Pivot for rear seat track fitting

A track fitting assembly for removably securing a seat through a swivel bearing to a generally channel-shaped track secured to the fuselage of an aircraft. The track fitting assembly includes a forged body member having spaced track lugs projecting laterally from a narrow finger portion. The body member has a socket which receives a threaded shear plunger adjusting screw such that a head on the adjusting screw moves into the socket to indicate when the shear plunger is properly seated to lock the track lugs in the track.

TECHNICAL FIELD 
The invention relates to an anti-rattle track fitting having a swivel 
bearing for securing a leg of a seat to a track mounted on the floor of an 
aircraft or other vehicle, the fitting having a visible indicator to 
confirm that the fitting is properly installed. 
BACKGROUND OF INVENTION 
The invention disclosed herein relates to improvements in track fittings of 
the type disclosed in Bentley U.S. Pat. No. 5,058,829, entitled "SEAT 
TRACK FITTING", which are commercially available from Weber Aircraft of 
Gainesville, Tex. Track fittings are employed for securing passenger seats 
to track rails in the floor of an aircraft. Track fittings vary in design 
due to the structural needs of the seat and the allowable strength of the 
aircraft. 
Track rails in aircraft are generally C-shaped channels and have holes 
bored every inch along the length of flanges to allow installation of the 
seats at any position and adjustment between seats at 1 inch increments 
along the track. The seat track fittings generally have track fitting 
lugs, arranged in pairs on the bottom of the fitting, which have an 
inverted generally T-shaped cross section and have radii to allow them to 
be installed in the holes in the aircraft seat track rails. 
The track fitting disclosed in Bentley U.S. Pat. No. 5,058,829 has a 
generally C-shaped shear plunger mounted to slide vertically on the track 
fitting body. A separate generally U-shaped anti-rattle device is moved by 
a screw to position ends of legs of the device in engagement with upper 
surfaces on the track to lift track fitting lugs into firm engagement with 
under surfaces of the track flanges. This patent discloses an anchor 
fitting having a one-piece body formed to include a substantially 
spherically shaped seat engagement housing connected to a track fitting 
member that allows freedom of movement of the connecting seat leg member 
relative to the anchor fitting. 
Other patents disclosing spherical bearing fittings for securing seat legs 
to track fittings include Dowd U.S. Pat. No. 4,771,969; Dowd U.S. Pat. No. 
4,796,837 and Schurr U.S. Pat. No. 5,083,726. 
Processes required to manufacture and assemble spherical bearings in track 
fittings heretofore devised have been expensive and unduly time consuming. 
For example, press-fitting ring elements having concave surfaces into 
openings for retaining a spherical bearing in an opening in a track 
fitting is time consuming and expensive. 
A track fitting, disclosed in Dowd U.S. Pat. No. 4,771,969 entitled "LEG 
SET TRACK FITTING", is commercially available from Sabre Industries, Inc. 
of Burbank, Calif. The fitting has a generally circular shear element, 
which pivots about a horizontal axis relative to one end of a finger 
extending into the groove in a track such that the shear element is 
movable into openings in the track to prevent movement of the fitting 
longitudinally of the track. The fitting is also provided with a yoke 
configured to straddle the finger and extend into openings in the track to 
prevent sliding movement and to prevent rattling. This type of fitting, 
made of three stainless steel castings which require a 100% X-Ray 
inspection of the castings to satisfy Federal Aviation Regulations, is 
very expensive to manufacture and is very difficult to install. 
An additional track fitting, which is commercially available from Ancra 
Corporation of El Segundo, Calif., is disclosed in U.S. Pat. No. 4,256,424 
entitled "RATTLE PROOF ANCHOR FITTING FOR SECURING LOADS TO A RETAINER 
TRACK". This fitting has a sliding shear plunger and a separate "U" shaped 
clamp member having flange surfaces which engage the track to prevent 
rattling. 
Under certain conditions, track fittings of the type heretofore devised may 
be difficult to install because they must be in near perfect alignment 
with the seat track holes to engage properly. The fitting shear plunger 
must be snapped into the track hole and an adjustment screw must be turned 
to secure the anti-rattle device. 
Some fittings utilize a single mechanism for the anti-rattle device and the 
shear plunger. However, this configuration is not the best, structurally, 
because the shear plunger is usually located between or aft of the fitting 
lug pairs. When the shear plunger is located between or aft of the fitting 
lug pairs, the track lip pairs that are forward of the shear plunger, 
react against both the shear plunger and one pair of fitting lug pairs in 
combination. Full track strength cannot be achieved in this configuration; 
however, this configuration is the easiest to access for installation and 
maintenance. 
Kulczycki et al U.S. Pat. No. 3,847,344; Howell U.S. Pat. No. 4,230,432; 
Sheek et al U.S. Pat. No. 4,776,533; Beroth U.S. Pat. No. 5,169,091 and 
Beroth U.S. Pat. No. 5,178,346 disclose track fasteners. Beroth U.S. Pat. 
No. 5,169,091, referring to the structure disclosed in Howell U.S. Pat. 
No. 4,230,432, states that the seat may seem to be securely fastened to 
the track, but in fact the seat will some times come loose quite easily if 
not properly installed upon even slight stress being place on the seat or 
track fastener. It is further stated that a cursory inspection, 
particularly in bad lighting conditions, might lead an inspector to 
incorrectly conclude that the track fastener is properly locked when in 
fact it is not. 
One track fitting which is commercially available uses a center 
plunger/anti-rattle device spring loaded in the up mode. The fitting is 
positioned over a hole in the track and a spring loaded adjuster is pushed 
down. The plunger drops down into the hole and the adjuster makes contact 
with mating threads in the fitting body. The adjuster is tightened to 
produce a snug fit and a small grub screw is tightened against the 
adjuster to prevent loosening. The small grub screw on the side of the 
fitting is a time consuming operation to be performed after the fitting is 
installed. This operation can be carelessly overlooked causing a 
non-secured fit of the track fitting. 
If the shear plunger of track fittings heretofore devised is not located 
correctly, and the anti-rattle device is tightened, the track fitting can 
give a false appearance of a positive structural installation. The 
installation and removal of a seat from an aircraft is very time 
consuming, which is hampered by the fitting installation. Once the seat is 
installed in an aircraft, and the fitting is tightened, there exists no 
means of identification for confirming positive engagement between the 
track fitting and the track. 
Other track fittings are disclosed in U.S. Pat. No. 3,189,313; U.S. Pat. 
No. 3,620,171; U.S. Pat. No. 3,652,050; U.S. Pat. No. 3,677,195; U.S. Pat. 
No. 3,810,534; U.S. Pat. No. 4,026,218; U.S. Pat. No. 4.062,298; U.S. Pat. 
No. 4,109,891; U.S. Pat. No. 4,114,947; U.S. Pat. No. 4,396,175; U.S. Pat. 
No. 4,493,470; U.S. Pat. No. 4,509,888; U.S. Pat. No. 4,688,843; U.S. Pat. 
No. 4,708,549; U.S. Pat. No. 4,718,719 and U.S. Pat. No. 4,911,381. 
When a track fitting is removed from the track, the threaded adjusting 
screws may be bent or lost along with other fitting pieces. Further, the 
requirement that several tools be employed for installing or removing 
seats is undesirable. A track fitting with a visual identification is 
needed to ensure positive track engagement and to permit proper 
installation and removal of seats much more quickly than can be 
accomplished using track fittings of the type heretofore devised. 
SUMMARY OF INVENTION 
The track fitting disclosed herein is employed for movably securing a seat 
to conventional, generally channel shaped tracks having an elongated 
central groove and spaced circular openings formed in horizontally 
extended flanges. The disclosed embodiment of the track fitting includes a 
forged or machined steel fitting body, a shear plunger assembly and a 
machined steel threaded adjuster which connects the shear plunger assembly 
to the track fitting body. The threaded adjuster has a colored head which 
moves into an internally threaded socket in the track fitting body when 
the shear plunger assembly is seated in the circular openings formed in 
the track flanges. 
A screwdriver or other basic tool is used for installing and removing the 
track fitting which locks firmly in position and will not move from its 
locked position in the track when subjected to design loads. 
The head on the threaded adjuster provides an indicator which clearly and 
reliably indicates whether or not the track fitting is properly locked in 
position despite adjacent installation of carpet, track covers, seat 
structure and other visible obstructions. 
The track fitting assembly is configured to assure that seats are not 
incorrectly installed in a manner which would affect the load carrying 
capability of the track fitting. The shear plunger assembly incorporates 
primary and secondary plunger heads which are received in openings in the 
track flanges such that torsional forces applied to the track fitting body 
is translated to force exerted on a first track lip segment in a first 
direction by the primary shear plunger and force exerted on a second track 
lip segment in a second direction by track lugs on the fitting body. This 
configuration prevents the application of compound loading on track lip 
segments which would prevent utilization of the full strength of the seat 
tracks. 
In addition, the track fitting incorporates improvements for mounting a 
swivel bearing, having a spherical bearing surface, in an opening in a 
track fitting body. Spaced grooves are formed in the wall of an opening in 
the track fitting body and a pair of snap rings are positioned adjacent 
opposite sides of an enlarged spherical central portion of the bearing for 
retaining the bearing in the opening. 
The track fitting having a swivel bearing for mounting the track fitting on 
the leg of a seat provides a structure having improved torque carrying 
capability required to withstand 16G loading. The threaded adjuster that 
connects the shear plunger to the track body has a threaded central 
portion and a painted head portion that is smaller in diameter than the 
threaded central portion. The painted screw head should be completely 
concealed in a socket formed in the track fitting if the fitting is 
properly installed and clearly indicates whether or not the track fitting 
is properly installed.

Numeral references are employed to designate like parts throughout the 
various figures of the drawings. 
DESCRIPTION OF A PREFERRED EMBODIMENT 
The track fitting assembly, generally designated by the numeral 10 in the 
drawings, comprises a forged steel fitting body 20, a forged steel 
anti-rattle/shear plunger assembly 40, and a machined steel threaded 
adjuster 50. 
The fitting body 20 and shear plunger 40 are preferably forged because the 
forging operation improves the quality of many metals. The coarse crystals 
of metal resulting from solidification in an ingot mold are kneaded and 
refined. Blow holes and layers of slag are consolidated and usually welded 
together. This results in a more ductile and stronger product than cast 
metal with much greater resistance to shock and to fatigue stresses. 
Hammer forging imparts a high degree of refinement on the surface of the 
work. 
As best illustrated in FIGS. 6 and 8, body member 20 preferably comprises 
an enlarged upper boss portion 24 and a narrow elongated longitudinally 
extending lower finger portion 25 having a longitudinally extending slot 
22 formed therein. A transversely extending channel 28 is formed in the 
lower portion of body 20 and intersects with slot 22 and an internally 
threaded socket 35 extends through surfaces 24a and 28a of fitting body 20 
and communicates with channel 28, as will be hereinafter more fully 
explained. 
Body 20 has bolt receiving passage 21, best illustrated in FIG. 6 of the 
drawing, extending through a cylindrical connector portion 30 on boss 24 
in which a swivel bearing, generally designated by the numeral 65 is 
mounted. Passage 21 has a cylindrical wall 60 in which grooves 62 and 64 
are formed, as will be hereinafter more fully explained. 
As illustrated in FIGS. 8 and 9 of the drawing, slot 22 having an open 
bottom and open ends is bounded by surfaces 22a, 22b and 22c. 
As best illustrated in FIGS. 3 and 8 of the drawing, channel 28 is open at 
opposite ends and is bounded by surfaces 28a, 28b and 28c to form a 
receptacle of generally rectangular cross-section between track fitting 
lugs 32 and 34. 
Shoulders 25a on boss portion 24 of fitting body 20 extend along upper 
edges of narrow finger 25. Filets 25c between shoulders 25a and finger 
portion 25 are preferably greater than 0.040 inch and preferably have a 
radius of at least 0.060 inch to reduce stress concentration. 
Track fitting lugs 32 and 34 have upper surfaces 32a and 34a and lower 
surfaces 32b and 34b, respectively. Slot 22 extends through front track 
fitting lug 32 to form a bifurcated front track fitting lug 32 to 
accommodate the shear plunger assembly 40, as will be hereinafter more 
fully explained. 
Lower surfaces 32b and 34b on track fitting lugs 32 and 34 preferably lie 
in a common plane 26. Referring to FIG. 3 of the drawing, it should be 
noted that surface 28a at the upper end of channel 28 is inclined at an 
angle relative to plane 26 while surfaces 28b and 28c bounding opposite 
sides of channel 28 are generally perpendicular to surface 28a and are 
inclined relative to plane 26. The axis 36 of threaded socket 35 is 
preferably parallel to surfaces 28b and 28c and is inclined relative to 
plane 26. 
The axis 31 of passage 21 is parallel to plane 26 and extends through a 
generally cylindrical connector portion 30 formed on the end of track 
fitting body 20. 
While connector portion 30 of the track fitting body is illustrated as a 
generally cylindrical lug in the illustrated embodiment of the drawing, it 
should be appreciated that it may be formed as a clevis having a slot 
formed therein to accommodate a lug on the leg of an aircraft seat. 
Referring to FIGS. 2, 3 and 11 of the drawing, the numeral 40 generally 
designates a shear plunger having primary and secondary shear heads 42 and 
46 formed on opposite ends thereof and a rigid connector bar 45 extending 
therebetween. The primary shear head 42 has a semi-circular front wall 43 
and a semi-cylindrical rim 44 which extends outwardly from the upper edge 
of front wall 43. 
The radius of curvature of front wall 43 is preferably slightly less than 
the radius of curvature of receptacles formed in track rails and rim 44 
preferably has a radius of curvature slightly exceeding the radius of 
curvature of recesses formed in the track rails. The lower edge 43a of 
front wall 43 is preferably rounded or inclined to form a tapered guide 
surface to facilitate positioning primary shear head 42 in a receptacle in 
a track rail. 
The secondary shear plunger head 46 has curved side surfaces 47 and front 
and rear surfaces 49a and 49b inclined at an angle "A" in a range of, for 
example, about 70 to 75 degrees relative to the bottom surface 45a of 
shear plunger assembly 40. When the secondary shear head 46 is positioned 
in channel 28 in track fitting body 20, the bottom surface 45a and plane 
26 are substantially parallel. 
A passage 49 having a countersunk bore 49c is formed through the secondary 
shear head 46 and a flange 48 is formed on the upper end of secondary 
shear head 46 for engaging the upper surface of a track, as illustrated in 
FIG. 5 of the drawing, to pull upper surfaces 32a and 34a on track fitting 
lugs 32 and 34 into engagement with lower surfaces of track flange lips. 
The connector bar portion 45 extends between the primary and secondary 
shear heads 42 and 46 and is configured to extend into slot 22 in track 
fitting body 20. With opposite sides 45b and 45c of connector bar 45 being 
positioned adjacent surfaces 22b and 22c adjacent opposite sides of slot 
22 the primary shear head 42 is stabilized and horizontal forces are 
applied by the rear surface 49b on shear plunger assembly 40 to the 
shoulder 28c on track fitting body 20. 
As best illustrated in FIGS. 3, 4 and 5 of the drawing, an adjuster 50 
comprises a screw having a threaded central portion 52, a stem 54 and a 
head 55. Stem 54 extends through passage 49 in secondary shear head 46 and 
through a washer 59. The lower end of stem 54 is then flared for rotatably 
securing adjuster 50 to shear plunger 40 to complete the assembly of the 
shear plunger assembly 40. 
When the threaded central portion 52 of adjuster 50 is screwed into the 
threaded socket 35 formed in track fitting body 20, the head 55 is visible 
when the shear plunger assembly 40 is in the elevated position illustrated 
in FIG. 4 of the drawing. However, when adjuster 50 is rotated for moving 
shear plunger assembly 40 to the position illustrated in FIG. 5 of the 
drawing, the head 55 moves into the upper end of socket 35. 
Head 55 on adjuster 50 and the body 20 of the track fitting assembly 10 are 
preferably different colors such that a visual inspection of head 55 
clearly indicates whether or not shear plunger assembly 40 is in its fully 
extended position such that track fitting lugs 32 and 34 are captured 
under the track lips and shear heads 42 and 46 are seated in receptacles 
in the track. 
Referring to FIG. 5 of the drawing, it should be readily apparent that the 
lower edge of the inclined front surface 49a on the secondary shear head 
46 projects below and slightly forwardly of the rear edge of the track lip 
bounding the receptacle into which it extends such that a horizontal force 
applied to the front face 49a of secondary plunger head 46 tends to rotate 
the track fitting body 20 in a clockwise direction as illustrated in FIG. 
5. 
In the illustrated embodiment, the forged steel body 20 is provided with 
two lug pairs 32 and 34 and the forged steel anti-rattle shear plunger 
device 40 configured such that horizontal loads are primarily reacted by a 
track lip pair through the primary shear head 42 which sees no vertical 
loads. 
The center of the plunger/anti-rattle device 40 is a secondary plunger 46 
that can impose horizontal load against the tract lip pairs that are just 
forward. In this sense, the fitting 10 has multiple plungers. However, the 
secondary shear plunger 46 is configured such that it has a smaller area 
of contact with the track flange than the primary shear plunger 42. The 
secondary shear plunger 46 preferably carries less than about 25% of the 
shear load carried by primary shear head 42. 
The fitting uses a single threaded adjuster 50 to raise and lower the shear 
plunger device 40. The threaded adjuster 50 has a slot 56 on the top for a 
standard screwdriver, but can have a hex recess, phillips head recess or 
other means of tool adjustment. The threaded adjuster is placed through 
the hole 49 in the shear plunger 40 and a washer 59 is placed in the 
counter bored end 49c of the shear plunger. 
The end of the threaded adjuster 50 is flared or staked, holding the 
adjuster 50 on the shear plunger 40 while still allowing it to turn. Once 
the adjuster assembly is complete, it is assembled to the fitting body 20. 
One of the threads 53 is deformed to produce a locking element to guard 
against looseness. The top of the threaded adjuster is painted red or 
chemically treated to provide a contrasting color to the fitting body. 
The colored top of the adjuster will provide the inspector a visual means 
of identifying the positive security of the fitting in the aircraft track. 
For the best utilization of the track strength, the primary shear plunger 
40 should be placed directly forward of the track lip pairs. With this 
configuration the track lip pairs do not react to combined loads, in other 
words, horizontal loads are reacted by one pair of track lips and vertical 
loads are reacted by two different pairs of track lips. 
As hereinbefore explained, body 20 has a bolt receiving passage 21, best 
illustrated in FIG. 6 of the drawing, extending through a cylindrical 
connector portion 30 on boss 24 in which swivel bearing 65 is mounted. 
Passage 21 has a cylindrical wall 60 in which grooves 62 and 64 are 
formed. 
Swivel bearing 65 has a hollow spherical central portion 66 and tubular end 
portions 67 and 68. A passage 69 extends through the tubular end portions 
67 and 68 and through the spherical central portion 66 for receiving a 
bolt 12 for connecting body 20 to a seat leg (not shown). 
Snap rings 61 and 63 extend into grooves 62 and 64 and engage swivel 
bearing 65 adjacent opposite sides of the spherical central portion 66 to 
prevent disengagement of swivel bearing 65 from passage 21. 
Swivel bearing 65 has a central axis which can pivot about 15.degree. in 
any direction from the full outline position illustrated in FIG. 6 to the 
position illustrated in dashed outline. Thus, the fitting body 20 can 
gimble plus or minus 15.degree.. 
Snap rings 61 and 63 are conventional split resilient substantially 
circular rings that can be compressed to a reduced diameter for insertion 
into passage 21. When split rings 61 and 63 are positioned adjacent 
grooves 62 and 64, rings 61 and 63, unless restrained, will expand and 
seat in grooves 62 and 64. 
The outer spherical surface of the central portion 66 of swivel bearing 65 
engages inner surfaces of snap rings 61 and 63 such that any effort to 
move swivel bearing 65 longitudinally of passage 21 will exert force on 
snap rings 61 and 63 urging them outwardly. Walls of grooves 62 and 64 
prevent enlargement of the inside diameter of snap rings 61 and 63 after 
the snap rings are seated in grooves 62 and 64. 
Referring to FIG. 1 of the drawing, the conventional seat track 75 
comprises a generally channel-shaped member bolted or otherwise secured to 
the fuselage of an aircraft. A typical track comprises a bottom wall 73 
extending between spaced side walls 74 and 76 which have inwardly 
extending flange portions 77a and 77b spaced apart to form a groove 78 
extending longitudinally of the track 75. Generally crescent shaped 
openings 79a and 79b are formed in flanges 77a and 77b to form a series of 
circular receptacles 79 spaced longitudinally of track 75 and having track 
lip segments 72a, 72b, 72c extending between the openings. The receptacles 
79 formed by crescent shaped openings 79a and 79b are typically spaced on 
one inch (2.54 cm.) centers along the length of the track and generally 
have a diameter of approximately 1.00 inch (2.54 cm.). Track 75 is of 
conventional design and forms no part of the invention except in 
combination with the seat leg and track fitting assembly 10 described 
herein. A portion of a typical track 75 is illustrated in FIG. 1 of the 
drawing to illustrate the cooperative relationship between track fittings 
10 and the track 75. It will be appreciated that track section 75 has a 
typical cross-section and that other configurations may be employed, for 
example, tracks of the type disclosed in U.S. Pat. Nos. 3,652,050; 
4,109,891; 4,114,947; 4,493,470; and 4,911,381. 
It should be readily apparent that tracks 75 and track fitting assemblies 
10 may be employed for mounting structure other than aircraft seats, such 
as cargo pallets or tie-down straps to the floor of aircraft, trucks, 
ships, buildings and other structures or for mounting seats in busses, 
trains and other vehicles. 
The finger portion 25 of the body 20 of the track fitting assembly has a 
width which is equal to or less than the width of the groove 78, formed 
between flanges 77a and 77b of track 75, such that finger portion 25 is 
positionable in groove 78 to position the lower surfaces 32b and 34b on 
lugs 32 and 34 in sliding engagement with the upper surface of the bottom 
wall 73 of track 75. 
The narrow finger portion 25 of each track fitting has a plurality of 
spaced track lugs 32 and 34 formed thereon, track lugs 32 and 34 being 
equally spaced and corresponding to the spacing of receptacles 79 formed 
by crescent-shaped recesses 79a and 79b formed in flanges 77a and 77b of 
track 75. Upper surfaces 32a and 34a of track lugs 32 and 34 are 
positioned adjacent the lower side of flanges 77a and 77b in track 75 when 
primary shear plunger head 42 and secondary head 46 are seated in spaced 
receptacles 79. Plunger heads 42 and 46 are spaced apart a distance equal 
to the spacing of track lugs 32 and 34. However, the spacing between track 
lug 34 and plunger head 32 is one half the spacing between track lugs 32 
and 34. Thus, when plunger heads 42 and 44 enter receptacles 79 formed by 
crescent-shaped recesses 79a and 79b, upper surfaces of track lugs 32 and 
34 are positioned below the lip segments of flanges 77a and 77b extending 
between the crescent-shaped recesses 79a on flange 77a preventing vertical 
movement of track lugs 32 and 34 relative to track 75. Plunger heads 32 
and 34 prevent movement of track fitting body 20 longitudinally of track 
75 until plunger heads 42 and 44 are elevated from the position 
illustrated in FIG. 5 of the drawing. 
A second embodiment 20' of the track fitting body is illustrated in FIGS. 
12 and 13 of the drawing. The track fitting body 20' is substantially 
identical to track fitting body 20 except that a portion 25' of the narrow 
longitudinally extending lower finger 25 projects beyond the end of the 
enlarged upper boss portion 24 to support a third track fitting lug 34'. 
As best illustrated in FIG. 12 of the drawing, the upper surface of portion 
25' of the finger is inclined to form a tapered support for track fitting 
lug 34'. The upper surface 25a' of finger portion 25' drops below the 
upper surfaces of track flanges 77a and 77b so that it does not encroach 
on passenger space in the area immediately behind the rear leg of the seat 
upon which the track fitting assembly 10' is mounted. 
From the foregoing, it should be readily apparent that in the event of a 
crash landing the seat leg (not shown) applies a force F to the 
cylindrical connector portion 30 of track fitting 10'. The track lip 
segments on track 75 in front of primary shear head 42 apply reactive 
shear force F.sub.s to the front wall 43 of primary shear head 42. Track 
lip segments rearwardly of primary shear head 42 apply generally vertical 
forces F.sub.v to track fitting lugs 32, 34 and 34'. 
Track fitting lugs 32, 34 and 34' are positioned through spaced openings 79 
in track 75 and moved longitudinally of the track for positioning the lugs 
below lip flange segments on the track. The threaded adjuster 50 cannot be 
screwed into boss portion 24 of body 20' to the position illustrated in 
FIG. 12 such that head 55 is concealed in threaded socket 35 unless the 
primary shear head 42 has been properly seated in one of the track fitting 
openings 79. Thus, if track fitting lugs 32, 34 and 34' are not visible 
and the head 55 on threaded adjuster screw 52 is concealed in threaded 
socket 35, this quickly and accurately indicates that the track fitting 
assembly 10' is properly installed. 
Terms such as horizontal, vertical, upper and lower are used to describe 
the illustrated embodiments of the invention and should not be construed 
as limiting the scope of the invention. 
There currently exists the need for a track fitting that is inexpensive, is 
simple, is easy to engage and disengage, uses simple tools to install, 
utilizes the full strength of the seat tracks, provides assurance the 
fitting is properly installed, and can withstand the loads produced by a 
16G impact.