of claim 1 and a door frame receiving the door (fig. 9).
7.	Regarding claim 8, French teaches, the fuselage part of claim 7, wherein the external panel includes at least a centering piece on at least a part of a periphery of the external panel (fig. 6, element 39), the centering piece comprising a contact face configured to interact with a complementary face of the frame, the contact face being configured to come into contact with the complementary face when the door is in a closed position (fig. 6, element 39, col. 4, lines 49-52).
8.	Regarding claim 9, French teaches, the fuselage part of claim 8, wherein the contact face of the centering piece and the complementary face of the frame are configured such that the contact between the contact face and the complementary face corresponds to frustoconical contact (fig. 13 element 38 and 39).
9.	Regarding claim 10, French teaches, the fuselage part of claim 7, wherein the internal panel of the door includes at least a seal on a periphery of the internal panel, the seal being configured to come into contact with an edge of the frame when the door is in a closed position (fig. 3, element 30).
10.	Regarding claim 11, French teaches, the fuselage part of claim 7, wherein the door includes a plurality of latches configured to block or to allow a movement of the internal panel, relative to the frame, when the door is in a closed position (fig. 3. element 34).
11.	Regarding claim 12, French teaches, an aircraft comprising a fuselage part of claim 7 (fig. 1).
Allowable Subject Matter
Claim 4 objected to as being dependent upon a rejected base claim, but would be allowable if rewritten in independent form including all of the limitations of the base claim and any intervening claims. The following is a statement of reasons for the indication of allowable subject matter:  Prior art French teaches an aircraft door with a resilient member, but fails to teach 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 leaf spring between the door panels without the benefit of the present disclosure.
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

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 .
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

CITED REFERENCE SUMMARIES: Ref US20150047275A1: Claims:
A deformable aircraft window assembly, comprising: a first panel having a first surface and a second surface, wherein in a first state in which there is no pressure difference between the first surface and the second surface the first panel has a first cross-sectional shape, and wherein in a second state in which there is a pressure difference between first surface and the second surface, the first panel has an outwardly convex shape, wherein the first cross-sectional shape of the first panel is selected from the group consisting of planar, outwardly convex, and inwardly convex.
a first panel having a first surface and a second surface, wherein in a first state in which there is no pressure difference between the first surface and the second surface the first panel has a first cross-sectional shape, and wherein in a second state in which there is a pressure difference between first surface and the second surface, the first panel has an outwardly convex shape,
wherein the first cross-sectional shape of the first panel is selected from the group consisting of planar, outwardly convex, and inwardly convex.
The window assembly of claim 1 , including a second panel spaced from the first panel.
The window assembly of claim 2 , wherein at least one of the first panel and the second panel is a cast-to-shape polyurethane panel.
The window assembly of claim 1 , wherein the first panel comprises a bulbous peripheral edge configured to engage a receiver in a mounting frame.
The window assembly of claim 1 , wherein the first panel is configured to engage a frame such that the outer surface of the first panel is offset from an outer contour of an aircraft fuselage.
The window assembly of claim 1 , wherein the first panel includes a plurality of cast mounting holes located adjacent a peripheral edge of the first panel.
The window assembly of claim 1 , wherein the first panel comprises an angled peripheral edge, wherein the angled peripheral edge engages a seal, and wherein the seal is adhesively bonded to a frame.
The window assembly of claim 7 , further including a flexible wire embedded in the seal.
The window assembly of claim 1 , further including a peripheral gasket, wherein an inner edge portion of the peripheral gasket is embedded in the first panel, and an outer peripheral edge portion of the gasket extends beyond the peripheral edge of the first panel.
The window assembly of claim 9 , wherein the gasket includes a plurality of throughbores in the inner edge portion of the gasket embedded in the first panel.
The window assembly of claim 9 , wherein the gasket includes a plurality of mounting holes located in the outer edge portion of the gasket extending beyond the peripheral edge of the first panel.
The window assembly of claim 1 , including a wire grid embedded in the first panel.
The window assembly of claim 2 , including a functional coating located on at least one of the first panel and the second panel.
The window assembly of claim 2 , including a transparent, compressible material positioned between the first panel and the second panel such that there is no air gap between the first panel and the second panel.
The window assembly of claim 2 , wherein the second panel includes a substantially flat outer surface, and an electrochromic assembly is located on the outer surface of the second panel.
The window assembly of claim 2 , wherein at least one of the first panel and the second panel has a thickness variation across a width of the panel.
The window assembly of claim 2 , including a gradient coating located on a surface of at least one of the first panel and the second panel.
A deformable aircraft window assembly, comprising: a first panel having a first surface and a second surface, wherein in a first state in which there is no pressure difference between the first surface and the second surface the first panel has a planar cross-sectional shape, and wherein in a second state in which there is a pressure difference between first surface and the second surface, the first panel has an outwardly convex shape.
a first panel having a first surface and a second surface, wherein in a first state in which there is no pressure difference between the first surface and the second surface the first panel has a planar cross-sectional shape, and wherein in a second state in which there is a pressure difference between first surface and the second surface, the first panel has an outwardly convex shape.
The window assembly of claim 18 , wherein the first panel is a cast-to-shape polyurethane panel.
A deformable aircraft window assembly, comprising: a first panel having a first surface and a second surface, wherein in a first state in which there is no pressure difference between the first surface and the second surface the first panel has a first cross-sectional shape, and wherein in a second state in which there is a pressure difference between first surface and the second surface, the first pan& has an outwardly convex shape, wherein the first cross-sectional shape of the first panel is selected from the group consisting of planar, outwardly convex, and inwardly convex, wherein the first panel is a cast-to-shape polyurethane panel, and wherein the first panel includes a plurality of cast mounting holes located adjacent a peripheral edge of the first panel; and a second panel spaced from the first panel.
a first panel having a first surface and a second surface, wherein in a first state in which there is no pressure difference between the first surface and the second surface the first panel has a first cross-sectional shape, and wherein in a second state in which there is a pressure difference between first surface and the second surface, the first pan& has an outwardly convex shape, wherein the first cross-sectional shape of the first panel is selected from the group consisting of planar, outwardly convex, and inwardly convex, wherein the first panel is a cast-to-shape polyurethane panel, and wherein the first panel includes a plurality of cast mounting holes located adjacent a peripheral edge of the first panel; and
a second panel spaced from the first panel.
Ref US20090152398A1: Claims:
Device for limiting the deflection of a door ( 1 ), particularly a hatch or a freight door, arranged in a fuselage cell ( 3 ) of an aircraft, having at least one holding element ( 5 ) preferably arranged in the region of a door jamb ( 4 ) or in the region of a door leaf edge ( 7 ), characterised in that if there is a sufficient pressure difference Δp between the internal pressure pi prevailing in the fuselage cell ( 3 ) and the outside air pressure pa prevailing outside of the fuselage cell ( 3 ) the at least one holding element ( 5 ) can be brought into engagement with at least one abutment ( 6 ) arranged in the region of the door leaf edge ( 7 ) or the door jamb ( 4 ).
characterised in that
if there is a sufficient pressure difference Δp between the internal pressure pi prevailing in the fuselage cell ( 3 ) and the outside air pressure pa prevailing outside of the fuselage cell ( 3 ) the at least one holding element ( 5 ) can be brought into engagement with at least one abutment ( 6 ) arranged in the region of the door leaf edge ( 7 ) or the door jamb ( 4 ).
Device according to claim 1 , characterised in that the at least one holding element ( 5 ) is a piston ( 10 ) guided resiliently in a cylinder ( 9 ) with a piston rod ( 11 ) and the at least one abutment ( 6 ) is preferably formed as at least one recess ( 17 ), wherein the piston rod ( 11 ) can, as a result of the pressure difference Δp, be brought against the effect of a spring ( 12 ) into the at least one recess ( 17 ) for the purpose of deflection limitation of the door ( 1 ).
Device according to claim 2 , characterised in that the spring ( 12 ) is pre-stressed.
Device according to claim 2 , characterised in that the cylinder ( 9 ) comprises at least one pressure compensation channel ( 13 ).
Device for limiting the deflection of a door ( 24 , 46 ), particularly a hatch or a freight door, arranged in a fuselage cell ( 26 , 48 ) of an aircraft, having at least one holding element ( 30 , 55 ) and at least one abutment ( 31 , 52 ), characterised in that in case of a sufficiently large pressure difference Δp the at least one holding element ( 30 , 55 ) pivots automatically or can be manually pivoted and can hereby be brought into engagement with the at least one abutment ( 31 , 52 ).
in case of a sufficiently large pressure difference Δp the at least one holding element ( 30 , 55 ) pivots automatically or can be manually pivoted and can hereby be brought into engagement with the at least one abutment ( 31 , 52 ).
Device according to claim 5 , characterised in that the at least one holding element ( 30 ) is a lever ( 35 ) coupled to an elastic membrane ( 39 ) which has a hook ( 37 ), wherein the membrane ( 39 ) is subjected to the pressure difference Δp between an internal pressure pi prevailing in the fuselage cell ( 26 ) and an outside air pressure pa prevailing outside of the fuselage cell ( 26 ) in such a way that if there is a sufficiently large pressure difference Δp the hook ( 37 ) can be brought into engagement with a barbed hook ( 42 ) as an abutment ( 31 ).
Device according to claim 5 , characterised in that the membrane ( 39 ) is arranged in the region of a door jamb ( 29 ) or in the region of a door leaf edge ( 32 ) and completely covers a recess ( 40 ) arranged therein, wherein the pressure difference Δp acts on the membrane ( 39 ).
Device according to claim 5 , characterised in that the lever ( 35 ) is connected so as to be pivotable by means of a joint ( 34 ) in the region of the door jamb ( 29 ) or in the region of the door leaf edge ( 32 ) and the hook ( 37 ) is arranged at a lever end ( 36 ) pointing away from this.
Device according to claim 5 , characterised in that the lever ( 35 ) is provided with a pin ( 38 ) and the membrane ( 39 ) lies against the pin ( 38 ) or is connected to it in a jointed way.
Device according to claim 5 , characterised in that the barbed hook ( 42 ) comprises a thickened area ( 43 ) for holding the hook ( 37 ).
Device according to claim 5 , characterised in that the membrane ( 39 ) is coupled to a spring ( 45 ) in such a way that the hook ( 37 ) of the lever ( 35 ) lifts away from the barbed hook ( 42 ) if there is a pressure difference Δp of around 0 hPa.
Device according to claim 5 , characterised in that the at least one holding element ( 55 ) is at least one lever ( 57 ) with a hook ( 59 ) connected so as to be pivotable by means of a joint ( 56 ) in the region of a door leaf edge ( 54 ) or in the region of a door jamb ( 51 ) and in that the at least one abutment ( 52 ) is formed in particular as a barbed hook ( 53 ), wherein the lever ( 57 ) can be pivoted manually in such a way that the hook ( 59 ) can be brought into engagement with the at least one barbed hook ( 53 ) arranged in the region of the door jamb ( 51 ) or in the region of the door leaf edge ( 54 ).
Ref US4474348A: Claims:
In combination with an aircraft door of the type adapted to be shifted outwardly and inwardly to open and close an ingress/egress opening in the aircraft fuselage during door opening and closing operations, respectively, about a generally vertical but inwardly canted hinge axis defined by a torque tube mounted in said fuselage with freedom for rotation about said axis and drivingly coupled to said door by hinge link defining means, and wherein said door is required to move upwardly during the initial portion of both door opening movement and door closing movement as a direct result of pivotal door movement about said generally vertical inwardly canted hinge axis, the improvement comprising a spring operated door counterbalance hinge assembly comprising: (a) cantilever spring defining means; (b) spring deflection means; (c) one of said cantilever spring defining means and said spring deflection means being fixedly secured to said fuselage; and, (d) the other of said cantilever spring defining means and said spring deflection means being fixedly secured to and projecting laterally from said torque tube for rotation therewith and being positioned thereon such that said spring deflection means engages said cantilever spring defining means during at least that portion of torque tube rotation coincident with the downslope movement of said door about said generally vertical inwardly canted hinge axis in at least one of a door closing operation and a door opening operation for deflecting said cantilever spring defining means and storing energy therein so that when said door is moved in an upslope direction during at least one of a door opening operation and a door closing operation, said deflected cantilever spring defining means cooperates with said spring deflection means to impart rotational torque to said torque tube in the direction of rotation thereof for minimizing the amount of torque that must be manually applied to rotate said door about said inwardly canted hinge axis in an upslope direction.
(a) cantilever spring defining means;
(b) spring deflection means;
(c) one of said cantilever spring defining means and said spring deflection means being fixedly secured to said fuselage; and,
(d) the other of said cantilever spring defining means and said spring deflection means being fixedly secured to and projecting laterally from said torque tube for rotation therewith and being positioned thereon such that said spring deflection means engages said cantilever spring defining means during at least that portion of torque tube rotation coincident with the downslope movement of said door about said generally vertical inwardly canted hinge axis in at least one of a door closing operation and a door opening operation for deflecting said cantilever spring defining means and storing energy therein so that when said door is moved in an upslope direction during at least one of a door opening operation and a door closing operation, said deflected cantilever spring defining means cooperates with said spring deflection means to impart rotational torque to said torque tube in the direction of rotation thereof for minimizing the amount of torque that must be manually applied to rotate said door about said inwardly canted hinge axis in an upslope direction.
The combination as set forth in claim 1 wherein said door moves upslope through an angle of rotation Î² during the initial portion of door opening movement, downslope through an angle of rotation Î¸ during the latter portion of door opening movement, upslope through the angle of rotation Î¸ during the initial portion of door closing movement, and downslope through the angle of rotation Î² during the latter portion of door closing movement.
The combination as set forth in claim 2 wherein said cantilever spring defining means and said spring deflection means interact to deflect said cantilever spring defining means during at least a portion of downslope movement of said door through said angle of rotation Î¸ for deflecting said cantilever spring defining means when said door is fully opened and storing energy therein so that upon manual rotation of said door from a fully opened position towards a fully closed position, the energy stored in said deflected cantilever spring defining means imparts a rotational torque to said torque tube during at least a portion of upslope movement of said door through said angle Î¸ for minimizing the amount of manually applied torque required to close said door.
The combination as set forth in claim 2 wherein said cantilever spring defining means and said spring deflection means interact to deflect said cantilever spring defining means during at least a portion of downslope movement of said door through said angle of rotation Î² for deflecting said cantilever spring defining means when said door is fully closed and storing energy therein so that upon manual rotation of said door from a fully closed position to a fully opened position, the energy stored in said deflected cantilever spring defining means imparts a rotational torque to said torque tube during at least a portion of upslope movement of said door through said angle Î² for minimizing the amount of manually applied torque required to open said door.
The combination as set forth in claim 2 wherein said cantilever spring defining means and said spring deflection means interact to deflect said cantilever spring defining means during at least a portion of downslope movement of said door through said angles of rotation Î¸ and Î² for deflecting said cantilever spring defining means when said door is fully opened and fully closed and storing energy therein so that upon manual rotation of said door between fully opened and fully closed positions, the energy stored in said deflected cantilever spring defining means imparts a rotational torque to said torque tube during at least a portion of upslope movement of said door through said angles Î² and Î¸ for minimizing the amount of manually applied torque required to open and close said door.
The combination as set forth in claim 3 wherein said cantilever spring defining means and said spring deflection means interact to impart rotational torque to said torque tube throughout a rotational angle on the order of about 30Â° as said door moves in an upslope closing direction through said angle Î¸.
The combination as set forth in claim 4 wherein said cantilever spring defining means and said spring deflection means interact to impart rotational torque to said torque tube throughout a rotational angle on the order of about 30Â° as said door moves in an upslope opening direction through said angle Î².
The combination as set forth in claim 5 wherein said cantilever spring defining means and said spring deflection means interact to impart rotational torque to said torque tube throughout a rotational angle on the order of about 30Â° as said door moves in an upslope closing direction through said angle Î¸ and in an upslope opening direction through said angle Î².
The combination as set forth in claim 1 wherein at least one of said cantilever spring defining means and said spring deflection means includes means for controllably adjusting the angle of deflection of said cantilever spring defining means.
The combination as set forth in claim 1 wherein said spring deflection means is fixedly secured to said torque tube and said cantilever spring defining means is fixedly secured to said fuselage and extends into the path of rotational movement of said spring deflection means as said torque tube rotates.
The combination as set forth in claim 10 wherein said door moves upslope through an angle of rotation Î² during the initial portion of door opening movement, downslope through an angle of rotation Î¸ during the latter portion of door opening movement, upslope through the angle of rotation Î¸ during the initial portion of door closing movement, and downslope through the angle of rotation Î² during the latter portion of door closing movement.
The combination as set forth in claim 11 wherein said cantilever spring defining means and said spring deflection means interact to deflect said cantilever spring defining means during at least a portion of downslope movement of said door through said angle of rotation Î¸ for deflecting said cantilever spring defining means when said door is fully opened and storing energy therein so that upon manual rotation of said door from a fully opened position towards a fully closed position, the energy stored in said deflected cantilever spring defining means imparts a rotational torque to said torque tube during at least a portion of upslope movement of said door through said angle Î¸ for minimizing the amount of manually applied torque required to close said door.
The combination as set forth in claim 11 wherein said cantilever spring defining means and s
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