Office Action 1: Non-Final Rejection (2022-11-22)
Rejection types: 103 - Obviousness, 112 - Written Description/Enablement

CLAIMS:
What is claimed is:

1\. A method for fueling and using an aircraft, wherein the method comprises:
storing, using a fuel tank, liquified gas fuel;
fueling, using a fuel line, an aircraft, wherein fueling further comprises:
filling the fuel tank with liquified gas fuel to a desired level, wherein the desired level comprises fuel for a plurality of flights plus reserves; and
removing the fuel line as function of the desired level in the aircraft; and
preparing the fuel tank for flight as a function of the desired level; and
flying, using the aircraft, a plurality of flights using the liquid gas fuel.

2\. The method of claim 1, wherein the aircraft comprises a blended wing body aircraft.

3\. The method of claim 1, wherein the fuel tank is configured to have a multi-lobe geometry.

4\. The method of claim 3, wherein the fuel tank comprises a septum.

5\. The method of claim 3, wherein the multi-lobe geometry provides tension for each container of the multi-lobe geometry.

6\. The method of claim 1, wherein the fuel tank is prepared as a function of a flight status.

7\. The method of claim 1, further comprising venting, using a vent line, the fuel tank, wherein the vent line is in fluid connection to the fuel tank.

8\. The method of claim 7, wherein the vent line is configured to capture gaseous hydrogen from the fuel tank.

9\. The method of claim 7, wherein the vent line is configured to release pressure from the fuel tank.

10\. The method of claim 7, wherein the vent line includes a pressure regulator.

11\. The method of claim 7, wherein the vent line is insulated to prevent the accumulation of frozen gases.

12\. The method of claim 7, wherein the vent line includes an inner wall and an outer wall wherein a void resides in between.

13\. The method of claim 7, wherein the vent line further comprises a-\_heat exchanger.

14\. The method of claim 7, wherein the preparing the fuel tank for flight further includes detaching the vent line from the fuel tank as a function of the desired level.

15\. The method of claim 1, wherein the preparing of the fuel tank for flight further includes detaching the fuel line from the fuel tank as a function of the desired level.

16\. The method of claim 1, wherein the plurality of flights are further configured to:
commence at a first refueling station; and terminate at a second refueling station.

17\. The method of claim 1, wherein substantially no fueling occurs between the flights of the plurality of flights.

18\. The method of claim 1, wherein fueling occurs over a period of time, exceeding 30 minutes.

19\. The method of claim 1, wherein the fuel tank may comprise a chamber between an inner wall and an outer wall of the tank.

20\. The method of claim 1, wherein the liquified gas fuel is comprised of liquid hydrogen. 49Attorney Docket No. 1179-058USU1 50Attorney Docket No. 1179-058USU1

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 .
Drawings
1	The drawings are objected to as failing to comply with 37 CFR 1.84(p)(5) because they do not include the following reference sign(s) mentioned in the description: fuel tank element 208.  Corrected drawing sheets in compliance with 37 CFR 1.121(d) are required in reply to the Office action to avoid abandonment of the application. Any amended replacement drawing sheet should include all of the figures appearing on the immediate prior version of the sheet, even if only one figure is being amended. Each drawing sheet submitted after the filing date of an application must be labeled in the top margin as either “Replacement Sheet” or “New Sheet” pursuant to 37 CFR 1.121(d). If the changes are not accepted by the examiner, the applicant will be notified and informed of any required corrective action in the next Office action. The objection to the drawings will not be held in abeyance.
2.	The drawings are objected to under 37 CFR 1.83(a).  The drawings must show every feature of the invention specified in the claims.  Therefore, the septum, container must be shown or the feature(s) canceled from the claim(s).  No new matter should be entered.
Corrected drawing sheets in compliance with 37 CFR 1.121(d) are required in reply to the Office action to avoid abandonment of the application. Any amended replacement drawing sheet should include all of the figures appearing on the immediate prior version of the sheet, even if only one figure is being amended. The figure or figure number of an amended drawing should not be labeled as “amended.” If a drawing figure is to be canceled, the appropriate figure must be removed from the replacement sheet, and where necessary, the remaining figures must be renumbered and appropriate changes made to the brief description of the several views of the drawings for consistency. Additional replacement sheets may be necessary to show the renumbering of the remaining figures. Each drawing sheet submitted after the filing date of an application must be labeled in the top margin as either “Replacement Sheet” or “New Sheet” pursuant to 37 CFR 1.121(d). If the changes are not accepted by the examiner, the applicant will be notified and informed of any required corrective action in the next Office action. The objection to the drawings will not be held in abeyance.
Claim Rejections - 35 USC § 112
The following is a quotation of 35 U.S.C. 112(b):
(b)  CONCLUSION.—The specification shall conclude with one or more claims particularly pointing out and distinctly claiming the subject matter which the inventor or a joint inventor regards as the invention.
The following is a quotation of 35 U.S.C. 112 (pre-AIA ), second paragraph:
The specification shall conclude with one or more claims particularly pointing out and distinctly claiming the subject matter which the applicant regards as his invention.
Claims 1-20 rejected under 35 U.S.C. 112(b) or 35 U.S.C. 112 (pre-AIA ), second paragraph, as being indefinite for failing to particularly point out and distinctly claim the subject matter which the inventor or a joint inventor (or for applications subject to pre-AIA  35 U.S.C. 112, the applicant), regards as the invention.
Dependent claims not addressed below are rejected as being dependent upon a rejected base claim.
3.	Claim 4 recites limitation “septum”. It is unclear which element is the septum. Appropriate correction is required.
4.	Claim 5 recites “the multi-lobe geometry provides tension”. It is unclear how the multi-lobe geometry provides tension.
5.	Claim 5 recites “container”. It is unclear which element is the container. Appropriate correction is required.
6.	Claim 6 recites the limitation “the fuel tank is prepared as a function of a flight status”. It is unclear in what the way the fuel tank is prepared. How the does the flight status affect this preparation?
7.	The term “substantially” in claim 17 is a relative term which renders the claim indefinite. The term “substantially” is not defined by the claim, the specification does not provide a standard for ascertaining the requisite degree, and one of ordinary skill in the art would not be reasonably apprised of the scope of the invention. substantially is not a measurable term..
Claim Rejections - 35 USC § 103
In the event the determination of the status of the application as subject to AIA  35 U.S.C. 102 and 103 (or as subject to pre-AIA  35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
The factual inquiries for establishing a background for determining obviousness under 35 U.S.C. 103 are summarized as follows:
1. Determining the scope and contents of the prior art.
2. Ascertaining the differences between the prior art and the claims at issue.
3. Resolving the level of ordinary skill in the pertinent art.
4. Considering objective evidence present in the application indicating obviousness or nonobviousness.
Claim(s) 1, 7-11, 13 and 16 is/are rejected under 35 U.S.C. 103 as being unpatentable over US 20150344143 A1 Epstein; Michael Jay et al., and further in view of US 20110042520 A1 Glaser; Daniel et al.
8.	Regarding claim 1 Epstein teaches, a method for fueling and using an aircraft, wherein the method comprises: storing (para 0021 storing), using a fuel tank  (fig. 3, element 22), liquified gas fuel (para 0022 jet fuel, cryogenic fuel, or liquified natural gas); fueling (para 0068, fueling), using a fuel line (fig. 3, element 32 is equal to fuel line), an aircraft (fig. 1, element 5), wherein fueling further comprises: filling the fuel tank with liquified gas fuel to a desired level, wherein the desired level comprises fuel for a plurality of flights plus reserves (Examiner takes official notice it is well known to fill tanks to desired level and that the amount of fuel for more than one flight plus reserves); but fails to teach, and removing the fuel line as function of the desired level in the aircraft; and preparing the fuel tank for flight as a function of the desired level; and flying, using the aircraft, a plurality of flights using the liquid gas fuel.
However Glaser teaches, and removing the fuel line as function of the desired level in the aircraft (claim 17, disconnecting in response to predetermined parameter); and preparing the fuel tank for flight as a function of the desired level (claim 17, disconnecting line is equal to preparing); and flying , using the aircraft, a plurality of flights using the liquid gas fuel (it is well known that aircraft fly, and have a plurality of flights).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the removing the fuel line as a function of fuel level taught by Glaser in order to optimize fueling times (Para 0011).
9.	Regarding claim 7 Epstein as modified teaches, the method of claim 1, further comprising venting, using a vent line (fig. 3, element 41), the fuel tank (fig. 3, element 22), wherein the vent line is in fluid connection to the fuel tank (fig. 3).
10.	Regarding claim 8 Epstein as modified teaches, the method of claim 7, wherein the vent line is configured to capture gaseous hydrogen from the fuel tank (para 0068 capture gases).
11.	Regarding claim 9 Epstein as modified teaches, the method of claim 7, wherein the vent line is configured to release pressure from the fuel tank (para 0058 “maintains the tank at a desired pressure”).
12.	Regarding claim 10 Epstein as modified teaches, the method of claim 7, wherein the vent line includes a pressure regulator (fig. 3, element 39 valve equal to regulator).
13.	Regarding claim 11 Epstein as modified teaches, the method of claim 7, wherein the vent line is insulated to prevent the accumulation of frozen gases (para 0062 wing LNG, tank, and structural elements insulated).
14.	Regarding claim 13 Epstein as modified teaches, the method of claim 7, wherein the vent line further comprises a heat exchanger (para 0005, 0084 catalytic converter equal to heat exchanger).
15.	Regarding claim 14 Epstein as modified teaches, the method of claim 7, Glaser teaches wherein the preparing the fuel tank for flight further includes detaching the vent line from the fuel tank as a function of the desired level (claim 17, disconnecting in response to predetermined parameter).
16.	Regarding claim 15 Epstein as modified teaches, the method of claim 1, Glaser teaches, wherein the preparing of the fuel tank for flight further includes detaching the fuel line from the fuel tank as a function of the desired level (claim 17, disconnecting in response to predetermined parameter).
17.	Regarding claim 16 Epstein as modified teaches, the method of claim 1, Glaser teaches, wherein the plurality of flights are further configured to: commence at a first refueling station; and terminate at a second refueling station (Examiner takes official notice it is well known an aircraft to takeoff and land at a fueling station).
Claim(s) 2 is rejected under 35 U.S.C. 103 as being unpatentable over Epstein and Glaser as applied to claims above, and further in view of US 7281682 B2 D'Auvergne; Hector A.
18.	Regarding claim 2 Epstein as modified teaches, the method of claim 1, but fails to teach wherein the aircraft comprises a blended wing body aircraft.
However D’Auvergne teaches, wherein the aircraft comprises a blended wing body aircraft (fig. 1, element 28).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the blended wing body taught by D'Auvergne in order to form a large surface area (col. 2, limes 25-27).
Claim(s) 3 is rejected under 35 U.S.C. 103 as being unpatentable over Epstein and Glaser as applied to claims above, and further in view of US 6123295 A Wexler; Mark Harry et al.
19.	Regarding claim 3 Epstein teaches, the method of claim 1 But fails to teach, wherein the fuel tank is configured to have a multi-lobe geometry.
However Wexler teaches, wherein the fuel tank is configured to have a multi-lobe geometry (fig. 4).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the multi-lobe fuel tank taught by Wexler in order to “optimize the amount of fuel” (col. 1, lines 18-19).
Claim(s) 4 is rejected under 35 U.S.C. 103 as being unpatentable over Epstein and Glaser as applied to claims above, and further in view of US 6422514 B1 Clark; William James et al.
20.	Regarding claim 4 Epstein teaches, The method of claim 3, but fails to teach, wherein the fuel tank comprises a septum .
However Clark teaches, wherein the fuel tank comprises a septum  (fig4, element 202, 204, 206).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the septum taught by Clark in order to “maximize the propellant volumetric efficiency of the fuselage.” (col. 2, lines 64-65).
Claim(s) 12 is rejected under 35 U.S.C. 103 as being unpatentable over Epstein and Glaser as applied to claims above, and further in view of US 20120119032 A1 Benassi; Eric et al.
21.	Regarding claim 12 Epstein as modified, the method of claim 7, but fails to teach, wherein the vent line includes an inner wall and an outer wall wherein a void resides in between.
However Benassi teaches, wherein the vent line includes an inner wall (fig. 1, element 16) and an outer wall (see annotated fig. 1 outer wall) wherein a void (see annotated fig. 1 void) resides in between.
[AltContent: arrow][AltContent: textbox (Outer wall)][AltContent: textbox (Void)][AltContent: arrow]
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Conclusion


NEXT OFFICE ACTION: DETAILED ACTION
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Response to Arguments
Applicant's arguments filed 12/272022 have been fully considered but they are not persuasive. Amended claims are rejected by prior art currently on record US 20150344143 A1 Epstein; Michael Jay et al. and US 20110042520 A1 Glaser; Daniel et al.
Drawings
The drawings are objected to under 37 CFR 1.83(a).  The drawings must show every feature of the invention specified in the claims.  Therefore, the chamber, inner wall, and outer wall must be shown or the feature(s) canceled from the claim(s).  No new matter should be entered.
Corrected drawing sheets in compliance with 37 CFR 1.121(d) are required in reply to the Office action to avoid abandonment of the application. Any amended replacement drawing sheet should include all of the figures appearing on the immediate prior version of the sheet, even if only one figure is being amended. The figure or figure number of an amended drawing should not be labeled as “amended.” If a drawing figure is to be canceled, the appropriate figure must be removed from the replacement sheet, and where necessary, the remaining figures must be renumbered and appropriate changes made to the brief description of the several views of the drawings for consistency. Additional replacement sheets may be necessary to show the renumbering of the remaining figures. Each drawing sheet submitted after the filing date of an application must be labeled in the top margin as either “Replacement Sheet” or “New Sheet” pursuant to 37 CFR 1.121(d). If the changes are not accepted by the examiner, the applicant will be notified and informed of any required corrective action in the next Office action. The objection to the drawings will not be held in abeyance.
Claim Rejections - 35 USC § 103
In the event the determination of the status of the application as subject to AIA  35 U.S.C. 102 and 103 (or as subject to pre-AIA  35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
The text of those sections of Title 35, U.S. Code not included in this action can be found in a prior Office action.
Claim(s) 1, 6-11, 13-17 and 20 is/are rejected under 35 U.S.C. 103 as being unpatentable over US 20150344143 A1 Epstein; Michael Jay et al., and further in view of US 20110042520 A1 Glaser; Daniel et al.
2.	Regarding claim 1 Epstein teaches, regarding claim 1 Epstein teaches, a method for fueling and using an aircraft, wherein the method comprises: storing (para 0021 storing), using a fuel tank  (fig. 3, element 22), liquified gas fuel (para 0022 jet fuel, cryogenic fuel, or liquified natural gas); fueling (para 0068, fueling), using a fuel line (fig. 3, element 32 is equal to fuel line), an aircraft (fig. 1, element 5), wherein fueling further comprises:
but fails to teach, filling the fuel tank with liquified gas fuel to a desired level, wherein the desired level comprises fuel for a plurality of flights plus reserves, wherein a sensor connected to the fuel tank detects at least abnormal phenomena related to the fuel tank, wherein the sensor converts the detected at least abnormal phenomena into a signal that is then transmitted to a computing device; and removing, using the computing device, the fuel line as function of the desired level in the aircraft; and preparing the fuel tank for flight as a function of the desired level; and flying, using the aircraft, a plurality of flights using the liquid gas fuel.
Examiner takes official notice it is well known to fill tanks to desired level and that the amount of fuel for more than one flight plus reserves;
Glaser teaches, wherein a sensor connected to the fuel tank detects at least abnormal phenomena related to the fuel tank (para 0015 sensor and where unintentional shut-off is equal to abnormal phenomena), wherein the sensor converts the detected at least abnormal phenomena into a signal that is then transmitted to a computing device (para 0015 control device equal to computing device); and removing, using the computing device (para 0030 control device is used at end of refueling operation and line detached), the fuel line as function of the desired level in the aircraft (claim 17, disconnecting in response to predetermined parameter); and preparing the fuel tank for flight as a function of the desired level fill datum; and flying , using the aircraft, a plurality of flights using the liquid gas fuel (it is well know that aircraft fly, and have a plurality of flights).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the removing the fuel line as a function of fuel level taught by Glaser in order to optimize fueling times (Para 0011).
3.	Regarding claim 6, Epstein as modified teaches, the method of claim 1, Glasser teaches, wherein the fuel tank is prepared as a function of a fill datum (claim 17, disconnecting  in response to predetermined parameter).
4.	Regarding claim 7 Epstein as modified teaches, the method of claim 1, further comprising venting, using a vent line (fig. 3, element 41), the fuel tank (fig. 3, element 22), wherein the vent line is in fluid connection to the fuel tank (fig. 3).
5.	Regarding claim 8 Epstein as modified teaches, the method of claim 7, wherein the vent line is configured to capture gaseous hydrogen from the fuel tank (para 0068 capture gases).
6.	Regarding claim 9 Epstein as modified teaches, the method of claim 7, wherein the vent line is configured to release pressure from the fuel tank (para 0058 “maintains the tank at a desired pressure”).
7.	Regarding claim 10 Epstein as modified teaches, the method of claim 7, wherein the vent line includes a pressure regulator (fig. 3, element 39 valve equal to regulator).
8.	Regarding claim 11 Epstein as modified teaches, the method of claim 7, wherein the vent line is insulated to prevent the accumulation of frozen gases (para 0062 wing LNG, tank, and structural elements insulated).
9.	Regarding claim 13 Epstein as modified teaches, the method of claim 7, wherein the vent line further comprises a heat exchanger (para 0005, 0084 catalytic converter equal to heat exchanger).
10.	Regarding claim 14 Epstein as modified teaches, the method of claim 7, Glaser teaches wherein the preparing the fuel tank for flight further includes detaching the vent line from the fuel tank as a function of the desired level (claim 17, disconnecting in response to predetermined parameter).
11.	Regarding claim 15 Epstein as modified teaches, the method of claim 1, Glaser teaches, wherein the preparing of the fuel tank for flight further includes detaching the fuel line from the fuel tank as a function of the desired level (claim 17, disconnecting in response to predetermined parameter).
12.	Regarding claim 16 Epstein as modified teaches, the method of claim 1, Glaser teaches, wherein the plurality of flights are further configured to: commence at a first refueling station; and terminate at a second refueling station (Examiner takes official notice it is well known an aircraft to takeoff and land at a fueling station).
13.	Regarding claim 17 Epstein as modified teaches, the method of claim 1, but does not teach, wherein no fueling occurs between the flights of the plurality of flights.
Examiner takes official notice it is well known to fill tanks to desired level and that the amount of fuel for more than one flight plus reserves.
14.	Regarding claim 20 Epstein as modified teaches, the method of claim 1, wherein the liquified gas fuel is comprised of liquid hydrogen (abstract).
Claim(s) 2 is rejected under 35 U.S.C. 103 as being unpatentable over Epstein and Glaser as applied to claims above, and further in view of US 7281682 B2 D'Auvergne; Hector A.
15.	Regarding claim 2 Epstein as modified teaches, the method of claim 1, but fails to teach wherein the aircraft comprises a blended wing body aircraft.
However D’Auvergne teaches, wherein the aircraft comprises a blended wing body aircraft (fig. 1, element 28).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the blended wing body taught by D'Auvergne in order to form a large surface area (col. 2, limes 25-27).
Claim(s) 3 and 5 are rejected under 35 U.S.C. 103 as being unpatentable over Epstein and Glaser as applied to claims above, and further in view of US 6123295 A Wexler; Mark Harry et al.
16.	Regarding claim 3 Epstein teaches, the method of claim 1 But fails to teach, wherein the fuel tank is configured to have a multi-lobe geometry.
However Wexler teaches, wherein the fuel tank is configured to have a multi-lobe geometry (fig. 4). It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the multi-lobe fuel tank taught by Wexler in order to “optimize the amount of fuel” (col. 1, lines 18-19).
17.	Regarding claim 5, Epstein as modified teaches, the method of claim 3, Wexler teaches, wherein the multi-lobe geometry provides tension for each fuel tank of the multi-lobe geometry (Cols. 2-3 lines 60-6 where hoop tension is provided).
Claim(s) 4 and 19 are rejected under 35 U.S.C. 103 as being unpatentable over Epstein and Glaser as applied to claims above, and further in view of US 6422514 B1 Clark; William James et al.
18.	Regarding claim 4 Epstein teaches, The method of claim 3, but fails to teach, wherein the fuel tank comprises a septum .
However Clark teaches, wherein the fuel tank comprises a septum  (fig4, element 202, 204, 206).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the septum taught by Clark in order to “maximize the propellant volumetric efficiency of the fuselage.” (col. 2, lines 64-65).
19. 	Regarding claim 19 Epstein as modified teaches, the method of claim 1, but fails to teach, wherein the fuel tank may comprise a chamber between an inner wall and an outer wall of the tank.
However Clark teaches, wherein the fuel tank may comprise a chamber between an inner wall and an outer wall of the tank (fig. 8).
It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the wall taught by Clark in order to “maximize the propellant volumetric efficiency of the fuselage.” (col. 2, lines 64-65).
Claim(s) 12 is rejected under 35 U.S.C. 103 as being unpatentable over Epstein and Glaser as applied to claims above, and further in view of US 20120119032 A1 Benassi; Eric et al.
20.	Regarding claim 12 Epstein as modified, the method of claim 7, but fails to teach, wherein the vent line includes an inner wall and an outer wall wherein a void resides in between.
However Benassi teaches, wherein the vent line includes an inner wall (fig. 1, element 16) and an outer wall (see annotated fig. 1 outer wall) wherein a void (see annotated fig. 1 void) resides in between.
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It would have been obvious to a person having ordinary skill in the art before the effective filing date of the claimed invention to modify the method for fueling an aircraft taught by Epstein with the hose walls taught by Benassi, “in order to ensure that, in the event of failure of the first hose, the second wall hose contains any leakage.” (para 0002).
Allowable Subject Matter
Claim 18 objected to as being dependent upon a rejected base claim, but would be allowable if rewritten in independent form including all of the limitations of the base claim and any intervening claims.
The following is a statement of reasons for the indication of allowable subject matter:  Prior art such as Epstein and Glasser do not have the method of where “fueling occurs over a period of time, exceeding 30 minutes.”
Conclusion
THIS ACTION IS MADE FINAL.  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 mailing date of this final action.

CITED REFERENCE SUMMARIES: Ref US7281682B2: Claims:
A method for launching a spacecraft into an earth orbit, including the steps of: providing a spacecraft having a lifting body and at least one rocket engine; supporting the spacecraft on a ground-based vehicle; providing a turbojet engine to power the ground-based vehicle; operating the turbojet engine to accelerate the ground-based vehicle and spacecraft horizontally to achieve aerodynamic takeoff speed of the spacecraft; separating the spacecraft from the ground-based vehicle; said at least one rocket engine powering the spacecraft from horizontal liftoff to earth orbit; said spacecraft thereafter reentering the atmosphere and gliding back to the earth; refurbishing and reusing the spacecraft after gliding back to earth; providing the spacecraft with a removable unitary belly assembly extending to cover the bottom surfaces of the entire spacecraft, and replacing the belly assembly during refurbishing of the spacecraft.
providing a spacecraft having a lifting body and at least one rocket engine;
supporting the spacecraft on a ground-based vehicle;
providing a turbojet engine to power the ground-based vehicle;
operating the turbojet engine to accelerate the ground-based vehicle and spacecraft horizontally to achieve aerodynamic takeoff speed of the spacecraft;
separating the spacecraft from the ground-based vehicle;
said at least one rocket engine powering the spacecraft from horizontal liftoff to earth orbit;
said spacecraft thereafter reentering the atmosphere and gliding back to the earth;
refurbishing and reusing the spacecraft after gliding back to earth;
providing the spacecraft with a removable unitary belly assembly extending to cover the bottom surfaces of the entire spacecraft, and replacing the belly assembly during refurbishing of the spacecraft.
A system for launching a spacecraft into earth orbit, including: a spacecraft having a lifting body and at least one rocket engine; a ground-based vehicle for supporting said spacecraft during launch, said ground-based vehicle including a means for accelerating said spacecraft horizontally to achieve aerodynamic takeoff speed; means for separating the spacecraft from said ground-based vehicle when said spacecraft attains aerodynamic takeoff speed; said at least one rocket engine powering said spacecraft from horizontal liftoff to earth orbit; said spacecraft being capable of reentering and gliding in the atmosphere to return to earth; said spacecraft including a main body section and laterally opposed wings; a pair of vertical stabilizers, each extending from an outboard portion of each of said wings; a pair of elevons, each extending from one of said vertical stabilizer to said main body section.
a spacecraft having a lifting body and at least one rocket engine;
a ground-based vehicle for supporting said spacecraft during launch, said ground-based vehicle including a means for accelerating said spacecraft horizontally to achieve aerodynamic takeoff speed;
means for separating the spacecraft from said ground-based vehicle when said spacecraft attains aerodynamic takeoff speed;
said at least one rocket engine powering said spacecraft from horizontal liftoff to earth orbit;
said spacecraft being capable of reentering and gliding in the atmosphere to return to earth;
said spacecraft including a main body section and laterally opposed wings;
a pair of vertical stabilizers, each extending from an outboard portion of each of said wings;
a pair of elevons, each extending from one of said vertical stabilizer to said main body section.
A system for launching a spacecraft into earth orbit, including: a spacecraft having a lifting body and at least one rocket engine; a ground-based vehicle for supporting said spacecraft during launch, said ground-based vehicle including at least one turbojet engine in said ground-based vehicle or accelerating said ground-based vehicle and spacecraft horizontally to achieve aerodynamic takeoff speed; means for separating the spacecraft from said ground-based vehicle when said spacecraft attains aerodynamic takeoff speed; said at least one rocket engine powering said spacecraft from horizontal liftoff to reach orbit; said spacecraft being capable of reentering and gliding in the atmosphere to return to earth, said spacecraft including a non-monocogue internal structural framework; said internal structural framework including a pair of main spar assemblies extending longitudinally in said spacecraft, said main spar assemblies being spaced apart equally about the centerline of said spacecraft; a plurality of crossbeams extending laterally and spaced apart longitudinally in said spacecraft, said crossbeams being secured to said main spar assemblies; said crossbeams including outboard portions extending laterally outwardly of said main spar assemblies; a first plurality of fuel tanks disposed in said spacecraft, said first plurality of fuel tanks being secured to said outboard portions of said crossbeams; a second plurality of fuel tank assemblies disposed in said claim spacecraft, each of said second plurality of fuel tank assemblies including an upper surface that comprises an upper outer surface portion of said spacecraft.
a ground-based vehicle for supporting said spacecraft during launch, said ground-based vehicle including at least one turbojet engine in said ground-based vehicle or accelerating said ground-based vehicle and spacecraft horizontally to achieve aerodynamic takeoff speed;
said at least one rocket engine powering said spacecraft from horizontal liftoff to reach orbit;
said spacecraft being capable of reentering and gliding in the atmosphere to return to earth,
said spacecraft including a non-monocogue internal structural framework;
said internal structural framework including a pair of main spar assemblies extending longitudinally in said spacecraft, said main spar assemblies being spaced apart equally about the centerline of said spacecraft;
a plurality of crossbeams extending laterally and spaced apart longitudinally in said spacecraft, said crossbeams being secured to said main spar assemblies;
said crossbeams including outboard portions extending laterally outwardly of said main spar assemblies;
a first plurality of fuel tanks disposed in said spacecraft, said first plurality of fuel tanks being secured to said outboard portions of said crossbeams;
a second plurality of fuel tank assemblies disposed in said claim spacecraft, each of said second plurality of fuel tank assemblies including an upper surface that comprises an upper outer surface portion of said spacecraft.
The system for launching a spacecraft of claim 3 wherein each of said second plurality of fuel tank assemblies is generally lenticular in outer configuration, including an upper convex surface that comprises a portion of the outer surface of said spacecraft.
A system for launching a spacecraft into earth orbit, including: a spacecraft having a lifting body and at least one rocket engine; a ground-based vehicle for supporting said spacecraft during launch, said ground-based vehicle including means for accelerating said spacecraft during launch, said ground-based vehicle including means for accelerating said spacecraft horizontally to achieve aerodynamic takeoff speed; means for separating the spacecraft from said ground-based vehicle when said spacecraft attains aerodynamic takeoff speed; means for separating the spacecraft from said ground-based vehicle when said spacecraft attains aerodynamic takeoff speed; said at least one rocket engine powering said spacecraft from horizontal liftoff to earth orbit; said spacecraft being capable of reentering and gliding in the atmosphere to return to earth; said spacecraft including a main body section and laterally opposed wings, and a continuous bottom surface extending along said main body section and said wings; and a unitary replaceable belly assembly forming said continuous bottom surface of said main body section and said wings, said belly assembly being removable as a unit from said spacecraft and replaceable, said belly assembly including a plurality of reinforcing members and a plurality of insulation layers laminated to said reinforcing members, and further including a leading edge portion, said system further including a leading edge assembly secured to said leading edge portion of said belly assembly.
a ground-based vehicle for supporting said spacecraft during launch, said ground-based vehicle including means for accelerating said spacecraft during launch, said ground-based vehicle including means for accelerating said spacecraft horizontally to achieve aerodynamic takeoff speed;
said spacecraft including a main body section and laterally opposed wings, and a continuous bottom surface extending along said main body section and said wings; and
a unitary replaceable belly assembly forming said continuous bottom surface of said main body section and said wings, said belly assembly being removable as a unit from said spacecraft and replaceable, said belly assembly including a plurality of reinforcing members and a plurality of insulation layers laminated to said reinforcing members, and further including a leading edge portion, said system further including a leading edge assembly secured to said leading edge portion of said belly assembly.
Ref US20120119032A1: Claims:
A second wall hose for an airborne vehicle, comprising: an internal layer of rubber material comprising a rubber elastomer with a carbon component forming a tubular hose configuration; a spring positioned around the tubular hose configuration; a layer of fabric around the metallic spring; and a polyamide thread around the layer of fabric.
an internal layer of rubber material comprising a rubber elastomer with a carbon component forming a tubular hose configuration;
a spring positioned around the tubular hose configuration;
a layer of fabric around the metallic spring; and
a polyamide thread around the layer of fabric.
The second wall hose of claim 1 , wherein the polyamid thread traps the layer of fabric between metallic spring coils.
The second wall hose of claim 1 , wherein the tubular hose configuration has an internal diameter of about 15 mm to about 300 mm.
The second wall hose of claim 1 , wherein the layer of fabric comprises a polyethylene terephthalate fabric coated with a fireproof dissolution and a fungus resistant rubber dissolution.
The second wall hose of claim 1 , wherein the spring comprises a metallic spring.
The second wall hose of claim 1 , further comprising a fitting positioned at one or both ends of the hose.
The second wall hose of claim 1 , where in the internal layer of rubber further comprises a fungus resistant component.
The second wall hose of claim 1 , wherein the hose is configured to withstand an internal pressure of about 8-9 psi.
An aircraft hose system, comprising (a) a second wall hose according to claim 1 , (b) an internal hose configured to be positioned within the second wall hose.
(a) a second wall hose according to claim 1 ,
(b) an internal hose configured to be positioned within the second wall hose.
The aircraft hose system of claim 9 , further comprising a fitting configured to secure the aircraft hose system to an aircraft fuel tank configured to deliver fuel through the aircraft hose system, drain fuel, or vent aircraft tanks.
A method of providing fuel to an aircraft engine, comprising: (a) providing a second wall hose according to claim 1 ; (b) providing an internal wall hose positioned within the second wall hose, in order to provide an aircraft hose system; (c) connecting a fitting of the aircraft hose system to another hose, a tank, a vent hole, a pass wall, or fuel system hardware equipment; and (d) conducting fluid through the aircraft hose system.
(a) providing a second wall hose according to claim 1 ;
(b) providing an internal wall hose positioned within the second wall hose, in order to provide an aircraft hose system;
(c) connecting a fitting of the aircraft hose system to another hose, a tank, a vent hole, a pass wall, or fuel system hardware equipment; and
(d) conducting fluid through the aircraft hose system.
The method of claim 11 , wherein the conducting fluid comprises delivering or draining fuel or venting air or fuel vapors.
A method of manufacturing a second wall hose for use on board an aircraft, comprising: (a) providing a rubber material comprising a rubber elastomer with a carbon component and a fungus resistant component; (b) wrapping the rubber material around a mandrel; (b) wrapping a metallic spring around the rubber material; (c) wrapping a layer of polyethylene terephthalate fabric around the metallic spring; (d) wrapping a polyamide thread around the layer of polyethylene terephthalate fabric; (e) curing all components in order to provide a second wall hose.
(a) providing a rubber material comprising a rubber elastomer with a carbon component and a fungus resistant component;
(b) wrapping the rubber material around a mandrel;
(b) wrapping a metallic spring around the rubber material;
(c) wrapping a layer of polyethylene terephthalate fabric around the metallic spring;
(d) wrapping a polyamide thread around the layer of polyethylene terephthalate fabric;
(e) curing all components in order to provide a second wall hose.
The method of claim 13 , further comprising wrapping rubber material around an end of the second wall hose.
The method of claim 13 , further comprising securing a fitting to an end of the second wall hose.
Ref US6422514B1: Claims:
A cryogenic propellant fuel tank for a single stage to orbit aircraft, said fuel tank comprising:
a propellant container comprising a plurality of chambers for holding first and second cryogenic propellants, the chambers being separated from one another by a common bulkhead, said container having a forward and rearward portions, the width of the rearward portion being greater than the width of the forward portion, and
structural support means for securing said container within the aircraft.
The fuel tank of claim 1 , wherein said container exhibits a triangular peripheral shape and said plurality of chambers are disposed essentially side-by-side.
The fuel tank of claim 2 , wherein said plurality of chambers comprises at least one inner chamber disposed between two outer chambers, said inner chamber having a length substantially less than the length of said outer chambers.
The fuel tank of claim 3 , wherein said at least one inner chamber comprises two inner chambers.
The fuel tank of claim 3 , wherein said inner and outer chambers are arranged adjacent to one another and are secured together via Y-joint connectors.
The fuel tank of claim 5 , and further including skin panels wherein said chambers are defined by said skin panels.
The fuel tank of claim 6 , wherein said structural support means for supporting said chambers of said fuel tank within an aerospace vehicle includes a first curvilinear element extending across the width of the rear end of said fuel tank, and second elements extending from the rear end of said fuel tank toward the forward end of said fuel tank, said skin panels being attached to said first and second elements elements of said structural support means.
The fuel tank of claim 7 , wherein said first element includes openings of a size large enough to define the rear ends of said chambers.
The fuel tank of claim 7 , wherein conical end caps are secured to the rear of said first element.
Ref US20130126676A1: Claims:
An aircraft refuelling equipment for an aircraft, the equipment comprising: a pipework comprising a fuel supply line connected to a plurality of tank supply lines; fuel tanks connected to tank supply lines of the pipework and adapted to be refuelled through the fuel supply line; first valves arranged in said pipework and adapted to allow each fuel tank to be disconnected from the fuel supply line; at least one captor allowing, for each of said first valves, a first valve flow parameter to be estimated, said at least one captor being arranged within the pipework for providing at least one signal indicative of a pressure or a flow rate; and
a pipework comprising a fuel supply line connected to a plurality of tank supply lines;
fuel tanks connected to tank supply lines of the pipework and adapted to be refuelled through the fuel supply line;
first valves arranged in said pipework and adapted to allow each fuel tank to be disconnected from the fuel supply line;
at least one captor allowing, for each of said first valves, a first valve flow parameter to be estimated, said at least one captor being arranged within the pipework for providing at least one signal indicative of a pressure or a flow rate; and
wherein it further comprises: at least one actuator associated with each of said first valves in a respective actuator-first valve assembly and allowing adjustment of the opening of the associated first valve; an electronic control unit (ECU) connected to the respective actuator-first valve assemblies and adapted to regulate an opening of the first valves, using respective first valve flow parameter data.
at least one actuator associated with each of said first valves in a respective actuator-first valve assembly and allowing adjustment of the opening of the associated first valve;
an electronic control unit (ECU) connected to the respective actuator-first valve assemblies and adapted to regulate an opening of the first valves, using respective first valve flow parameter data.
The equipment according to claim 1 , further comprising at least one gauging device associated with at least one of said fuel tanks for measuring a fuel level and for providing at least one signal indicative of the measured fuel level for the corresponding fuel tank, wherein the electronic control unit (ECU) is adapted to regulate said opening, using first valve flow parameter data and fuel level data.
The equipment according to claim 2 , wherein the electronic control unit (ECU) is adapted to process the signal of said captor and the signal of said gauging device as well as input data indicative of the desired amount of fuel for each of the fuels tanks, and comprises: an algorithm using information resulting from processing of said signals and input data to produce a refuelling parameter allowing to determine the time remaining to complete the refuelling of the corresponding fuel tank; and a control module adapted to generate, as a function of the refuelling parameters, a plurality of control signals each adapted to control said actuator of one of said first valves.
an algorithm using information resulting from processing of said signals and input data to produce a refuelling parameter allowing to determine the time remaining to complete the refuelling of the corresponding fuel tank; and
a control module adapted to generate, as a function of the refuelling parameters, a plurality of control signals each adapted to control said actuator of one of said first valves.
The equipment according to claim 3 , wherein the control module of the electronic control unit (ECU) is adapted to generate at least one interrupt control signal, if a comparison of a refuelling parameter with a threshold is indicative of an imminent end of the refuelling in a fuel tank, the corresponding actuator being arranged to actuate the associated first valve for gradually disconnecting said fuel tank from the fuel supply line, in response to said interrupt control signal.
The equipment according to claim 4 , wherein said corresponding actuator is adapted to allow the gradual disconnection to be performed during a period not inferior to a predetermined period, and preferably not inferior to 10 seconds.
The equipment according to claim 1 , wherein each of said first valves is a ball valve provided with an actuator adapted for adjusting in reel time the opening of the first valve.
The equipment according to claim 1 , wherein said at least
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