Office Action 1: Non-Final Rejection (2024-11-21)
Rejection types: 112 - Written Description/Enablement

CLAIMS:
CLAIMS
1\. An assembly for mounting a propulsion system having a vertical median plane on an aircraft, said assembly comprising: a wing with a front spar, a suction-side panel and a pressure-side panel, which are fastened at an upper portion of the front spar and at a lower portion of the front spar, respectively, wherein a fourth bore and a fifth bore pass vertically through the suction-side panel, an engine pylon comprising a primary structure, a blade, which is secured to the primary structure and extends to the rear and in an upper portion of the primary structure, and two starboard-side and port-side fastening lugs, which are secured to the primary structure and extend to the rear and along sides of the primary structure, wherein a first bore, a second bore and a third bore pass vertically through the blade, wherein a sixth bore passes horizontally through each fastening lug, two first shackles arranged vertically on either side of the blade and of the suction-side panel, wherein a first bore in each first shackle is aligned so as to be coaxial with the first bore in the blade, with a pin being inserted into the two first bores aligned in this way, wherein a second bore in each first shackle is aligned so as to be coaxial with the fourth bore in the suction-side panel, with a pin being inserted into the second and fourth bores aligned in this way, two second shackles arranged vertically on either side of the blade and of the suction-side panel, wherein a first bore in each second shackle is aligned so as to be coaxial with the second bore in the blade, with a pin being inserted into the first and second bores aligned in this way, wherein a second bore in each second shackle is aligned so as to be coaxial with the third bore in the blade, with a pin being inserted into the second and third bores aligned in this way, wherein a third bore in each second shackle is aligned so as to be coaxial with the fifth bore in the suction-side panel, with a pin being inserted into the third and fifth bores aligned in this way, and a starboard-side fitting and a port-side fitting, which are fastened beneath the pressure-side panel and have, respectively, a starboard-side female clevis in which the starboard-side fastening lug is inserted and a port-side female clevis in which the port-side fastening lug is inserted, wherein a seventh bore passes through each female clevis, an axis of said seventh bore being coaxial with an axis of the sixth bore in the fastening lug inserted therein, and wherein a pin is inserted into the seventh and sixth bores aligned in this way.
2\. The assembly according to claim 1, wherein the suction-side panel comprises a plate that is secured to the suction-side panel and wherein the fourth and fifth bores in the suction-side panel are formed in said plate.
3\. An aircraft comprising a propulsion system and an assembly according to claim 1, wherein the propulsion system is fastened to the engine pylon.

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 Objections
Claims 1-3 objected to because of the following informalities:
Claims 1-3 recite the term “being”. The terms “being” are not positive limitations inasmuch as the terms including the word being are passive and thus do not serve to clearly limit the structure in an active sense.
Claim 3 recites “an aircraft comprising a propulsion system and an assembly according to claim 1, wherein the propulsion system is fastened to the engine pylon.” Recommend rewording to “the aircraft according to claim 1, wherein the propulsion system is fastened to the engine pylon” or similar to avoid any indefiniteness.
Appropriate correction is required.
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.
Claim 1-3 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. The claims will be examined as best understood.
Claim 1 recites instances of “aligned in this way”, the phrase renders the claim(s) indefinite because the claim(s) include(s) elements not actually disclosed (those encompassed by in this way), thereby rendering the scope of the claim(s) unascertainable.  See MPEP § 2173.05(d).
Allowable Subject Matter
Claim 1-3 would be allowable if rewritten or amended to overcome the rejection(s) under 35 U.S.C. 112(b) or 35 U.S.C. 112 (pre-AIA ), 2nd paragraph, set forth in this Office action.
Reasons for Allowance
The following is an examiner’s statement of reasons for allowance:
The primary reason for allowance of the claims are the limitations which detail the connection means to a wing spar using a primary structure of a blade extending rearward from the structure, having a number of bores on the top and sides. The bores used to couple double shackles from the blade to the receiving suction side panel. Further comprising two fittings with clevis engagement portions on the lower portion of the mounting. Criticality for this arrangement is given as providing fir fastening to the wing that ensure an improved transfer of forces towards the structure of the wing while at the same time allowing the engine to be installed in close vertical proximity to the wing
Conclusion
The prior art made of record and not relied upon is considered pertinent to applicant's disclosure cited on PTO 892. The cited references detail aircraft engine mountings using different attachment means. The primary structures are seen with engine pylons attached the wings.

APPLICANT REBUTTAL: REMARKS
Objections to the Claims
Claims 1-3 were objected to because of informalities.
As indicated above, Applicant has amended claims 1 and 3 to address the identified issues. Withdrawal of the objection to the claims is respectfully requested.
Rejections under 35 U.S.C.
&
Claims 1-3 were rejected under 35 U.S.C. § 112(b) as being indefinite for failing to particularly point out and distinctly claim the subject matter which the inventor or a joint inventor regards as the invention.
As indicated above, Applicant has amended claim 1 to address the identified issues. Withdrawal of the 35 U.S.C. § 112(b) rejection is respectfully requested.
Allowable Subject Matter
Finally, claims 1-3 were indicated as allowable if rewritten or amended to overcome the rejections under 35 U.S.C. § 112(b) set forth in the office action. Applicant thanks the Examiner for the indication of allowable subject matter.
As discussed above, Applicant has amended the claims to overcome the claim rejections and address the claim objections. Thus, claims 1 to 3 should be in condition for allowance.
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 .
Allowable Subject Matter
Claim 1-3 allowed.
Reasons for Allowance
The following is an examiner’s statement of reasons for allowance:
The primary reason for allowance of the claims are the limitations which detail the connection means to a wing spar using a primary structure of a blade extending rearward from the structure, having a number of bores on the top and sides. The bores used to couple double shackles from the blade to the receiving suction side panel. Further comprising two fittings with clevis engagement portions on the lower portion of the mounting. Criticality for this arrangement is given as providing for fastening to the wing that ensure an improved transfer of forces towards the structure of the wing while at the same time allowing the engine to be installed in close vertical proximity to the wing
Any comments considered necessary by applicant must be submitted no later than the payment of the issue fee and, to avoid processing delays, should preferably accompany the issue fee.  Such submissions should be clearly labeled “Comments on Statement of Reasons for Allowance.”
Conclusion

CITED REFERENCE SUMMARIES: Ref US8205825B2: Claims:
A load-bearing structure for attaching an engine to an airframe structure of an aircraft, the load-bearing structure comprising: a monolithic, hollow, tubular first central structure having a substantially solid, non-lattice or non-truss configuration, formed of composite material and having a first end and a second end; and a plurality of fittings attaching the first central structure to the airframe structure and attaching the first central structure to the engine.
a monolithic, hollow, tubular first central structure having a substantially solid, non-lattice or non-truss configuration, formed of composite material and having a first end and a second end; and
a plurality of fittings attaching the first central structure to the airframe structure and attaching the first central structure to the engine.
The load-bearing structure of claim 1 , wherein the fittings are composed of metal.
The load-bearing structure of claim 1 , wherein the fittings are composed of at least one of aluminum, CRES, titanium, nickel alloy, metal matrix composites, and hybrid fabricated materials.
The load-bearing structure of claim 1 , wherein the first central structure substantially tapers from the second end to the first end of the first central structure.
The load-bearing structure of claim 1 , wherein at least a portion of the fittings are integrated with the first central structure by bonding.
The load-bearing structure of claim 1 , wherein the fittings are bonded to the first central structure by layers of composite material.
The load-bearing structure of claim 1 , wherein the fittings are at least one of externally bonded, internally bonded, embedded within, and integral to the first central structure.
The load-bearing structure of claim 1 , wherein the fittings comprise: a forward mount integrated with the first central structure, proximate the first end of the first central structure, for connecting the first central structure to the engine; and an aft mount assembly integrated with the first central structure, proximate the second end of the first central structure, for connecting the first central structure to the engine and to the airframe structure.
a forward mount integrated with the first central structure, proximate the first end of the first central structure, for connecting the first central structure to the engine; and
an aft mount assembly integrated with the first central structure, proximate the second end of the first central structure, for connecting the first central structure to the engine and to the airframe structure.
The load-bearing structure of claim 8 , wherein the aft mount assembly comprises: two side fittings attached to opposing portions of the first central structure; a lower fitting attached to a lower portion of the first central structure; and an upper fitting attached to an upper portion of the first central structure, wherein the side, upper, and lower fittings are at least one of bonded and mechanically attached to the first central structure and mechanically attached to at least one of the engine and the airframe structure.
two side fittings attached to opposing portions of the first central structure;
a lower fitting attached to a lower portion of the first central structure; and
an upper fitting attached to an upper portion of the first central structure, wherein the side, upper, and lower fittings are at least one of bonded and mechanically attached to the first central structure and mechanically attached to at least one of the engine and the airframe structure.
The load-bearing structure of claim 9 , wherein the side fittings are integrated with the upper and lower fittings, and the upper and lower fittings are integrated with a portion of the inner surface of the first central structure.
The load-bearing structure of claim 9 , wherein at least a portion of the plurality of fittings of the aft mount assembly are integrated into the load-bearing structure by a composite consolidation over-wrap which extends around at least a portion of the aft mount assembly and the first central structure.
The load-bearing structure of claim 9 , wherein the aft mount assembly comprises a plurality of wing backers integrated with opposing portions of the inner surface of the first central structure.
The load-bearing structure of claim 8 , wherein the aft mount assembly comprises an internal support assembly extending between and integrated with upper and lower portions of the inner surface of the first central structure.
The load-bearing structure of claim 8 , wherein the aft mount assembly is a monolithic truss structure.
The load-bearing structure of claim 1 , further comprising at least one thrust reverser unit fitting attached to the first central structure between the first and second end of the first central structure for attaching to two thrust reverse halves of the engine.
The load-bearing structure of claim 1 , further comprising at least one close-out panel which limits exposure of internal structure to environmental effects, wherein the close-out panel is integrated with the first central structure at the second end of the first central structure.
The load-bearing structure of claim 1 , further comprising: a second central structure of a tubular shape, wherein the second central structure is composed of composite material and a portion of the second central structure is sized to fit inside a portion of the first central structure; and a composite consolidation over-wrap for bonding the two central components together.
a second central structure of a tubular shape, wherein the second central structure is composed of composite material and a portion of the second central structure is sized to fit inside a portion of the first central structure; and
a composite consolidation over-wrap for bonding the two central components together.
The load-bearing structure of claim 1 , wherein the load-bearing structure is one of a pylon and a strut.
The load-bearing structure of claim 1 , wherein the tubular first central structure may have a cross-section that is one of circular, substantially square, and substantially triangular.
The load-bearing structure of claim 1 , wherein the walls of the tubular first central structure are substantially solid.
The load-bearing structure of claim 1 , wherein the tubular first central structure may have at least one integral internal web for providing structural support to the load-bearing structure.
The load-bearing structure of claim 1 , wherein a thermal insulator separates at least one of the fittings from contacting the tubular first central structure.
A load-bearing structure for attaching an engine to a wing of an aircraft, the load-bearing structure comprising: a monolithic, tubular first central structure formed of composite material and having a first end and a second end; at least one bulkhead formed of composite material and bonded to inner walls of the first central structure; a metal forward mount bonded to the first central structure by layers of composite material and mechanically fastened to at least one of the wing and the engine; two side fittings bonded by layers of composite material to opposing portions of the first central structure and having portions for mechanically attaching to the wing; a lower fitting bonded by layers of composite material to a lower portion of the first central structure and having portions for mechanically attaching to at least one of the wing and the engine; an upper fitting bonded by layers of composite material to an upper portion of the first central structure and having portions for mechanically attaching to the wing; an I-beam extending between and integrated with upper and lower portions of the inner surface of the first central structure; and a close-out panel integrated with the first central structure at the second end of the first central structure for limiting exposure of internal structure to environmental effects.
a monolithic, tubular first central structure formed of composite material and having a first end and a second end;
at least one bulkhead formed of composite material and bonded to inner walls of the first central structure;
a metal forward mount bonded to the first central structure by layers of composite material and mechanically fastened to at least one of the wing and the engine;
two side fittings bonded by layers of composite material to opposing portions of the first central structure and having portions for mechanically attaching to the wing;
a lower fitting bonded by layers of composite material to a lower portion of the first central structure and having portions for mechanically attaching to at least one of the wing and the engine;
an upper fitting bonded by layers of composite material to an upper portion of the first central structure and having portions for mechanically attaching to the wing;
an I-beam extending between and integrated with upper and lower portions of the inner surface of the first central structure; and
a close-out panel integrated with the first central structure at the second end of the first central structure for limiting exposure of internal structure to environmental effects.
A load-bearing structure for attaching an engine to a wing of an aircraft, the load-bearing structure comprising: a monolithic, tubular first central structure formed of composite material and having a first end and a second end; a metal forward mount bonded to the first central structure by layers of composite material and mechanically fastened to at least one of the wing and the engine; a monolithic, tubular second central structure formed of composite material having a first end and a second end, wherein a portion of the second central structure is sized to fit inside and be integrated with a portion of the first central structure by at least one of bonding and mechanical fastening means; at least one bulkhead formed of composite material and bonded to inner surfaces of at least one of the first central structure and the second central structure; a plurality of central fitting components bonded to both the first central structure proximate the second end of the first central structure and the second central structure proximate the second end of the second central structure by layers of composite material, thereby bonding the second end of the first central structure to the second end of the second central structure; and an aft attachment fitting bonded to the first end of the second central structure for attaching the second central structure to the wing.
a monolithic, tubular second central structure formed of composite material having a first end and a second end, wherein a portion of the second central structure is sized to fit inside and be integrated with a portion of the first central structure by at least one of bonding and mechanical fastening means;
at least one bulkhead formed of composite material and bonded to inner surfaces of at least one of the first central structure and the second central structure;
a plurality of central fitting components bonded to both the first central structure proximate the second end of the first central structure and the second central structure proximate the second end of the second central structure by layers of composite material, thereby bonding the second end of the first central structure to the second end of the second central structure; and
an aft attachment fitting bonded to the first end of the second central structure for attaching the second central structure to the wing.
Ref US11702216B2: Claims:
An aircraft comprising: at least one wing, at least one primary structure of a pylon, and a rear wing attachment connecting the primary structure and the wing, the primary structure having an upper spar and a lower spar and a right-hand lateral panel and a left-hand lateral panel, wherein the rear wing attachment comprises: at least one right-hand link, having a first end connected to the wing by a first right-hand connecting element and a second end connected to the primary structure by a second right-hand connecting element, the first and second right-hand connecting elements having axes of pivoting that are mutually parallel and perpendicular to the right-hand lateral panel, at least one left-hand link, having a first end connected to the wing by a first left-hand connecting element and a second end connected to the primary structure by a second left-hand connecting element, the first and second left-hand connecting elements having axes of pivoting that are mutually parallel and perpendicular to the left-hand lateral panel, the second right-hand connecting element and the second left-hand connecting element are positioned below the upper spar of the primary structure, and a shear pin secured to a first of either the wing or the primary structure and housed in operation in a housing secured to a second, different from the first, of either the wing or the primary structure, the shear pin and the housing being configured to react loads oriented in a plane perpendicular to a vertical direction.
at least one wing,
at least one primary structure of a pylon, and
a rear wing attachment connecting the primary structure and the wing, the primary structure having an upper spar and a lower spar and a right-hand lateral panel and a left-hand lateral panel,
the primary structure having an upper spar and a lower spar and a right-hand lateral panel and a left-hand lateral panel,
wherein the rear wing attachment comprises: at least one right-hand link, having a first end connected to the wing by a first right-hand connecting element and a second end connected to the primary structure by a second right-hand connecting element, the first and second right-hand connecting elements having axes of pivoting that are mutually parallel and perpendicular to the right-hand lateral panel, at least one left-hand link, having a first end connected to the wing by a first left-hand connecting element and a second end connected to the primary structure by a second left-hand connecting element, the first and second left-hand connecting elements having axes of pivoting that are mutually parallel and perpendicular to the left-hand lateral panel, the second right-hand connecting element and the second left-hand connecting element are positioned below the upper spar of the primary structure, and a shear pin secured to a first of either the wing or the primary structure and housed in operation in a housing secured to a second, different from the first, of either the wing or the primary structure, the shear pin and the housing being configured to react loads oriented in a plane perpendicular to a vertical direction.
at least one right-hand link, having a first end connected to the wing by a first right-hand connecting element and a second end connected to the primary structure by a second right-hand connecting element, the first and second right-hand connecting elements having axes of pivoting that are mutually parallel and perpendicular to the right-hand lateral panel,
the first and second right-hand connecting elements having axes of pivoting that are mutually parallel and perpendicular to the right-hand lateral panel,
at least one left-hand link, having a first end connected to the wing by a first left-hand connecting element and a second end connected to the primary structure by a second left-hand connecting element, the first and second left-hand connecting elements having axes of pivoting that are mutually parallel and perpendicular to the left-hand lateral panel, the second right-hand connecting element and the second left-hand connecting element are positioned below the upper spar of the primary structure, and
the first and second left-hand connecting elements having axes of pivoting that are mutually parallel and perpendicular to the left-hand lateral panel,
the second right-hand connecting element and the second left-hand connecting element are positioned below the upper spar of the primary structure, and
a shear pin secured to a first of either the wing or the primary structure and housed in operation in a housing secured to a second, different from the first, of either the wing or the primary structure, the shear pin and the housing being configured to react loads oriented in a plane perpendicular to a vertical direction.
The aircraft as claimed in claim 1 , wherein the right-hand and left-hand lateral panels respectively comprise a right-hand extension and a left-hand extension projecting toward the rear with respect to the upper spar, the right-hand extension having a right-hand passage hole configured to house the second right-hand connecting element, the left-hand extension having a left-hand passage hole configured to house the second left-hand connecting element.
The aircraft as claimed in claim 2 , wherein the rear wing attachment comprises a wing fitting attached to the wing, having a right-hand flange and a left-hand flange that are respectively parallel to the right-hand lateral panel and the left-hand lateral panel, the right-hand flange having a passage hole configured to house the first right-hand connecting element, the left-hand flange having a passage hole configured to house the first left-hand connecting element.
The aircraft as claimed in claim 3 , wherein the rear wing attachment comprises two right-hand links positioned one on each side of the right-hand flange of the wing fitting and of the right-hand extension of the right-hand lateral panel, and left-hand links positioned one on each side of the left-hand flange of the wing fitting and of the left-hand extension of the left-hand lateral panel.
The aircraft as claimed in claim 4 , wherein each of the first and second right-hand and left-hand connecting elements comprises a ball-pivot connection, and wherein each of the first and second right-hand and left-hand connecting elements comprises a cylindrical body having an outside diameter approximately identical to diameters of the passage holes made in the right-hand and left-hand links, a ball pivot being interposed between the cylindrical body and each of the passage holes made in the right-hand and left-hand flanges and the right-hand and left-hand extensions.
wherein each of the first and second right-hand and left-hand connecting elements comprises a ball-pivot connection, and
wherein each of the first and second right-hand and left-hand connecting elements comprises a cylindrical body having an outside diameter approximately identical to diameters of the passage holes made in the right-hand and left-hand links, a ball pivot being interposed between the cylindrical body and each of the passage holes made in the right-hand and left-hand flanges and the right-hand and left-hand extensions.
The aircraft as claimed in claim 1 , wherein each of the first and second right-hand and left-hand connecting elements comprises a ball-pivot connection.
The aircraft as claimed in claim 1 , wherein the right-hand and left-hand lateral panels make an angle of ten degrees, such that the right-hand and left-hand lateral panels diverge slightly in a direction toward the wing.
The aircraft as claimed in claim 1 , wherein the at least one right-hand link and the at least one left-hand link and the shear pin are positioned symmetrically with respect to a vertical midplane of the primary structure.
The aircraft as claimed in claim 1 , wherein the shear pin is secured to the upper spar of the primary structure and wherein the housing is secured to the wing.
Ref US20050082423A1: Claims:
An aircraft system comprising: a wing; an external structure positioned proximate to the wing; and a unitary fitting attached to the wing and configured to transfer at least approximately all of the primary loads from the external structure to the wing, the primary loads including pitch loads and side loads, the unitary fitting including a first portion and a second
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