Office Action 2: Final Rejection (2024-05-21)
Rejection types: 102 - Lack of Novelty, 103 - Obviousness

CLAIMS:
AMENDMENTS TO THE CLAIMS

1\. (original) An aircraft seat, comprising:- a seat chassis ;
\- a seat assembly comprising a seat pan, a seat back, and a leg rest ;
\- the seat pan being mounted to the seat chassis by a first pivoting connection defining a seat pan pivot axis about which the seat pan pivots, the location of the seat pan pivot axis being fixed relative to the seat chassis.
\- the lea rest being mounted to said seat pan by a pivoting connection defining a lea rest pivot axis about which the leg rest pivots:
\- at least one seat pan link for controlling pivoting of the seat pan about said seat pan pivot axis ; and
\- at least one leg rest link connected to the leg rest and the at least one seat pan link:
\- wherein the at least one seat pan link is coupled to the seat pan in front of the seat pan pivot axis .

2-58. (canceled).357

59\. (new) An aircraft seat as claimed in claim 1, wherein the seat chassis comprises:- at least one seat pan track; and
\- at least one seat pan follower adapted to travel in said at least one seat pan track, the at least one seat pan follower being connected to the at least one seat pan link.

60\. (new) An aircraft seat as claimed in claim 1, wherein the seat back is mounted to said seat pan by a second pivoting connection, the second pivoting connection defining a seat back pivot axis about which the seat back pivots.

61\. (new) An aircraft seat as claimed in claim 60, wherein said seat pan pivot axis is located in front of the seat back pivot axis; and the seat pan pivot axis is located between the seat back pivot axis and a mid-point of the seat pan.

62\. (new) An aircraft seat as claimed in claim 60, comprising at least one recline link coupled to the seat back.

63\. (new) An aircraft seat as claimed in claim 62, wherein the at least one recline link is connected to the at least one seat pan link.

64\. (new) An aircraft seat as claimed in claim 63, wherein the at least one aircraft seat pan link, the at least one recline link, and the at least one leg rest link connect the seat pan, the seat back and the leg rest such that adjusting an incline angle of the seat pan changes a recline angle of the seat back and a deployment angle of the leg rest.

65\. (new) An aircraft seat as claimed in claim 1, wherein the leg rest is extendible.

66\. (new) An aircraft seat as claimed in claim 1, comprising:- at least one leg rest track; and
\- at least one leg rest follower adapted to travel in said at least one leg rest track, the at least one leg rest follower being connected to said at least one leg rest link.

67\. (new) An aircraft seat as claimed in claim 1, comprising a leg rest decoupling mechanism operable selectively to decouple the leg rest link from the leg rest.

68\. (new) An aircraft seat as claimed in claim 65, wherein the leg rest comprises a base portion and an extending portion, the extending portion being movable relative to the base portion to extend the leg rest.

69\. (new) An aircraft seat as claimed in claim 68, wherein the leg rest comprises a cam track and a cam follower for controlling movement of the extending portion.

70\. (new) An aircraft seat as claimed in claim 69, wherein the cam follower is disposed on a pivotally mounted arm.

71\. (new) An aircraft seat as claimed in claim 69, wherein the cam track comprises at least one recess for retaining the extending portion in an extended position, wherein each recess comprises an aperture for receiving the cam follower to retain the extending portion in the extended position.

72\. (new) An aircraft seat as claimed in claim 71, comprising cam follower biasing means for biasing the cam follower into the aperture.

73\. (new) An aircraft seat as claimed in claim 68, comprising extending portion biasing means for biasing the extending portion towards the base portion.

74\. (new) An aircraft seat as claimed in claim 73, wherein the extending portion biasing means comprises at least one tension gas spring.

75\. (new) An aircraft seat as claimed in claim 65, wherein the at least one leg rest link coupled to the leg rest controls extension of the leg rest.

76\. (new) An aircraft comprising one or more aircraft seat as claimed in claim 1.

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
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.
(a)(2) the claimed invention was described in a patent issued under section 151, or in an application for patent published or deemed published under section 122(b), in which the patent or application, as the case may be, names another inventor and was effectively filed before the effective filing date of the claimed invention.
Claims 1, 59-65, 68, 73 and 75-76 are rejected under 35 U.S.C. 102(a)(1) as being anticipated by Dowty et al. (US 2010/0253129 A1), hereinafter Dowty.
Regarding claim 1, Dowty discloses an aircraft seat (passenger seat 100, Fig. 3) comprising:
- a seat chassis (rigid frame 110, Fig. 3);
- a seat assembly (Examiner notes the assembly in Fig. 3) comprising a seat pan (seat pan 20, Fig. 3), a seat back (seat back 40, Fig. 3), and a leg rest (leg rest 30, Fig. 3);
- the seat pan being mounted to the seat chassis by a first pivoting connection (seat pan link 26, Fig. 3) defining a seat pan pivot axis about which the seat pan pivots (Examiner notes a seat pan pivot axis defined at the bottom pivot pin point of 26, see Fig. 3; §[0022]), the location of the seat pan pivot axis being fixed relative to the seat chassis (Examiner notes the pivot point is defined by a link fixed with respect to the stationary frame 110, see §[0022]);
-the leg rest being mounted to said seat pan by a pivoting connection defining a leg rest pivot axis about which the leg rest pivots (Examiner notes connection at 38, Fig. 3 and associated pivot axis);
- at least one seat pan link (Examiner notes y-shaped leg rest pivot yoke 32 Fig. 3) for controlling pivoting of the seat pan about said seat pan pivot axis (§[0019]); and
-at least one leg rest link (leg support link 36, Fig. 3) connected to the leg rest and the at least one seat pan link (Fig. 3);
- wherein the at least one seat pan link is coupled to the seat pan in front of the seat pan pivot axis (Examiner notes the at least one seat pan link 32 is coupled to the seat pan at pin 122, which is in front of the seat pan pivot axis defined at 26, Fig. 3).
Regarding claim 59, Dowty discloses an aircraft seat as claimed in claim 1, wherein the seat chassis comprises:
- at least one seat pan track (Examiner notes the lower surface of the seat pan as described in §[0022]; and
- at least one seat pan follower (roller, §[0022]) adapted to travel in said at least one seat pan track (§[0022], Movement of the seat pan 20 is guided by a seat pan link 26 and a roller that bears upon the lower surface of the seat pan. When the actuator 12 extends to recline the seat 100, the seat pan link 26 guides the seat pan 20 forward, by approximately 4 inches in one particular example, with respect to the stationary frame 110. In moving from its TTL position in FIG. 1 to its maximally reclined position in FIG. 3, the seat pan moves forward overall, with its forward end raising and its rearward end lowering for the comfort of a seated passenger),  the at least one seat pan follower being connected to the at least one seat pan link (Examiner notes the follower is connected to seat pan link 32 via the set pan, as depicted in Fig. 3).
Regarding claim 60, Dowty discloses an aircraft seat as claimed in claim 1, wherein the seat back is mounted to said seat pan by a second pivoting connection (seat back link 44, Fig. 3), the second pivoting connection defining a seat back pivot axis about which the seat back pivots (examiner notes pivot axis defined by 44, Fig. 3).
Regarding claim 61, Dowty discloses an aircraft seat as claimed in claim 60, wherein said seat pan pivot axis is located in front of the seat back pivot axis (Fig. 3); and
the seat pan pivot axis is located between the seat back pivot axis and a mid-point of the seat pan (Fig. 3).
Regarding claim 62, Dowty discloses an aircraft seat as claimed in claim 60, comprising at least one recline link coupled to the seat back (lever 42, Fig. 3).
Regarding claim 63, Dowty discloses an aircraft seat as claimed in claim 62, wherein the at least one recline link is connected to the at least one seat pan link (Examiner notes the recline link 42 is connected to the seat pan link 32 via the seat pan, Fig. 3).
Regarding claim 64, Dowty discloses an aircraft seat as claimed in claim 63, wherein the at least one aircraft seat pan link, the at least one recline link, and the at least one leg rest link connect the seat pan, the seat back and the leg rest such that adjusting an incline angle of the seat pan changes a recline angle of the seat back and a deployment angle of the leg rest (see recline positions from Fig. 1 through Fig. 3; Examiner notes that adjusting an incline angle of the seat pan changes a recline angle of the seat back and a deployment angle of the leg rest).
Regarding clam 65, Dowty discloses an aircraft seat as claimed in claim 1, wherein the leg rest is extendible (Examiner note the extendible nature of the leg rest depicted in Fig. 3; § [0021] A deployable footrest 50 is pivotally attached to the distal end of the leg rest 30 for extending the length of the leg rest 30 and supporting the feet of a passenger).
Regarding claim 68, Dowty discloses an aircraft seat as claimed in claim 65, wherein the leg rest comprises a base portion (30, Fig. 3) and an extending portion (50, Fig. 3), the extending portion being movable relative to the base portion to extend the leg rest (§[0021]).
Regarding claim 73, Dowty discloses an aircraft seat as claimed in claim 68, comprising extending portion biasing means for biasing the extending portion towards the base portion (Examiner notes per §[0022], 50 may be automatically deployed as the seat is adjusted indicating a biasing means is disclosed).
Regarding claim 75, Dowty discloses an aircraft seat as claimed in claim 65, wherein the at least one leg rest link coupled to the leg rest controls extension of the leg rest (Fig. 3) .
Regarding claim 76, Dowty discloses an aircraft comprising one or more aircraft seat as claimed in claim 1 (Examiner notes the aircraft disclosed in §[0017], the seat 100 is returned to the upright configuration of FIG. 1, which corresponds to the preferred configuration during the taxi, take-off, and landing (TTL) procedures of an aircraft).
Claims 1 and 66 are rejected under 35 U.S.C. 102(a)(2) as being anticipated Higgins (US 6,412,870 B1).
Regarding claim 1, Higgins discloses an aircraft seat (A seating unit for a passenger vehicle, especially an aircraft, ABSTRACT) comprising:
- a seat chassis (seating unit 70, Fig. 10);
- a seat assembly (Examiner notes the assembly in Fig. 10) comprising a seat pan (seat portion 80, Fig. 10), a seat back (back rest 82, Fig. 10), and a leg rest (leg rest 84, Fig. 10);
- the seat pan being mounted to the seat chassis by a first pivoting connection (strut 100, Fig. 10) defining a seat pan pivot axis about which the seat pan pivots (Examiner notes a seat pan pivot axis defined at pivot pin 101, see Fig. 10), the location of the seat pan pivot axis being fixed relative to the seat chassis (Examiner notes the pivot point is defined by a pin that is  mounted between the side panels of the chassis, see col. 6, ln. 38-45);
-the leg rest being mounted to said seat pan by a pivoting connection defining a leg rest pivot axis about which the leg rest pivots (Examiner notes four-bar link mechanism comprising links 116 and 118 which are pivotally connected to the seat 80 and links 120 and 122 which are pivotally connected to the leg rest 84, defining a pivot point at pin 124, Fig. 10);
- at least one seat pan link for controlling pivoting of the seat pan about said seat pan pivot axis (118, Fig. 10); and
-at least one leg rest link (120, Fig. 10) connected to the leg rest and the at least one seat pan link (Examiner notes 120 is connected to 84 and 116; see Fig. 10);
- wherein the at least one seat pan link is coupled to the seat pan in front of the seat pan pivot axis (Examiner notes the at least one seat pan link 118 is coupled to the seat pan at in front of the seat pan pivot axis defined at 101, Fig. 10).
Regarding claim 66, Higgins discloses an aircraft seat as claimed in claim 1, comprising:
- at least one leg rest track (slide track 90, Fig. 10); and
- at least one leg rest follower adapted to travel in said at least one leg rest track (slider 88, Fig. 10), the at least one leg rest follower being connected to said at least one leg rest link (Examiner notes the follower 88 is connected to the leg rest link 120 via the seat 80 and the pivoting connection/four-bar linkage; Fig. 10).
Claim Rejections - 35 USC § 103
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 67 is rejected under 35 U.S.C. 103 as being unpatentable over Higgins.
Regarding claim 67, Higgins discloses an aircraft seat as claimed in claim 1, but does not appear to specifically disclose comprising a leg rest decoupling mechanism operable selectively to decouple the leg rest link from the leg rest.
However, it would have been obvious to one having ordinary skill in the art before the effective filing date of the claimed invention to have made the leg rest link disclosed by Higgins operable to selectively decouple form the leg rest, with a reasonable expectation of success, since it has been held that constructing a formerly integral structure in various elements involves only routine skill in the art.  Nerwin v. Erlichman, 168 USPQ 177, 179. The benefit being selectively decoupling the leg rest for maintenance, inspection and general upkeep.
Claims 69-70 are rejected under 35 U.S.C. 103 as being unpatentable over Dowty as applied to claim 1, and further, in view of Higgins.
Regarding claim 69, Dowty discloses an aircraft seat as claimed in claim 68, but does not appear to specifically disclose wherein the leg rest comprises a cam track and a cam follower for controlling movement of the extending portion.
However, Dowty teaches a leg rest in a similar field of endeavor including a cam track (90, Fig. 10) and a cam follower (respective slider 88, Fig. 10) for controlling movement.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have provided the leg rest disclosed by Dowty with the cam track and the cam follower for controlling movement, as taught by Higgins, with a reasonable expectation of success, so that the leg rest comprises a cam track and a cam follower for controlling movement of the extending portion.  The benefit being optional manual extension of the extending portion of the leg rest enhancing user experience.
Regarding claim 70, modified Dowty discloses an aircraft seat as claimed in claim 69, but does not appear to specifically disclose wherein the cam follower is disposed on a pivotally mounted arm.
However, it would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have disposed the cam follower on the pivotally mounted arm (38, Fig. 1) disclosed by Dowty, with a reasonable expectation of success, so that the cam follower is disposed on the pivotally mounted arm, since it has been held that rearranging parts of an invention involves only routine skill in the art. In re Japikse, 86 USPQ 70. The benefit being an arrangement that allows the extending portion to function best for the seat in the desired aircraft.
Claims 71-72 and 74 are rejected under 35 U.S.C. 103 as being unpatentable over Dowty and Higgins as applied to claim 69, and Dowty as applied to claim 73; And further, in view of Ward (US 2018/0178915 A1).
Regarding claim 71, modified Dowty discloses an aircraft seat as claimed in claim 69, but does not appear to specifically disclose wherein the cam track comprises at least one recess for retaining the extending portion in an extended position, wherein each recess comprises an aperture for receiving the cam follower to retain the extending portion in the extended position.
However, Ward teaches a seat footrest in a similar field of endeavor including a cam track comprising at least one recess (arcuate member 132 with a first notch 151, Fig. 10) for retaining an extending portion in an extended position (§[0045]),
wherein each recess comprises an aperture for receiving a cam follower (lock pin 150, Fig. 10) to retain the extending portion in the extended position (Fig. 10); (Examiner notes shape of notch 151 discloses an aperture that is capable of receiving a cam follower to retain).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have provided the aircraft seat with the cam track and cam follower disclosed by Dowty with the at least one recess for retaining an extending portion in an extended position, wherein each recess comprises the aperture for receiving a cam follower to retain an extending portion in the extended position, as taught by Ward, with a reasonable expectation of success, so that the cam track comprises the at least one recess for retaining the extending portion in an extended position, wherein each recess comprises the aperture for receiving the cam follower to retain the extending portion in the extended position. The benefit being the ability to lock the extending portion in an orientation.
Regarding claim 72, modified Dowty discloses an aircraft seat as claimed in claim 71, but does not appear to specifically disclose comprising cam follower biasing means for biasing the cam follower into the aperture.
However, Ward teaches a cam follower biasing means for biasing a cam follower into an aperture (spring biased  via gas spring assembly 148, Fig. 10).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have provided the aircraft seat disclosed by modified Dowty with the cam follower biasing means for biasing a cam follower into an aperture as taught by Ward, with a reasonable expectation of success, so that the cam follower comprises biasing means for biasing the cam follower into the aperture.  The benefit being the ability for an occupant to select an orientation.
Regarding claim 74, Dowty discloses an aircraft seat as claimed in claim 73, but does not appear to specifically disclose wherein the extending portion biasing means comprises at least one tension gas spring.
However, Ward teaches a seat footrest in a similar field of endeavor wherein an extending portion biasing means comprises at least one tension gas spring (148, Fig. 10).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have provided the aircraft seat with an extending portion biasing means disclosed by Dowty with at least one tension gas spring, as taught by Ward, with a reasonable expectation of success, so that the extending portion biasing means comprises at least one tension gas spring. The benefit being at least smooth adjustability and compact design.
Response to Arguments
Applicant’s arguments with respect to claim(s) 1 and 59-76 have been considered but are moot because the new ground of rejection does not rely on any reference applied in the prior rejection of record for any teaching or matter specifically challenged in the argument.
Conclusion
Applicant's amendment necessitated the new ground(s) of rejection presented in this Office action.  Accordingly, THIS ACTION IS MADE FINAL.  See MPEP § 706.07(a).  Applicant is reminded of the extension of time policy as set forth in 37 CFR 1.136(a).
A shortened statutory period for reply to this final action is set to expire THREE MONTHS from the mailing date of this action.  In the event a first reply is filed within TWO MONTHS of the mailing date of this final action and the advisory action is not mailed until after the end of the THREE-MONTH shortened statutory period, then the shortened statutory period will expire on the date the advisory action is mailed, and any extension fee pursuant to 37 CFR 1.136(a) will be calculated from the mailing date of the advisory action.  In no event, however, will the statutory period for reply expire later than SIX MONTHS from the date of this final action.

APPLICANT REBUTTAL: REMARKS
Applicant has amended and clarified the application to place the application, as a whole, into prima facie condition for allowance at this time. In particular, Applicant has added claim 77. Applicant submits that substantial care has been taken to avoid the introduction of any new subject matter into the application as a result of the foregoing amendments.1
Claims 1, 59-65, 68, 73, 75-76 have been rejected under 35 U.S.C. §102 as being anticipated by United States Patent Application Publication No. 2010/0253129 published in the name of Dowty, and claims 1 and 66 have been rejected under 35 U.S.C. §102 as being anticipated by United States Patent No. 6,412,870 issued to Higgins. Applicant has carefully considered the rejections under 35 U.S.C. §102 set forth on pages 2-7 of the Office Action, and Applicant respectfully submits that the cited prior art cannot anticipate the aircraft seats of independent claim 1, and all associated dependent claims,
as
p
reviously presented,
for at least the following reasons.
Dowty discloses a passenger seat 100 comprising a deployment mechanism 10 that coordinates movement of a seat pan 20, a leg rest 30 and a seat back 40. The deployment mechanism 10 is driven by a single linear actuator 12 that forcibly extends to drive the passenger seat toward a maximally reclined configuration (illustrated in Figures 2 and 3 copied below). The passenger seat 100 is supported by a rigid frame 110 having upright leg assemblies 112 and tubular horizontal beams 114.
1 Applicant notes that in the interest of brevity, this response may not address every assertion made in the Office Action or discuss every reason why the claims are allowable. Applicant has merely submitted those arguments which it considers sufficient to overcome the issues presented in the impediments to
allowability. This should not, however, be construed as Applicant's acquiescing to any asserted rejections or any of the purported teachings or assertions made in the Office Action, including any official notice, which may not be addressed or specifically traversed at this time. Instead, Applicant reserves the right to challenge any of the asserted rejections or purported teachings or assertions made in the Office Action at any appropriate time in the future, should the need arise. Furthermore, to the extent that the Examiner
has relied on any Official Notice, explicitly or implicitly, Applicant specifically requests that the Examiner provide references supporting the teachings officially noticed, as well as the required reason or rational basis to combine the relied upon notice with the other art of record.
linear actuator 12 and at its forward end to a y-shaped leg rest pivot yoke 32, which is pivotally attached to the forward end of the frame 110 by a pin 122.
Thus the yoke 32 is constrained to pivot about the pin 122 relative to the frame.
The actuator 12 is pivotally connected at opposing ends thereof to the rigid frame 110 and the drive link 14. The drive link 14 forces the yoke 32 to pivot about the pin 122, thereby extending the distal end 34 of the yoke from the stowed TTL position of FIG. 1 to the deployed configuration of FIG. 3, as the
actuator 12 extends to adjust the seat 100 toward the reclined configuration.
[0020] As shown when FIGS. 1-3 are taken sequentially, as the actuator 12 extends, pivoting the yoke 32 and raising the distal end 34 of the yoke, the leg rest 30 is deployed by the leg support link 36 toward a leg supporting position
by pivoting about the forward end of the seat pan 20.
[0022] Simultaneously with the deployment of the leg rest 30 as the actuator 12 extends, the seat pan 20 is pulled forward by the upper end 38 of the leg rest 30. Movement of the seat pan 20 is guided by a seat pan link 26 and a roller that bears upon the lower surface of the seat pan. When the actuator 12 extends to recline the seat 100, the seat pan link 26 guides the seat pan 20 forward, by approximately 4 inches in one particular example, with respect to the stationary frame 110. In moving from its TTL position in FIG. 1 to its maximally reclined position in FIG. 3, the seat pan moves forward overall, with its forward end raising and its rearward end lowering for the comfort of a seated
passenger.
In the Office Action, the Examiner considers that the seat pan link 26 of the seat 100 disclosed
in Dowty forms a first pivoting connection to mount the seat pan to the seat chassis. The
Examiner goes on to consider that the bottom pivot pin point of the seat pan link 26 constitutes
a seat pan pivot axis within the meaning of claim 1 of the present application. The seat pan link
26 has a top pivot pin point connected to the seat pan 20; and a bottom pivot pin point connected to the rigid frame 120. The pivoting motion of the seat pan link 26 is illustrated in Figures 2 and 3. However, contrary to the Examiner's comments, the seat pan 20 does
not
pivot about the bottom pivot pin point of the seat pan link 26. As outlined in paragraph [0022], the seat pan 20 is pulled forward by the upper end 38 of the leg rest 30. The forward motion of the seat pan 20 is guided by the seat pan link 26, but there is no hint or suggestion that the seat pan 20 pivots about the bottom pivot pin point. As such, Applicant respectfully submits that the bottom pivot pin point does not constitute
"a seat pan pivot axis about which the seat pan
p
ivots."
Furthermore, the top pivot pin point of the seat pan link 26
cannot
be considered as constituting a seat pan pivot axis within the meaning of claim 1 of the present application. The location of the top pivot pin point changes as the seat pan 20 travels forwards. In contrast, claim 1 of the present application
ex
p
ressly re
q
uires
that the location of the seat pan pivot axis is fixed relative to the seat chassis. Thus, the top pivot pin point does not form a seat pan pivot axis within the meaning of claim 1 of the present application. It is noted also that the seat pan link 26 is not connected to the seat pan 20 in front of the connection formed by the top pivot pin point.
The Examiner further states that the y-shaped leg rest pivot yoke 32 is a seat pan link within the meaning of claim 1 of the present application. Claim 1 includes further requires that the at least one seat pan link
"is coupled to the seat pan in front of the seat pan pivot axis."
The Examiner considers that the pin 122 (shown in Figures 2 and 3) couples the y-shaped leg rest pivot yoke 32 to the seat pan 20. Applicant respectfully submits that Dowty does
not,
in any way, disclose this arrangement. As outlined in paragraph [0019], the y-shaped leg rest pivot yoke 32
"is
p
ivotally attached to the forward end of the frame 110 by a
p
in 122."
The connection of the y-shaped leg rest pivot yoke 32 to the frame 110 is most clearly shown in Figure 2 in which the seat pan 20 is spaced apart from the pin 122.
not disclose a seat apparatus in which the seat pan is mounted to a seat chassis so as to pivot about a seat pan pivot axis which is fixed relative to the seat chassis. Furthermore, Dowty does not disclose the claimed arrangement whereby "the at least one seat pan link is coupled to the seat pan in front of the seat pan pivot axis." Rather, the y-shaped leg rest pivot yoke 32 is connected to the frame 122.
The Examiner has also cited Higgins as anticipating at least claim 1 of the present application. Higgins discloses a seating unit 10 comprising fixed armrest units 76, 78, a seating portion 80, a seat back 82 and a leg rest 84. The operation of the seating unit 10 is illustrated in Figures 9, 10 and 11 (copied below). A rear transverse member 98 and a front transverse member 108, together with other structural elements (not shown, which may include the floor of the aircraft) form a base for the seat.
Higgins further discloses:
A front support strut 100 has its upper end connected by a pivot pin 101 to a location on the seat portion 80 spaced forwardly from the hinge 86. The lower end of the strut 100 is connected by a pivot pin 102 to one end of an L-shaped lifter link 104 which is supported at its mid-point on a pivot pin 106. The pin 106 is mounted on a front transverse member 108 extending between the side panels 76. The other end of the lifter link 104 is connected to a first screw jack drive 110 mounted between the side panels 76. A second screw jack drive 112 is mounted between the side panels 76 and has its driven end connected by a pivot pin 114 to an intermediate location on the front support strut 100. (See
column 3, lines 37 to 48.)
The leg rest 84 is connected to the seat portion 82 by a four-bar link mechanism comprising links 116 and 118 which are pivotally connected to the seat portion 80 and links 120 and 122 which are pivotally connected to the leg rest 84. The link 118 is connected by a first intermediate pivot pin 124 to the link 120 and by a second intermediate pivot pin 126 to the link 122. The link 120 is also connected by a third intermediate pivot pin 128 to the link 116. The link 120 has an infill panel 130 rigidly mounted thereon for a purpose to be explained hereinafter. A third screw jack drive 132 is mounted on the front support strut 110 and has its driven end connected by a pivot pin 134 to an intermediate point
on the link 118. (See column 3, lines 53 to 65.)
When it is desired to move the seat from the upright position shown in FIG. 9 to an intermediate reclined position as shown in FIG. 10, the second screw jack drive 112 drives the front support strut 100 forwards so that the slider 88 starts to move along the guide track 90. If it is desired to deploy the leg rest 84 at the same time, the third screw jack drive 132 pushes the link 118 forwards. (See
column 3, line 66 to column 4, line 5.)
The Examiner considers that the connection between the seat portion 80 and the strut 100
(defined by the pivot pin 101) forms a seat pan pivot axis within the meaning of claim 1 of the
present application. As outlined above, claim 1 recites: "the location of the seat pan pivot axis
being fixed relative to the seat chassis." In respect of this feature, the Examiner references the
disclosure of Higgins that the pivot pin is mounted between the side panels of the chassis. The
Examiner cites column 6, lines 38-45 in relation to this statement, but this encompasses claims
19 and 20 which are unrelated to this feature. As such, it is not evident which section of Higgins
is considered by the Examiner to be material to this feature. It is noted that Higgins describes
the pin 106 as being "mounted on a front transverse member 108 extending between the side
panels 76." (See column 3, lines 42 and 43.) However, the pin 106 defines the pivot axis of the L-shaped lifter link 104. For the avoidance of all doubt, there is nothing to suggest that the seat portion 80 pivots about the pin 106.
Applicant respectfully submits that Higgins does not disclose a seat pan pivot axis which is fixed relative to the seat chassis. Contrary to the requirement of claim 1, the pivot pin 101 travels relative to the seating unit 70 as the configuration of the seating unit 10 changes. This movement is apparent in Figures 9, 10 and 11 which show the pivot pin 101 travelling along a circular arc centered on the pivot pin 102 disposed at the opposite end of the strut 100. Moreover, the pivot pin 102 travels as the first screw jack drive 110 is actuated to pivot the L- shaped lifter link 104 about the pivot pin 106. Neither the pivot pin 101 nor the pivot pin 102 can be considered as a seat pan pivot within the meaning of claim 1 of the present application.
Higgins discloses that the leg rest 84 is connected to the seat portion 82 by a four-bar link mechanism comprising links 116 and 118 which are pivotally connected to the seat portion 80 and links 120 and 122 which are pivotally connected to the leg rest 84. The Examiner considers that the link 118 constitutes a seat pan link within the meaning of claim 1 of the present application. The link 118 is pivotally connected to the seat portion 80. The link 118, in combination with the third screw jack drive 132, control the deployment of the leg rest 84. Higgins teaches: "If it is desired to deploy the leg rest 84 at the same time, the third screw jack drive 132 pushes the link 118 forwards." (See column 4, lines 4 and 5.) The operation of the link 118 and the third screw jack drive 143 is independent of the other control functions of the seating unit 10. Applicant respectfully submits that the link 118 is unrelated to the pivoting motion of the seat pan 80. As such, the link 118 cannot reasonably be construed as "at least one seat pan link for controlling pivoting of the seat pan about said seat pan pivot axis" (emphasis added).
The Examiner further posits that the link 120 disclosed in Higgins constitutes a leg rest link according to the present invention. The Examiner notes that the link 120 is connected to the leg rest 84 and the link 116 (which also forms part of the four-bar link mechanism for connecting the leg rest 84 to the seat portion 82). The Examiner would appear to be citing two different links (links 116 and 118) as forming the seat pan link. Applicant respectfully submits that this approach is inappropriate. Moreover, we reiterate the above comment that neither link 116, nor link 118 is suitable for controlling pivoting of the seat pan about said seat pan pivot axis. Applicant respectfully submits that these links do
not
constitute a seat pan link within the meaning of the present invention.
Contrary to the requirement of claim 1 of the present application, Higgins does not disclose at least one seat pan link "coupled to the seat pan in front of the seat pan pivot axis."
In light of the foregoing clarifications, Applicant respectfully submits that independent claim 1, and all associated dependent claims, now even more fully satisfy the requirements of 35 U.S.C. §102. Applicant respectfully requests favorable reconsideration and withdrawal of the rejection of the above-identified claims under 35 U.S.C. §102 based upon the cited prior art of record.
Claims 67, 69-72, and 74 have been rejected under 35 U.S.C. §103 as being unpatentable over the cited prior art of record. Applicant has carefully considered the rejection of claims 67, 69-72, and 74 under 35 U.S.C. §103 set forth on pages 7-12 of the Office Action, and without, in any way, conceding to the propriety of these rejections, Applicant respectfully submits that the above-identified cited prior art cannot render obvious the aircraft seats of the above-identified claims, as clarified, for at least the following reasons. With regard to claims 67, 69-72, and 74, and for the purpose of avoiding prolix, Applicant hereby incorporates its arguments submitted supra pertaining to the deficiencies of the teachings of the cited prior art.
In light of the foregoing clarifications, Applicant respectfully submits that claims 67, 69-
72, and 74, now even more fully satisfy the requirements of 35 U.S.C. §103. Applicant respectfully requests favorable reconsideration and withdrawal of the rejection of the above- identified claims under 35 U.S.C. §103 based upon the cited prior art of record.
Applicant has added claim 77 and respectfully submits it introduces no new matter, is patentable over the prior art of record, and is otherwise proper.
The Office Action Summary indicates that the drawings file on July 19, 2023, are objected to by the Examiner. No information is provided as to the nature of this objection. Moreover, Applicant submits that the corresponding section in the Office Action dated December 7, 2023, indicated that the same drawings were accepted by the Examiner. As such, clarification is respectfully solicited.
In light of the foregoing, Applicant respectfully submits that the Application is in prima facie condition for allowance at the present time. Accordingly, Applicant respectfully requests reconsideration of the present application and passage toward issuance thereof.
If any other charges or fees must be paid or credited in connection with this communication, they may be paid out of Deposit Account No. 50-2131.
Should the Examiner have any questions regarding the present application, a telephone call to the undersigned is respectfully solicited.
Respectfully submitted,

NEXT OFFICE ACTION: DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Continued Examination Under 37 CFR 1.114
A request for continued examination under 37 CFR 1.114, including the fee set forth in 37 CFR 1.17(e), was filed in this application after final rejection.  Since this application is eligible for continued examination under 37 CFR 1.114, and the fee set forth in 37 CFR 1.17(e) has been timely paid, the finality of the previous Office action has been withdrawn pursuant to 37 CFR 1.114.  Applicant's submission filed on 9/23/2024 has been entered.
Claim Rejections - 35 USC § 102
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.
(a)(2) the claimed invention was described in a patent issued under section 151, or in an application for patent published or deemed published under section 122(b), in which the patent or application, as the case may be, names another inventor and was effectively filed before the effective filing date of the claimed invention.
Claims 1, 59-65, 68, 73 and 75-76 are rejected under 35 U.S.C. 102(a)(1) as being anticipated by Dowty et al. (US 2010/0253129 A1), hereinafter Dowty.
Regarding claim 1, Dowty discloses an aircraft seat (passenger seat 100, Fig. 3) comprising:
- a seat chassis (rigid frame 110, Fig. 3);
- a seat assembly (Examiner notes the assembly in Fig. 3) comprising a seat pan (seat pan 20, Fig. 3), a seat back (seat back 40, Fig. 3), and a leg rest (leg rest 30, Fig. 3);
- the seat pan being mounted to the seat chassis by a first pivoting connection (seat pan link 26, Fig. 3) defining a seat pan pivot axis about which the seat pan pivots (Examiner notes a seat pan pivot axis defined at the bottom pivot pin point of 26, see Fig. 3; §[0022]), the location of the seat pan pivot axis being fixed relative to the seat chassis (Examiner notes the pivot point is defined by a link fixed with respect to the stationary frame 110, see §[0022]);
-the leg rest being mounted to said seat pan by a pivoting connection defining a leg rest pivot axis about which the leg rest pivots (Examiner notes connection at 38, Fig. 3 and associated pivot axis);
- at least one seat pan link (Examiner notes y-shaped leg rest pivot yoke 32 Fig. 3) for controlling pivoting of the seat pan about said seat pan pivot axis (§[0019]); and
-at least one leg rest link (leg support link 36, Fig. 3) connected to the leg rest and the at least one seat pan link (Fig. 3);
- wherein the at least one seat pan link is coupled to the seat pan in front of the seat pan pivot axis (Examiner notes the at least one seat pan link 32 is coupled to the seat pan 20 via leg support link 36 and leg rest 30, specifically a leg support link 36 is pivotally attached at its opposing ends to the distal end 34 of the yoke and the leg rest 30 respectively… [and] the leg rest 30 is pivotally attached at its upper end 38 to the forward end of the seat pan 20 per §[0019], a connection of which is in front of the seat pan pivot axis defined at 26, Fig. 3).
Regarding claim 59, Dowty discloses an aircraft seat as claimed in claim 1, wherein the seat chassis comprises:
- at least one seat pan track (Examiner notes the lower surface of the seat pan as described in §[0022]; and
- at least one seat pan follower (roller, §[0022]) adapted to travel in said at least one seat pan track (§[0022], Movement of the seat pan 20 is guided by a seat pan link 26 and a roller that bears upon the lower surface of the seat pan. When the actuator 12 extends to recline the seat 100, the seat pan link 26 guides the seat pan 20 forward, by approximately 4 inches in one particular example, with respect to the stationary frame 110. In moving from its TTL position in FIG. 1 to its maximally reclined position in FIG. 3, the seat pan moves forward overall, with its forward end raising and its rearward end lowering for the comfort of a seated passenger),  the at least one seat pan follower being connected to the at least one seat pan link (Examiner notes the follower is connected to seat pan link 32 via the set pan, as depicted in Fig. 3).
Regarding claim 60, Dowty discloses an aircraft seat as claimed in claim 1, wherein the seat back is mounted to said seat pan by a second pivoting connection (seat back link 44, Fig. 3), the second pivoting connection defining a seat back pivot axis about which the seat back pivots (examiner notes pivot axis defined by 44, Fig. 3).
Regarding claim 61, Dowty discloses an aircraft seat as claimed in claim 60, wherein said seat pan pivot axis is located in front of the seat back pivot axis (Fig. 3); and
the seat pan pivot axis is located between the seat back pivot axis and a mid-point of the seat pan (Fig. 3).
Regarding claim 62, Dowty discloses an aircraft seat as claimed in claim 60, comprising at least one recline link coupled to the seat back (lever 42, Fig. 3).
Regarding claim 63, Dowty discloses an aircraft seat as claimed in claim 62, wherein the at least one recline link is connected to the at least one seat pan link (Examiner notes the recline link 42 is connected to the seat pan link 32 via the seat pan, Fig. 3).
Regarding claim 64, Dowty discloses an aircraft seat as claimed in claim 63, wherein the at least one aircraft seat pan link, the at least one recline link, and the at least one leg rest link connect the seat pan, the seat back and the leg rest such that adjusting an incline angle of the seat pan changes a recline angle of the seat back and a deployment angle of the leg rest (see recline positions from Fig. 1 through Fig. 3; Examiner notes that adjusting an incline angle of the seat pan changes a recline angle of the seat back and a deployment angle of the leg rest).
Regarding clam 65, Dowty discloses an aircraft seat as claimed in claim 1, wherein the leg rest is extendible (Examiner note the extendible nature of the leg rest depicted in Fig. 3; § [0021] A deployable footrest 50 is pivotally attached to the distal end of the leg rest 30 for extending the length of the leg rest 30 and supporting the feet of a passenger).
Regarding claim 68, Dowty discloses an aircraft seat as claimed in claim 65, wherein the leg rest comprises a base portion (30, Fig. 3) and an extending portion (50, Fig. 3), the extending portion being movable relative to the base portion to extend the leg rest (§[0021]).
Regarding claim 73, Dowty discloses an aircraft seat as claimed in claim 68, comprising extending portion biasing means for biasing the extending portion towards the base portion (Examiner notes per §[0022], 50 may be automatically deployed as the seat is adjusted indicating a biasing means is disclosed).
Regarding claim 75, Dowty discloses an aircraft seat as claimed in claim 65, wherein the at least one leg rest link coupled to the leg rest controls extension of the leg rest (Fig. 3) .
Regarding claim 76, Dowty discloses an aircraft comprising one or more aircraft seat as claimed in claim 1 (Examiner notes the aircraft disclosed in §[0017], the seat 100 is returned to the upright configuration of FIG. 1, which corresponds to the preferred configuration during the taxi, take-off, and landing (TTL) procedures of an aircraft).
Claim Rejections - 35 USC § 103
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 67 is rejected under 35 U.S.C. 103 as being unpatentable over Dowty.
Regarding claim 67, Dowty discloses an aircraft seat as claimed in claim 1, but does not appear to specifically disclose comprising a leg rest decoupling mechanism operable selectively to decouple the leg rest link from the leg rest.
However, it would have been obvious to one having ordinary skill in the art before the effective filing date of the claimed invention to have made the leg rest link disclosed by Dowty operable to selectively decouple from the leg rest, with a reasonable expectation of success, since it has been held that constructing a formerly integral structure in various elements involves only routine skill in the art.  Nerwin v. Erlichman, 168 USPQ 177, 179. The benefit being selectively decoupling the leg rest for maintenance, inspection and general upkeep.
Claims 69-70 are rejected under 35 U.S.C. 103 as being unpatentable over Dowty as applied to claim 1, and further, in view of Higgins.
Regarding claim 69, Dowty discloses an aircraft seat as claimed in claim 68, but does not appear to specifically disclose wherein the leg rest comprises a cam track and a cam follower for controlling movement of the extending portion.
However, Dowty teaches a leg rest in a similar field of endeavor including a cam track (90, Fig. 10) and a cam follower (respective slider 88, Fig. 10) for controlling movement.
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have provided the leg rest disclosed by Dowty with the cam track and the cam follower for controlling movement, as taught by Higgins, with a reasonable expectation of success, so that the leg rest comprises a cam track and a cam follower for controlling movement of the extending portion.  The benefit being optional manual extension of the extending portion of the leg rest enhancing user experience.
Regarding claim 70, modified Dowty discloses an aircraft seat as claimed in claim 69, but does not appear to specifically disclose wherein the cam follower is disposed on a pivotally mounted arm.
However, it would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have disposed the cam follower on the pivotally mounted arm (38, Fig. 1) disclosed by Dowty, with a reasonable expectation of success, so that the cam follower is disposed on the pivotally mounted arm, since it has been held that rearranging parts of an invention involves only routine skill in the art. In re Japikse, 86 USPQ 70. The benefit being an arrangement that allows the extending portion to function best for the seat in the desired aircraft.
Claims 71-72 and 74 are rejected under 35 U.S.C. 103 as being unpatentable over Dowty and Higgins as applied to claim 69, and Dowty as applied to claim 73; And further, in view of Ward (US 2018/0178915 A1).
Regarding claim 71, modified Dowty discloses an aircraft seat as claimed in claim 69, but does not appear to specifically disclose wherein the cam track comprises at least one recess for retaining the extending portion in an extended position, wherein each recess comprises an aperture for receiving the cam follower to retain the extending portion in the extended position.
However, Ward teaches a seat footrest in a similar field of endeavor including a cam track comprising at least one recess (arcuate member 132 with a first notch 151, Fig. 10) for retaining an extending portion in an extended position (§[0045]),
wherein each recess comprises an aperture for receiving a cam follower (lock pin 150, Fig. 10) to retain the extending portion in the extended position (Fig. 10); (Examiner notes shape of notch 151 discloses an aperture that is capable of receiving a cam follower to retain).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have provided the aircraft seat with the cam track and cam follower disclosed by Dowty with the at least one recess for retaining an extending portion in an extended position, wherein each recess comprises the aperture for receiving a cam follower to retain an extending portion in the extended position, as taught by Ward, with a reasonable expectation of success, so that the cam track comprises the at least one recess for retaining the extending portion in an extended position, wherein each recess comprises the aperture for receiving the cam follower to retain the extending portion in the extended position. The benefit being the ability to lock the extending portion in an orientation.
Regarding claim 72, modified Dowty discloses an aircraft seat as claimed in claim 71, but does not appear to specifically disclose comprising cam follower biasing means for biasing the cam follower into the aperture.
However, Ward teaches a cam follower biasing means for biasing a cam follower into an aperture (spring biased  via gas spring assembly 148, Fig. 10).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have provided the aircraft seat disclosed by modified Dowty with the cam follower biasing means for biasing a cam follower into an aperture as taught by Ward, with a reasonable expectation of success, so that the cam follower comprises biasing means for biasing the cam follower into the aperture.  The benefit being the ability for an occupant to select an orientation.
Regarding claim 74, Dowty discloses an aircraft seat as claimed in claim 73, but does not appear to specifically disclose wherein the extending portion biasing means comprises at least one tension gas spring.
However, Ward teaches a seat footrest in a similar field of endeavor wherein an extending portion biasing means comprises at least one tension gas spring (148, Fig. 10).
It would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have provided the aircraft seat with an extending portion biasing means disclosed by Dowty with at least one tension gas spring, as taught by Ward, with a reasonable expectation of success, so that the extending portion biasing means comprises at least one tension gas spring. The benefit being at least smooth adjustability and compact design.
Allowable Subject Matter
Claim 77 is allowed. The prior art of record fails to disclose or make obvious the combined limitations of applicants claimed invention. Specifically, the prior art does not teach the combined limitations of the claimed invention wherein the first pivoting connection is configured such that the seat pan can pivot about the seat pan pivot axis without undergoing a related translational movement; and wherein the seat pan pivot axis is positioned between the seat back pivot axis and a mid-point of the seat pan.
Claim 66 is 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 prior art of record fails to disclose or make obvious the combined limitations of applicants claimed invention. The prior art does not teach the combined limitations of the claimed invention, specifically at least one leg rest track; and at least one leg rest follower adapted to travel in said at least one leg rest track, the at least one leg rest follower being connected to said at least one leg rest link.
Response to Arguments
Applicant’s arguments filed 9/23/2024 have been fully considered. With regard to the arguments at the top of page 8: “the seat pan 20 [of Dowty] does not pivot about the bottom pivot pin point of the seat pan link 26”. Examiner respectfully disagrees. The pivoting motion of seat pan 20 about link 26, specifically the bottom pin portion, is clearly depicted in the sequential Figures reproduced below for convenience.
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521
598
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526
662
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525
669
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Therefore, the rejection is maintained, as Dowty discloses a first pivoting connection defining a seat pan pivot axis about which the seat pan pivots.
Applicant argues on page 8 paragraph 2 that the top pivot pin point of the seat pan link 26 cannot be considered as constituting a seat pan pivot axis; and that seat pan link 26 is not connected to the seat pan in front of the connection formed by the pivot point. The rejection s moot as Examiner is not relying on the top pivot point  of 26 to teach anything and further is not relying on item 26 of Dowty to teach a seat pan link.
Applicants argument at the bottom of page 8 is persuasive. However, new grounds of rejection are established for the limitation. Specifically, Dowty discloses wherein the at least one seat pan link is coupled to the seat pan in front of the seat pan pivot axis (Examiner notes the at least one seat pan link 32 is coupled to the seat pan 20 via leg support link 36 and leg rest 30, specifically a leg support link 36 is pivotally attached at its opposing ends to the distal end 34 of the yoke and the leg rest 30 respectively… [and] the leg rest 30 is pivotally attached at its upper end 38 to the forward end of the seat pan 20 per §[0019], a connection of which is in front of the seat pan pivot axis defined at 26, Fig. 3).
Applicant’s arguments regarding Higgins pages 9 through 12 are persuasive and the 35 USC §102 rejection of claims 1 and 66 as anticipated by Higgins are withdrawn.
With regard to the arguments at the bottom pf page 12 regarding the 35 USC § 103 rejection of claims 67, 69-72 and 74, Examiner respectfully disagrees with the reasoning “submitted supra pertaining to the deficiencies of the teachings of the prior art”. Examiner notes the deficiency in the prior art Dowty was disputed above and the rejections were maintained; and the specific argument deemed persuasive in light of Higgins does not apply to the rejections of 67, 69-72 and 74. Therefore, the rejections are maintained.
Conclusion
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure. Beroth et al. (US 2014/0300145 A1) teaches a vehicle seat that includes a linkage assembly interconnecting a seat pan assembly, seat back assembly and leg rest assembly whereby, as the seat carriage assembly is moved aft the seat pan assembly and the seat back assembly simultaneously adjust to maintain a predetermined seating position during an initial recline motion with the leg rest assembly remaining in a retracted position below the seat pan assembly. The leg rest assembly progressively elevates into a leg-supporting position during a subsequent recline motion as the back rest assembly and seat pan assembly progressively recline towards a lie-flat configuration.

CITED REFERENCE SUMMARIES: Ref US20100253129A1: Claims:
A passenger seat comprising: (a) a rigid frame; (b) a seat pan supported by the frame and movable relative to the frame; (c) a leg rest pivotally attached to a forward end of the seat pan; (d) a seat back pivotally attached to a rearward end of the seat pan; (e) a single actuator linked to the leg rest such that extension of the actuator causes the leg rest to pivot forward, the seat pan to move forward, and the seat back to recline.
(a) a rigid frame;
(b) a seat pan supported by the frame and movable relative to the frame;
(c) a leg rest pivotally attached to a forward end of the seat pan;
(d) a seat back pivotally attached to a rearward end of the seat pan;
(e) a single actuator linked to the leg rest such that extension of the actuator causes the leg rest to pivot forward, the seat pan to move forward, and the seat back to recline.
A passenger seat according to claim 1 , further comprising a y-shaped yoke having three pivotal attachment points by which the yoke is pivotally attached to the rigid frame, linked to the actuator, and linked to the leg rest, respectively.
A passenger seat according to claim 2 , further comprising a leg rest support link having a first end pivotally attached to the yoke and a second end pivotally attached to the leg rest such that the leg rest support link forces the leg rest to pivot forward as the actuator extends.
A passenger seat according to claim 1 , further comprising a lever rigidly attached to the seat back and pivotally attached to the rearward end of the seat pan such that the lever forces the lower end of the seat back to move forward with the seat pan as the actuator extends.
A passenger seat according to claim 4 , further comprising a seat back link having a first end pivotally attached to the lever and a second end pivotally attached to a rearward end of the rigid frame such that the lower end of seat back moves forward as the actuator extends.
A passenger seat according to claim 1 , wherein the actuator is an electrically powered linear actuator.
A method of adjusting a passenger seat comprising: (a) providing a passenger seat including: (i) a rigid frame; (ii) a seat pan supported by the frame and movable relative to the frame; (iii) a leg rest pivotally attached to a forward end of the seat pan; (iv) a seat back pivotally attached to a rearward end of the seat pan; (v) a single actuator linked to the leg rest; and (b) activating the actuator such that extension of the actuator causes the leg rest to pivot forward, the seat pan to move forward, and the seat back to recline.
(a) providing a passenger seat including: (i) a rigid frame; (ii) a seat pan supported by the frame and movable relative to the frame; (iii) a leg rest pivotally attached to a forward end of the seat pan; (iv) a seat back pivotally attached to a rearward end of the seat pan; (v) a single actuator linked to the leg rest; and
(i) a rigid frame;
(ii) a seat pan supported by the frame and movable relative to the frame;
(iii) a leg rest pivotally attached to a forward end of the seat pan;
(iv) a seat back pivotally attached to a rearward end of the seat pan;
(v) a single actuator linked to the leg rest; and
(b) activating the actuator such that extension of the actuator causes the leg rest to pivot forward, the seat pan to move forward, and the seat back to recline.
A method according to claim 7 , wherein the passenger seat comprises a y-shaped yoke having three pivotal attachment points by which the yoke is pivotally attached to the rigid frame, linked to the actuator, and linked to the leg rest, respectively.
A method according to claim 8 , wherein the passenger seat comprises a leg rest support link having a first end pivotally attached to the yoke and a second end pivotally attached to the leg rest such that the leg rest support link forces the leg rest to pivot forward as the actuator extends.
A method according to claim 7 , wherein the passenger seat comprises a lever rigidly attached to the seat back and pivotally attached to the rearward end of the seat pan such that the lever forces the lower end of the seat back to move forward with the seat pan as the actuator extends.
A method according to claim 10 , wherein the passenger seat comprises a seat back link having a first end pivotally attached to the lever and a second end pivotally attached to a rearward end of the rigid frame such that the lower end of seat back moves forward as the actuator extends.
A method according to claim 7 , wherein the actuator is an electrically powered linear actuator.
Ref US6412870B1: Claims:
A seat unit for a passenger vehicle comprising:
a reclinable seat back;
a seating portion;
a hinge pivotally connecting a rear edge of the seating portion to a bottom edge of the seat back;
a guide track having a front end and a rear end and the guide track is mounted on the base;
a slider mounted in the guide track and supporting the hinge between the seat back and the seating portion;
a front strut pivotally connected at a lower end to a front portion of the base and pivotally connected at an upper end to the seating portion at a location in front of the hinge;
a rear strut pivotally connected at a first end to a rear portion of the base and pivotally connected at a second end to the seat back at a location spaced apart from the hinge; and
a drive operative to cause movement of the slider along the guide track, whereby the seating portion moves forward as the seat back reclines.
The seat unit according to claim 1 , further comprising a leg rest connected to the seating portion by a four-bar link mechanism, the four-bar link mechanism comprising a first, second, third, and fourth link, a first end of the first and second links are pivotally connected to the seat portion and a first end of the third and fourth links are pivotally connected to the leg rest, the first link being connected by a first intermediate pivot pin to the third link and by a second pivot pin to the fourth link, and the third link is also being connected by a third pivot pin to the second link.
The seat unit according to claim 2 , wherein an infill panel is rigidly mounted on the first link.
The seat unit according to claim 1 , wherein the rear strut is of a fixed length.
The seat unit according to claim 4 , wherein the lower end of the front strut is connected to the front portion of the base at a location such that the seating portion is substantially horizontal when the slider is at the front end of the guide track.
The seat unit according to claim 4 , wherein the lower end of the front strut is connected to said front portion of the base at a location such that the seating portion is substantially coplanar with the seat back when the slider is at the front end of the guide track.
The seat unit according to claim 4 , further comprising an adjuster connecting the lower end of the front strut to the front portion of the base, the adjuster being adapted to move the lower end of the front strut between a first position in which the seating portion is substantially coplanar with the seat back when the slider is at the front end of the guide track and a second position in which the seating portion is substantially horizontal when the slider is at the front end of the guide track.
The seat unit according to claim 7 , wherein the adjuster comprises a lever which is pivotally mounted on the base.
The seat unit according to claim 1 , wherein the drive is operative to cause angular movement of the front strut.
The seat unit according to claim 9 , wherein the front strut is of a fixed length.
The seat unit according to claim 9 , wherein the rear strut is of a fixed length.
The seat unit according to claim 11 , wherein the lower end of the front strut is connected to the front portion of the base at a location such that the seating portion is substantially horizontal when the slider is at the front end of the guide track.
The seat unit according to claim 11 , wherein the lower end of the front strut is connected to the front portion of the base at a location such that the seating portion is substantially coplanar with the seat back when the slider is at the front end of the guide track.
The seat unit according to claim 11 , further comprising an adjuster connecting the lower end of the front strut to the front portion of the base, the adjuster being adapted to move the lower end of the front strut between a first position in which the seating portion is substantially coplanar with the seat back when the slider is at the front end of the guide track and a second position in which the seating portion is substantially horizontal when the slider is at the front end of the guide track.
The seat unit according to claim 14 , wherein the adjuster comprises a lever which is pivotally mounted on the base.
a hinge pivotally connecting the rear edge of the seating portion to the bottom edge of the seat back;
a guide track mounted on the base;
a rear strut pivotally connected at a first end to a rear portion of the base and pivotally connected at a second end to the seat back at a location spaced apart from the hinge;
a first drive operative to cause movement of the slider along the guide track, whereby the seating portion moves forward as the seat back reclines, and
a second drive operative to vary the length of the rear strut.
The seat unit according to claim 16 , wherein the first drive is operative to cause angular movement of the front strut.
The seat unit according to claim 17 , wherein the front strut is of a fixed length.
The seat unit according to claim 16 , wherein the length of the front strut is such that the seating portion is substantially horizontal when the slider is at the front end of the guide track and the length of the rear strut is adjustable so that the seat back is then substantially coplanar with the seating portion.
The seat unit according to claim 19 , further comprising a screen pivotally mounted for angular movement about a horizontal axis behind the seat back between a forward position in which the screen has an upper edge that abuts against a rear surface of the seat back when the seat back is in an upright position and when in a reclined position the screen projects above the substantially flat surface formed when the slider is at the front end of the guide track and the seat back is substantially coplanar with the seating portion.
Ref US20180178915A1: Claims:
A seat footrest, comprising: an arcuate member mechanically coupled to a footpad by a first end and pivotally coupled to a seat frame by a second end, opposite the first end, wherein the arcuate member is adapted for pivoting the footpad between a stowed position and one or more deployed positions; a lock pin for releasably inserting into a first notch of the arcuate member for securing the footpad in the stowed position and one or more additional notches of the arcuate member for securing the footpad in the one or more deployed positions; a first biasing member adapted for initiating deployment of the footpad upon release of the lock pin from the first notch; and a second biasing member adapted for completing deployment of the footpad by raising the footpad to the one or more deployed positions such that the lock pin inserts into the one or more additional notches, respectively.
an arcuate member mechanically coupled to a footpad by a first end and pivotally coupled to a seat frame by a second end, opposite the first end, wherein the arcuate member is adapted for pivoting the footpad between a stowed position and one or more deployed positions;
a lock pin for releasably inserting into a first notch of the arcuate member for securing the footpad in the stowed position and one or more additional notches of the arcuate member for securing the footpad in the one or more deployed positions;
a first biasing member adapted for initiating deployment of the footpad upon release of the lock pin from the first notch; and
a second biasing member adapted for completing deployment of the footpad by raising the footpad to the one or more deployed positions such that the lock pin inserts into the one or more additional notches, respectively.
The seat footrest of claim 1 , wherein the one or more deployed positions includes a horizontal position of the footpad.
The seat footrest of claim 2 , wherein the one or more deployed positions includes a reclining position of the footpad between the stowed position and the horizontal position.
The seat footrest of claim 1 , wherein the first biasing member includes a torsion spring coupled to the second end of the arcuate member.
The seat footrest of claim 1 , wherein the second biasing member is a dual gas-spring assembly mechanically coupled between the seat frame and the arcuate member.
The seat footrest of claim 1 , further comprising a telescoping mechanism for extending the footpad to an extended position when deployed in the one or more deployed positions.
The seat footrest of claim 6 , wherein the telescoping mechanism slides into a recess of a supporting plate on an underside of the footpad for retracting the footpad to a retracted position.
The seat footrest of claim 6 , further comprising a touch latch for locking the telescoping mechanism in the extended position and unlocking the telescoping mechanism from the extended position.
The seat footrest of claim 8 , the touch latch comprising: a pivoting member having a spring bias at a first end, a protruding pin at a second end opposite the first end, and a pivot axis between the first end and the second end, the pivot axis being coupled to the telescoping mechanism; the protruding pin being inserted into a track of the footpad for guiding the pivoting member upon sliding of the telescoping mechanism, the track having a bend for receiving the pin such that the pivoting member maintains the slide mechanism in the extended position; and the spring bias adapted to rotate the pivoting member for moving the protruding pin out of the bend upon fully extending the telescoping mechanism, thereby releasing the footpad for retracting.
a pivoting member having a spring bias at a first end, a protruding pin at a second end opposite the first end, and a pivot axis between the first end and the second end,
the pivot axis being coupled to the telescoping mechanism;
the protruding pin being inserted into a track of the footpad for guiding the pivoting member upon sliding of the telescoping mechanism, the track having a bend for receiving the pin such that the pivoting member maintains the slide mechanism in the extended position; and
the spring bias adapted to rotate the pivoting member for moving the protruding pin out of the bend upon fully extending the telescoping mechanism, thereby releasing the footpad for retracting.
The seat footrest of claim 6 , further comprising at least one retracting cable reel adapted to retract the telescoping mechanism.
The seat footrest of claim 1 , further comprising a release mechanism coupled to the lock pin for disengaging the lock pin for freeing the arcuate member for deployment and stowing.
A stowable footrest for a seat, comprising: a footpad having a supporting member; a first arcuate member mechanically coupled to a first side of the supporting member; a second arcuate member mechanically coupled to a second side of the supporting member, opposite the first side; the first arcuate member and the second arcuate member being pivotably coupled to a seat frame for pivoting the footpad between a stowed configuration and a plurality of deployed configurations; at least one of the first arcuate member and the second arcuate member having a first notch corresponding to the stowed configuration and a plurality of additional notches each corresponding to a respective one of the plurality of deployed configurations; a lock pin for inserting into one of the first notch or the plurality of additional notches for securing the footpad in the stowed configuration or in the plurality of deployed configurations, respectively; and a telescoping slide embedded in the supporting member for extending a position of the footpad away from the seat.
a footpad having a supporting member;
a first arcuate member mechanically coupled to a first side of the supporting member;
a second arcuate member mechanically coupled to a second side of the supporting member, opposite the first side;
the first arcuate member and the second arcuate member being pivotably coupled to a seat frame for pivoting the footpad between a stowed configuration and a plurality of deployed configurations;
at least one of the first arcuate member and the second arcuate member having a first notch corresponding to the stowed configuration and a plurality of additional notches each corresponding to a respective one of the plurality of deployed configurations;
a lock pin for inserting into one of the first notch or the plurality of additional notches for securing the footpad in the stowed configuration or in the plurality of deployed configurations, respectively; and
a telescoping slide embedded in the supporting member for extending a position of the footpad away from the seat.
The stowable footrest of claim 12 , wherein the plurality of deployed configurations include a substantially horizontal configuration and a reclining configuration, the reclining configuration being between the substantially horizontal configuration and the stowed configuration.
The stowable footrest of claim 12 , wherein the lock pin is spring-loaded to engage in one of the first notch or the plurality of additional notches, and the lock pin is mechanically coupled to a release cable for enabling the lock pin to disengage from one of the first notch or the plurality of additional notches.
The stowable footrest of claim 12 , wherein the telescoping slide further comprises a latch biased to actuate to a first position when the footpad is extended for maintaining the footpad in an extended position, the latch being further biased to actuate to a second position when the footpad is pressed to a full extension enabling retraction of the footpad.
The stowable footrest of claim 12 , wherein the telescoping slide further comprises a cable reel, the cable reel being spring loaded to retract the footpad within the footrest supporting member upon the footpad being pressed to the full extension.
The stowable footrest of claim 12 , wherein the telescoping slide further comprises an inner slide, which is slidably connected within a middle slide, which is slidably connected within the supporting member.
The stowable footrest of claim 12 , further comprising a first torsion spring mechanically coupling the first arcuate member to the seat frame, and a second torsion spring mechanically coupling the second arcuate member to the seat frame, the first and second torsion springs adapted to initiate deployment of the footpad upon disengaging of the lock pin from the first notch.
The stowable footrest of claim 12 , further comprising a dual gas-spring assembly mechanically coupled between the seat frame and the arcuate member for raising the footpad to one of the plurality of deployed configurations.
The stowable footrest of claim 19 , the dual gas-spring assembly further comprising a first gas spring oriented anti-parallel with a second gas spring.