Office Action 1: Non-Final Rejection (2024-08-28)
Rejection types: 102 - Lack of Novelty, 103 - Obviousness

CLAIMS:
WHAT IS CLAIMED IS:

1\. A rotorcraft comprising:
a fuselage arranged within a fuselage outer shell;
at least one main rotor located on top of the fuselage;
at least one engine provided for driving the at least one main rotor; and
at least one energy source storage unit comprising at least one energy source configured to provide energy for powering the at least one engine for driving the at least one main rotor;
wherein the at least one energy source storage unit is arranged outside the fuselage outer shell; and
wherein the fuselage and the fuselage outer shell form in vicinity of the at least one energy source storage unit a crashable structure configured to be crashable in an emergency landing at least for limiting effects of impact on the at least one energy source storage unit.

2\. The rotorcraft of The rotorcraft of
wherein the at least one energy source storage unit comprises at least one energy source storage container for accommodating the at least one energy source; and
wherein the at least one energy source comprises at least one of a hydrogen storage device or an electrical energy storage device.

3\. The rotorcraft of The rotorcraft of
wherein the at least one energy source storage container is removably attached to the fuselage and/or the fuselage outer shell.

4\. The rotorcraft of The rotorcraft of
wherein the at least one energy source storage unit is arranged in a subfloor region of the rotorcraft.

5\. The rotorcraft of The rotorcraft of
wherein the fuselage and the fuselage outer shell form a central box-like structure in the subfloor region; and
wherein the at least one energy source storage unit is arranged laterally at the central box-like structure, at least essentially in parallel to a length direction of the fuselage.

6\. The rotorcraft of The rotorcraft of
wherein the fuselage and the fuselage outer shell form a central box-like structure with lateral extensions in the subfloor region; and
wherein the at least one energy source storage unit is arranged laterally at the lateral extensions, at least essentially in parallel to a length direction of the fuselage.

7\. The rotorcraft of The rotorcraft of
wherein the central box-like structure and the lateral extensions form a subfloor outer shell forming 30

with the fuselage outer shell an aerodynamically shaped outer skin; and
wherein the at least one energy source storage unit is arranged outside the aerodynamically shaped outer skin.

8\. The rotorcraft of The rotorcraft of
wherein the central box-like structure forms the crashable structure.

9\. The rotorcraft of The rotorcraft of
wherein the at least one energy source storage unit forms an accessible step.

10\. The rotorcraft of The rotorcraft of
wherein the fuselage and the fuselage outer shell form lateral box-like structures in the subfloor region; and
wherein the at least one energy source storage unit is arranged between the lateral box-like structures in the subfloor region, at least essentially in parallel to a length direction of the fuselage.

11\. The rotorcraft of The rotorcraft of
wherein the lateral box-like structures form the crashable structure.

12\. The rotorcraft of The rotorcraft of
wherein the at least one energy source storage unit comprises a storage extension extending from the subfloor region into an upper region of the rotorcraft.

13\. The rotorcraft of The rotorcraft of
wherein the at least one energy source storage unit comprises at least one fuel tank arranged in the subfloor region, and wherein the fuel tank forms the crashable structure.

14\. The rotorcraft of The rotorcraft of
wherein the at least one energy source storage unit is provided with at least one energy absorption means, and wherein the at least one energy absorption means preferably comprises at least one bumper.

15\. The rotorcraft of The rotorcraft of
wherein the at least one energy source storage unit comprises at least one air inlet configured to enable air cooling of the at least one energy source.

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 .
Notice to Applicant
Claims 1-15 have been examined in this application.  This communication is the first action on the merits of these claims.
Claim Rejections - 35 USC § 102
The following is a quotation of the appropriate paragraphs of 35 U.S.C. 102 that form the basis for the rejections under this section made in this Office action:
A person shall be entitled to a patent unless –
(a)(1) the claimed invention was patented, described in a printed publication, or in public use, on sale, or otherwise available to the public before the effective filing date of the claimed invention.
(a)(2) the claimed invention was described in a patent issued under section 151, or in an application for patent published or deemed published under section 122(b), in which the patent or application, as the case may be, names another inventor and was effectively filed before the effective filing date of the claimed invention.
Claims 1, 4, 5, 8, 13 are rejected under 35 USC 102(a)(1) and 102(a)(2) as being anticipated by US Patent Application Number 2017/0313434 by Peryea.
Regarding claim 1, Peryea discloses a rotorcraft (rotorcraft 10) comprising:
A fuselage (fuselage 16) arranged within a fuselage outer shell;
At least one main rotor located on top of the fuselage (rotor 12);
At least one engine provided for driving the at least one main rotor (paragraph 21 discloses “one or more engines that drive rotor system 12”); and
At least one energy source storage unit (fuel tank 28) comprising at least one energy source configured to provide energy for powering the at least one engine for driving the at least one main rotor (paragraph 21 discloses “Liquid fuel is contained within fuel tank 28 that is used as an energy source to power one or more engines that drive rotor system 12 and anti-torque system 18”);
Wherein the at least one energy source storage unit is arranged outside the fuselage outer shell (paragraph 22 discloses “Fuel tank receiving assembly 24…may be independent of but secured to fuselage 16 of rotorcraft 10”); and
Wherein the fuselage and the fuselage outer shell form in vicinity of the at least one energy source storage unit (see the fuselage around fuel system 26 and fuel tank 28 in Figure 1A) a crashable structure configured to be crashable in an emergency landing at least for limiting effects of impact on the at least one energy source storage unit (any structure on an aircraft is crashable in an emergency landing, and the fuselage around fuel system 26 and fuel tank 28 would take some of the impact of a crash landing and limit the effects of impact on fuel tank 28).
Regarding claim 4 (dependent on claim 1), Peryea discloses the at least one energy source storage unit is arranged in a subfloor region of the rotorcraft.  Figure 1 shows fuel tank 28 mounted on the bottom of rotorcraft 10, which would be in a subfloor region.
Regarding claim 5 (dependent on claim 4), Peryea discloses the fuselage and the fuselage outer shell forming a central box-like structure in the subfloor region (Figure 1A shows the bottom of fuselage 16 having a portion to receive fuel system 26 and fuel tank 28, and Figure 2 shows fuel tank receiving assembly 24 that is to be located within fuselage 16, the portion to receive fuel tank receiving assembly 24 would comprise a box-like structure in the subfloor region); and wherein the at least one energy source storage unit is arranged laterally at the central box-like structure, at least essentially in parallel to a length direction of the fuselage (see Figure 1A).
Regarding claim 8 (dependent on claim 5), Peryea discloses the central box-like structure forming the crashable structure.  Any portion of the rotorcraft can form a crashable structure depending on which portions are impacted in a crash.
Regarding claim 13 (dependent on claim 4), Peryea disclose the at least one energy source storage unit comprising at least one fuel tank arranged in the subfloor region (fuel tank 28), and wherein the fuel tank forms the crashable structure (any portion of the rotorcraft can form a crashable structure depending on which portions are impacted in a crash).
Claim Rejections - 35 USC § 103
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
Claims 2-3 are rejected under 35 USC 103 as being obvious over US Patent Application Number 2017/0313434 by Peryea.
Regarding claim 2 (dependent on claim 1)¸ Peryea discloses the at least one energy source storage unit comprising at least one energy source storage container for accommodating the at least one energy source (fuel tank 28).
Peryea does not explicitly disclose the at least one energy source comprising at least one of a hydrogen storage device or an electrical energy storage device.  However, having disclosed the use of fuel tank 28 to power the rotorcraft, it would be obvious to a person having ordinary skill in the art to use known types of fuels for rotorcraft such as hydrogen or electrical energy.
Regarding claim 3 (dependent on claim 2), Peryea discloses the at least one energy source storage container is removably attached to the fuselage and/or the fuselage outer shell.  Paragraph 22 discloses “Fuel tank receiving assembly 24…may be independent of but secured to fuselage 16 of rotorcraft 10”.
Claims 6-7, 9, 12 are rejected under 35 USC 103 as being obvious over US Patent Application Number 2017/0313434 by Peryea in view of US Patent Number 4,860,972 to Lannerd.
Regarding claim 6 (dependent on claim 4), Peryea discloses the fuselage and the fuselage outer shell forming a central box-like structure in the subfloor region (Figure 1A shows the bottom of fuselage 16 having a portion to receive fuel system 26 and fuel tank 28, and Figure 2 shows fuel tank receiving assembly 24 that is to be located within fuselage 16, the portion to receive fuel tank receiving assembly 24 would comprise a box-like structure in the subfloor region).
Peryea does not disclose the at leas tone energy source storage unit is arranged laterally at the lateral extensions, at least essentially in parallel to a length direction of the fuselage.  However, this limitation is taught by Lannerd.  Lannerd discloses auxiliary fuel tanks for a helicopter, and Figure 2 shows these lateral tanks 26 being arranged laterally at lateral extensions of the fuselage in parallel to a length direction of the fuselage.  It would be obvious to a person having ordinary skill in the art to modify Peryea  using the teachings from Lannerd to use different orientations to store fuel or to store additional fuel as needed.
Regarding claim 7 (dependent on claim 6), Lannerd further teaches the central box-like structure and the lateral extensions form a subfloor outer shell forming with the fuselage outer shell an aerodynamically shaped outer skin (Figure 11 shows the subfloor region having a box like structure (the box around access plate 132) with lateral extensions (to the left of 132, the outer shell forming an aerodynamically shaped outer skin (see Figures 1 and 2)), and wherein the at least one energy source storage unit is arranged outside the aerodynamically shaped outer skin (see auxiliary fuel tanks 26 in Figure 2).
Regarding claim 9 (dependent on claim 4), Lannerd further teaches the at leas tone energy source storage unit forming an accessible step.  Column 2, line 64 to column 3, line 1 discloses “The outer wall 30 has a depression 50, FIG. 4, comprising a flat horizontal wall 52, an inner vertical wall 54 which terminates at top edge wall 32 and vertical side walls 56, 58.  The depression 50 functions as a step for passengers entering or exiting the aircraft”.
Regarding claim 12 (dependent on claim 4)¸ Peryea and Lannerd does not disclose the at least one energy source storage unit comprising a storage extension extending form the subfloor region into an upper region of the rotorcraft.  However, it would have been an obvious matter of design choice to make the different portions of the fuel tank of whatever form or shape was desired or expedient to store fuel in different locations on the aircraft as needed. A change in form or shape is generally recognized as being within the level of ordinary skill in the art, absent any showing of unexpected results. In re Dailey et al., 149 USPQ 47.
Claims 10-11 are rejected under 35 USC 103 as being obvious over US Patent Application Number 2017/0313434 by Peryea in view of US Patent Application Number 2015/0136906 by Fink.
Regarding claim 10 (dependent on claim 4), Peryea does not disclose the fuselage and the fuselage outer shell forming lateral box-like structures in the subfloor region, and wherein the at least one energy source storage unit is arranged between the lateral box-like structures in the subfloor region, at least essentially in parallel to a length direction of the fuselage.  However, this limitation is taught by Fink.  Fink discloses a subfloor fuel storage where the fuselage and fuselage outer shell forms lateral box-like structures in the subfloor region (see box-like structures to the left and right of fuel tank bladders 12 in Figure 2), and wherein the at least one energy source storage unit is arranged between the lateral box-like structures in the subfloor region, at least essentially in parallel to a length direction of the fuselage (fuel tank bladders 12 are arranged between the box-like structures, beneath floor panels 13, and runs essentially in parallel to a length direction of the fuselage).  It would be obvious to a person having ordinary skill in the art to modify Peryea using the teachings from Fink in order to provide more lateral protection to the fuel tanks.
Regarding claim 11 (dependent on claim 10), Fink further teaches the lateral box-like structures form the crashable structure.  Paragraph 8 discloses “the subfloor structure houses electrical and mechanical systems and the fuel tanks and further provides for substantial kinetic energy absorption in case of a crash scenario”.
Claim 14 is rejected under 35 USC 103 as being obvious over US Patent Application Number 2017/0313434 by Peryea in view of US Patent Number 5,451,015 to Cronkhite.
Regarding claim 14 (dependent on claim 1), Peryea does not disclose the at least one energy source storage unit is provided with at least one energy absorption means, and wherein the at least one energy absorption means preferably comprises at least one bumper.  However, this limitation is taught by Cronkhite.  Cronkhite discloses a helicopter fuel tank 35 with polyurethane foam 83 forming a bumper around the fuel tank.  It would be obvious to a person having ordinary skill in the art to modify Peryea using the teachings from Cronkhite in order to better protect the fuel tanks from damage.
Claim 15 is rejected under 35 USC 103 as being obvious over US Patent Application Number 2017/0313434 by Peryea in view of US Patent Application Number 2018/0170509 by Mores.
Regarding claim 15 (dependent on claim 1), Peryea does not disclose the at least one energy source storage unit comprising at least one air inlet configured to enable air cooling of the at leas tone energy source.  However this limitation is taught by Mores.  Mores discloses a rotorcraft 1, and paragraph 71 discloses “the exchangeable energy source cover structural shell 8a is at least shaped to allow inflow of a cooling air stream 13a into the at leas tone propulsion system carrying section 10 for cooling at least the exchangeable energy source 11”.  It would be obvious to a person having ordinary skill in the art to modify Peryea using the teachings from Mores in order to keep the fuel system from overheating.
Conclusion

APPLICANT REBUTTAL: Remarks
Reconsideration of the above-identified application in view of the present Amendment is respectfully requested.
Claims 1-15 were pending in the application. By this paper, without acquiescing in the grounds for rejection and for expediting prosecution, claims 1, 6, 9 and 12 have been amended. Claims 4, 5, 8, 10, 11 and 13 have been cancelled, and new claims 16-26 have been added. No new matter has been added by the present amendment.
Claim Bases
Independent claim 1 has been amended based on, at least, original claims dependent claims 4 and 5, and paragraphs [0068] and [0069] of the specification as filed. Dependent claims 6, 9 and 12 have been amended to depend from amended independent claim 1, and claim 14 has also been amended. Claims 2, 3, 7, 14, and 15 remain unchanged. Claims 4, 5, 8, 10, 11, and 13 were cancelled. Furthermore, new dependent claims 16-19 have been added based on original dependent claims 6, 7, 9 and 12; new dependent claims 20-23 have been added based on original dependent claims 9, 12, 14 and 15; and new dependent claims 24-26 have been added based on original dependent claims 12, 14 and 15. No new matter has been added by the present amendment.
Claim Rejections Under 35 U.S.C.
$
102 and 103
Claims 1, 4, 5, 8 and 13 were rejected under 35 U.S.C. §102 as being anticipated by U.S. Publication No. 2017/0313434 to Peryea et al., hereinafter Peryea;
claims 2-3 were rejected under 35 U.S.C. § 103 as being obvious over Peryea;
claims 6, 7, 9 and 12 were rejected under 35 U.S.C. §103 as being obvious over Peryea in view of U.S. Patent No. 4,860,972 to Lannerd et al., hereinafter Lannerd;
claims 10 and 11 were rejected under 35 U.S.C. § 103 as being obvious over Peryea in view of U.S. Publication No. 2015/0136906 to Fink et al., hereinafter Fink;
claim 14 was rejected under 35 U.S.C. § 103 as being obvious over Peryea in view of U.S. Patent No. 5,451,015 to Cronkhite et al., hereinafter Cronkhite; and
claim 15 was rejected under 35 U.S.C. § 103 as being obvious over Peryea in view of U.S. Publication No. 2018/0170509 to Mores et al., hereinafter Mores.
Applicant respectfully traverses these rejections for at least the following reasons.
As will be explained further below, each and every limitation of claim 1 is not disclosed in Peryea.
The law is clear that under 35 U.S.C. § 102, "anticipation requires that
each and every element
of the claimed invention be disclosed in the prior art." Akzo N. V. vs. United States Int'l Trade Comm'n 1 USPQ 2d 1241, 1245 (Fed. Cir. 1986), cert denied, 482 U.S. 909 (1987). As will be explained in more detail below, that is not the case here. Moreover, not only does anticipation require that each and every element of the claimed invention be disclosed in the prior art, but each element
must be arranged
in the prior art reference as they are arranged in the claim. Lindemann Maschinenfabrik GmbH vs. American Hoist and Derrick Co., 221 USPQ 481, 485 (Fed. Cir. 1984).
Peryea does not place each and every element of claim 1 in the possession of the public.
Amended claim 1 is reproduced (with emphasis added) below:
A rotorcraft comprising:
a  fuselage
arranged
within
a   fuselage
outer    shell;
at least one main rotor located on top
of the
fuselage;
at    least
one
engine
provided
for
driving the at
least one main
rotor; and
at    least
one    energy
source
storage
unit
comprising
at    least
one
energy
source
configured
to  provide
energy    for
powering
the    at   least
one    engine
for
driving
the   at   least    one main
rotor;
wherein the at least one energy source
storage
unit
is
arranged
outside
the
fuselage outer shell
in a subfloor region
of the
rotorcraft;
and
wherein
the
fuselage
and
the
fuselage
outer
shell
form
a
central
box-like
structure
in
the
subfloor
region;
wherein
the
at
least
one
energy
source
storage unit is arranged laterally at the central
box-like
structure,
at
least
essentially
in
parallel
to
a
length
direction
of
the
fuselage,
and
wherein
the
central
box-like
structure
forms
a
crashable structure
that contacts ground
in   an   emergency
landing
before
the
at
least one energy source storage unit may contact
ground
in
order
to
deform
and
dissipate energy.
As will be discussed in more detail below, the cited references not disclose, teach or suggest each and every limitation of these claims.
Without acquiescing to the grounds for rejection, and to expedite prosecution, independent claim 1 has been amended as described above to further include the limitations of original claims 4 and 5, and at least paragraphs [0068] and [0069] of the specification as filed. Accordingly, amended independent claim 1 now relates to a rotorcraft comprising a fuselage arranged within a fuselage outer shell; at least one main rotor located on top of the fuselage; at least one engine provided for driving the at least one main rotor; and at least one energy source storage unit comprising at least one energy source configured to provide energy for powering the at least one engine for driving the at least one main rotor.
The at least one energy source storage unit is arranged outside the fuselage outer shell
in a subfloor region of the rotorcraft.
The fuselage and the fuselage outer shell form a central box-like structure in the subfloor region, and the at least one energy source storage unit is arranged laterally at the central box-like structure, at least essentially in parallel to a length direction of the fuselage. The central box-like structure forms a crashable structure that contacts ground in an emergency landing before the at least one energy source storage unit may contact ground in order to deform and dissipate energy.
In contrast thereto, Peryea merely describes a rotorcraft 10 that includes a fuselage 16 having a fuel tank receiving assembly 24 with a fuel tank 28 positioned therein. More specifically, Peryea explicitly indicates that
"located in a lower portion of fuselage 16
,
rotorcraft 10 includes a fuel tank receiving assembly 24 that supports and contains a fuel system 26 including a fuel tank 28" (see Peryea, paragraph [0021]). Furthermore, as shown in Figures 1A and 1B
(reproduced below) of Peryea, the fuel tank receiving assembly 24 is clearly located within the fuselage 16 and only visible in a side view with a partial cut away of the fuselage 16.
ij10 14
Therefore, Peryea clearly does not disclose, teach or suggest, at least, that "the at least one energy source storage unit is arranged
outside the fusela
g
e outer shell."
Moreover, the description of the fuel tank receiving assembly 24 being independent of but secured to fuselage 16 dose not in any way describe or imply that the fuel tank receiving assembly 24 may be arranged outside the fuselage.
Accordingly, Peryea clearly does not disclose, teach or suggest a rotorcraft having a fuselage arranged within a fuselage outer shell, wherein the fuselage and the fuselage outer shell form a central box-like structure in a subfloor region of the rotorcraft, wherein at least one energy source storage unit is arranged outside the fuselage outer shell and laterally at the central box-like structure, at least essentially in parallel to a length direction of the fuselage, and wherein the central box-like structure forms a crashable structure that contacts ground in an emergency landing before the at least one energy source storage unit may contact ground in order to deform and dissipate
energy. Therefore, the subject-matter of amended independent claim 1 is clearly patentable in view of Peryea.
Lannerd does not cure Peryea's defects. Lannerd describes with reference to Figure 2, a helicopter 10 which has auxiliary fuel tanks 26 attached to the body of the helicopter. More specifically, as shown in Figure 4, the auxiliary fuel tank 26 comprises a main body section 28 having a generally convex outer wall 30, a top wall 32, an aft wing section 34 and a forward wing section 36. The tank 26 also has a generally concave inner wall 40 as do walls 44 and 46 of wing sections 34, 36 which abut the curved wall 42 of the aircraft (see Lannerd, col. 2, lines 51-57). Furthermore, the helicopter 10 has a plurality of lower connector lugs 70 extending from the curved wall 42 under the belly of the helicopter (see Lannerd, col. 3, lines 3-5). The tank 26, at the forward lower end in wing 46, has a generally triangular plate 100 which is attached by bolts 105 and nuts to a bracket 106 mounted on the lower edge 48 of the tank 26 and to the lug 70 by a rod 75 having a cotter pin 77 (see Lannerd, col. 3, lines 23-28). Each lug or hard point 70 has a certain downward break factor such that
"should the helicopter crash, the lu
g
s should break allowin
g
the tanks 26 to fall away from the aircraft
,
thus eliminating the possibility of an explosion on or near the helicopter" (see Lannerd, col. 3, lines 40-46).
Therefore, in contrast to amended independent claim 1, Lannerd does not disclose, teach or suggest, at least, that the fuselage and the fuselage outer shell form a central box-like structure 10a in the subfloor region and that the central box-like structure forms a crashable structure that contacts ground in an emergency landing before the at least one energy source storage unit may contact ground in order to deform and dissipate energy.
Furthermore, since Lannerd explicitly teaches that should the helicopter crash, the tanks 26 should be allowed to fall away from the aircraft, when modifying the rotorcraft of Peryea using the auxiliary fuel tanks 26 of Lannerd, one skilled in the art would not arrive at a rotorcraft with a crashable structure according to amended independent claim 1, as Lannerd clearly teaches away therefrom. Accordingly, the subject-matter of amended independent claim 1 is clearly patentable over Lannerd or a hypothetical combination of Peryea and Lannerd.
Notably, none of Fink, Cronkhite and Mores cure Peryea's or Lannerd's defects. At this point, it should be noted that the disclosures of Fink, Cronkhite and Mores do not go beyond
the above described disclosure of Peryea or Lannerd, as neither Fink, Cronkhite, nor Mores discloses, teaches or suggests that the at least one energy source storage unit is arranged outside the fuselage outer shell and that the central box-like structure forms a crashable structure that contacts ground in an emergency landing before the at least one energy source storage unit may contact ground in order to deform and dissipate energy. For instance, the fuel tank bladders 12 of Fink are housed within the integral subfloor structure 15 of the airframe 2, the fuel cell 35 of Cronkhite is contained within the fuel compartment 33 inside the helicopter's belly skin 37 and the helicopter's side skins, and the exchangeable energy source 11 of Mores is arranged within the propulsion system carrying section 10 of the modular airframe 2. Therefore, as the disclosures of Fink, Cronkhite, and Mores do not cure the deficiencies of Peryea or Lannerd. Furthermore, even a hypothetical combination of any of these documents would not lead to the subject-matter of amended independent claim 1. Accordingly, amended independent claim 1 appears patentable over the cited prior art as a whole.
In summary, amended independent claim 1 appears clearly to be patentable over any one of Peryea, Lannerd, Fink, Cronkhite and Mores, or any hypothetical combination of the cited prior art documents.
Accordingly, for at least the above reasons, independent claim 1 is allowable.
Claims 2, 3, 6, 7, 9, 12, 14 and 15 all depend either directly or indirectly from claim 1, and are therefore allowable for at least the same reasons as claim 1. Moreover, these claims add further limitations that also render them separately allowable.
Accordingly, Applicant respectfully requests withdrawal of the rejection of these claims.
New Claims
New claims 16-26 have been added.
Claims 16-26 all depend either directly or indirectly from claim 1, and are therefore allowable for at least the same reasons as claim 1. Moreover, these claims add further limitations that also render them separately allowable.
Conclusion

NEXT OFFICE ACTION: Reasons for Allowance
The following is an examiner’s statement of reasons for allowance: US Patent Application Number 2017/0313434 by Peryea discloses a rotorcraft comprise a fuselage and at least one energy source storage unit comprising at least one energy source configured to provide energy for powering an engine of the aircraft to drive at least one main rotor, but does not teach nor suggest the at least one energy source storage unit being both arranged outside the fuselage outer shell in a subfloor region of the rotorcraft and the fuselage outer shell forming a central box-like structure arranged laterally of the energy source storage unit to form a crashable structure that contacts ground in an emergency landing before the at least one energy source storage unit does.
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 US3966147A: Claims:
In an aircraft, a fuel cell fabricated of self-sealing material having: a substantially flat top surface for nesting under and against a substantially flat external bottom surface of the aircraft and having sides and a bottom shaped in the form of a shallow catenary, and means for supporting the fuel cell comprising: a bar member extending the length of the fuel cell on both sides thereof and extending across the front and rear of the fuel cell, hinge means for releasably attaching said bar member to the bottom surface of the aircraft, means provided on said bar member for securing thereto the fuel cell, and a fabric hammock attached to said bar member, said hammock engaging about and conforming to the shape of said fuel cell to confine and support it from said bar member.
a substantially flat top surface for nesting under and against a substantially flat external bottom surface of the aircraft and having sides and a bottom shaped in the form of a shallow catenary, and
means for supporting the fuel cell comprising: a bar member extending the length of the fuel cell on both sides thereof and extending across the front and rear of the fuel cell, hinge means for releasably attaching said bar member to the bottom surface of the aircraft, means provided on said bar member for securing thereto the fuel cell, and a fabric hammock attached to said bar member, said hammock engaging about and conforming to the shape of said fuel cell to confine and support it from said bar member.
a bar member extending the length of the fuel cell on both sides thereof and extending across the front and rear of the fuel cell,
hinge means for releasably attaching said bar member to the bottom surface of the aircraft,
means provided on said bar member for securing thereto the fuel cell, and
a fabric hammock attached to said bar member, said hammock engaging about and conforming to the shape of said fuel cell to confine and support it from said bar member.
In an aircraft, an external elongate horizontally disposed fuel tank shaped in cross section in the form of a shallow catenary having a flat top surface, the tank being formed of pliable material, and means for supporting said fuel tank comprising: a bar member extending around the periphery of the top surface of the tank, and a fabric cradle attached to said member and depending therefrom, the cradle engaging about and conforming with the sides, bottom and ends of the tank to support the same from the member.
a bar member extending around the periphery of the top surface of the tank, and
a fabric cradle attached to said member and depending therefrom, the cradle engaging about and conforming with the sides, bottom and ends of the tank to support the same from the member.
In an aircraft, an external fuel tank fabricated of self-sealing material and being shaped in cross section, originally and throughout its use, in the form of a shallow catenary having a flat top surface, and means for supporting said tank comprising: a bar member extending around the entire periphery of the top surface of the tank, a fabric hammock secured to the bar member and enclosing the tank, the hammock conforming to the side, end and bottom surfaces of the tank to support the tank from the bar member, and means for releasably attaching the bar member to supporting structure.
a bar member extending around the entire periphery of the top surface of the tank,
a fabric hammock secured to the bar member and enclosing the tank,
the hammock conforming to the side, end and bottom surfaces of the tank to support the tank from the bar member, and
means for releasably attaching the bar member to supporting structure.
Ref US4306693A: Claims:
The combination comprising: an aircraft fuselage having a tail portion defining a cavity; fuel tank means for containing fuel and configured to fit within said cavity and define with said fuselage a generally aerodynamically smooth, streamlined outer surface, latch means for detachably securing said fuel tank means to said fuselage and operable for releasing said fuel tank means from said fuselage, valve means interposed between said fuel tank means and said fuselage and operative in response to release of said fuel tank means from said fuselage for shutting off fuel flow, parachute means operatively connected with said fuel tank means and operative in response to release of said fuel tank means from said fuselage for slowing the descent of said fuel tank means, a propelling engine attached to said aircraft fuselage, a reserve fuel tank means carried by said fuselage, and communicative means adapted for connecting both of said fuel tank means to said engine, said valve means being operatively associated with said communicative means and adapted to normally maintain open fuel flow communication between said first-named fuel tank means and said engine while preventing fuel flow between said reserve fuel tank means and said engine during normal operation of the aircraft, and said valve means including means responsive to the releasing of said first-named fuel tank means from said fuselage for establishing open fuel flow communication between said reserve fuel tank means and said engine to permit continued operation of said engine after the first-named fuel tank means has been released from said fuselage.
an aircraft fuselage having a tail portion defining a cavity;
fuel tank means for containing fuel and configured to fit within said cavity and define with said fuselage a generally aerodynamically smooth, streamlined outer surface,
latch means for detachably securing said fuel tank means to said fuselage and operable for releasing said fuel tank means from said fuselage,
valve means interposed between said fuel tank means and said fuselage and operative in response to release of said fuel tank means from said fuselage for shutting off fuel flow,
parachute means operatively connected with said fuel tank means and operative in response to release of said fuel tank means from said fuselage for slowing the descent of said fuel tank means,
a propelling engine attached to said aircraft fuselage,
a reserve fuel tank means carried by said fuselage, and
communicative means adapted for connecting both of said fuel tank means to said engine,
said valve means being operatively associated with said communicative means and adapted to normally maintain open fuel flow communication between said first-named fuel tank means and said engine while preventing fuel flow between said reserve fuel tank means and said engine during normal operation of the aircraft, and said valve means including means responsive to the releasing of said first-named fuel tank means from said fuselage for establishing open fuel flow communication between said reserve fuel tank means and said engine to permit continued operation of said engine after the first-named fuel tank means has been released from said fuselage.
The combination of claim 1 wherein said valve means is of a self-sealing type for effecting said shutting off of the flow of fuel from said fuel tank means.
In a powered aircraft having an engine and a jettisonable first fuel tank means suspended from a portion of the aircraft; the combination therewith of a reserve fuel tank means carried by the aircraft, communicative means normally interconnecting said first and reserve fuel tank means, valve means operatively associated with said communicative means and adapted to normally maintain open fuel flow communication between said first tank means and said engine via said communicative means during normal operation of the aircraft, and said valve means including means responsive to the jettisoning of said first fuel tank means, and the consequent separation of the same from the aircraft, for interrupting fuel flow communication between said first fuel tank means and said engine and for establishing fuel flow communication between said reserve fuel tank means and said engine.
a reserve fuel tank means carried by the aircraft,
communicative means normally interconnecting said first and reserve fuel tank means,
valve means operatively associated with said communicative means and adapted to normally maintain open fuel flow communication between said first tank means and said engine via said communicative means during normal operation of the aircraft,
and said valve means including means responsive to the jettisoning of said first fuel tank means, and the consequent separation of the same from the aircraft, for interrupting fuel flow communication between said first fuel tank means and said engine and for establishing fuel flow communication between said reserve fuel tank means and said engine.
means responsive to the jettisoning of said first fuel tank means, and the consequent separation of the same from the aircraft, for interrupting fuel flow communication between said first fuel tank means and said engine and for establishing fuel flow communication between said reserve fuel tank means and said engine.
In a powered aircraft having an engine and a jettisonable first fuel tank suspended from a portion of the aircraft; the combination therewith of a reserve fuel tank carried by the aircraft, communicative means for connecting said fuel tanks to the engine, valve means operatively associated with said communicative means and being adapted to normally maintain open fuel flow communication between said jettisonable first fuel tank and the engine while preventing fuel flow communication between said reserve fuel tank and the engine during normal operation of the aircraft, and said valve means including means responsive to the jettisoning of said first fuel tank from the aircraft for establishing communication between said reserve fuel tank and the engine to permit continued operation of the aircraft under power of the engine after the first fuel tank has been jettisoned.
communicative means for connecting said fuel tanks to the engine,
valve means operatively associated with said communicative means and being adapted to normally maintain open fuel flow communication between said jettisonable first fuel tank and the engine while preventing fuel flow communication between said reserve fuel tank and the engine during normal operation of the aircraft, and said valve means including means responsive to the jettisoning of said first fuel tank from the aircraft for establishing communication between said reserve fuel tank and the engine to permit continued operation of the aircraft under power of the engine after the first fuel tank has been jettisoned.
means responsive to the jettisoning of said first fuel tank from the aircraft for establishing communication between said reserve fuel tank and the engine to permit continued operation of the aircraft under power of the engine after the first fuel tank has been jettisoned.
In a powered aircraft having an engine and a jettisonable first fuel tank means suspended from a portion of the aircraft; the combination therewith of a reserve fuel tank means carried by the aircraft, communicative means normally interconnecting both of said fuel tank means and including first and second normally intercommunicating separable fuel flow components attached to said first fuel tank means and said reserve fuel tank means, respectively, valve means operatively associated with said communicative means and adapted to normally maintain open fuel flow communication between said first fuel tank means and said engine via said first and second fuel flow components during normal operation of said aircraft, and said valve means including means responsive to the jettisoning of said first fuel tank means, and the consequent separation of said first and second components of said communicative means, for establishing open fuel communication between said reserve fuel tank means and the engine and for sealing each fuel tank means against the outward flow of fuel therefrom through the respective first and second fuel flow components thereof to prevent unintentional escaping of fuel from the fuel tank means through the respective fuel flow components thereof.
communicative means normally interconnecting both of said fuel tank means and including first and second normally intercommunicating separable fuel flow components attached to said first fuel tank means and said reserve fuel tank means, respectively,
valve means operatively associated with said communicative means and adapted to normally maintain open fuel flow communication between said first fuel tank means and said engine via said first and second fuel flow components during normal operation of said aircraft, and said valve means including means responsive to the jettisoning of said first fuel tank means, and the consequent separation of said first and second components of said communicative means, for establishing open fuel communication between said reserve fuel tank means and the engine and for sealing each fuel tank means against the outward flow of fuel therefrom through the respective first and second fuel flow components thereof to prevent unintentional escaping of fuel from the fuel tank means through the respective fuel flow components thereof.
means responsive to the jettisoning of said first fuel tank means, and the consequent separation of said first and second components of said communicative means, for establishing open fuel communication between said reserve fuel tank means and the engine and for sealing each fuel tank means against the outward flow of fuel therefrom through the respective first and second fuel flow components thereof to prevent unintentional escaping of fuel from the fuel tank means through the respective fuel flow components thereof.
Ref US4860972A: Claims:
On a helicopter having outer curved walls with connector lugs thereon, an auxiliary fuel tank for each side of said helicopter, comprising: each tank being of aerodynamically streamlined configuration having an outer convex wall, a top rounded wall, a bottom rounded wall and an inner concave wall for abutment against said outer curved walls of the helicopter, and a plurality of connector ears on said tanks for attachment to said connector lugs, said auxiliary fuel tanks being designed and positioned such that said bottom rounded wall extends no lower than the lowermost point of the helicopter fuselage, and the distance from the center longitudinal vertical plane of the helicopter fuselage to the outermost surface of said tanks being such that the bending moments on the rotor mast and main rotor are not adversely affected.
each tank being of aerodynamically streamlined configuration having an outer convex wall, a top rounded wall, a bottom rounded wall and an inner concave wall for abutment against said outer curved walls of the helicopter, and
a plurality of connector ears on said tanks for attachment to said connector lugs,
said auxiliary fuel tanks being designed and positioned such that said bottom rounded wall extends no lower than the lowermost point of the helicopter fuselage, and the distance from the center longitudinal vertical plane of the helicopter fuselage to the outermost surface of said tanks being such that the bending moments on the rotor mast and main rotor are not adversely affected.
On a helicopter having outer curved walls with connector lugs thereon, auxiliary fuel tanks according to claim 1, wherein: said connector ears having a breakage point of 5000 PSI and said connector lugs have a breakage point of less than 5000 PSI, and above 500 PSI, whereby said tanks may break away from said helicopter in the event of a crash landing.
said connector ears having a breakage point of 5000 PSI and said connector lugs have a breakage point of less than 5000 PSI, and above 500 PSI, whereby said tanks may break away from said helicopter in the event of a crash landing.
On a helicopter having outer curved walls with connector lugs thereon, auxiliary fuel tanks according to claim 1, wherein: said connector lugs are a first horizontal row of lugs located on said curved walls beneath the helicopter door and a second horizontal row of lugs located on said curved walls downwardly of said first row, and said connector ears are a first horizontal row of ears on said auxiliary tanks for attachment to said first horizontal row of lugs, and a second horizontal row of ears on said auxiliary tanks for attachment to said second row of lugs whereby said tanks are held against said curved walls of said helicopter.
said connector lugs are a first horizontal row of lugs located on said curved walls beneath the helicopter door and a second horizontal row of lugs located on said curved walls downwardly of said first row, and said connector ears are a first horizontal row of ears on said auxiliary tanks for attachment to said first horizontal row of lugs, and a second horizontal row of ears on said auxiliary tanks for attachment to said second row of lugs whereby said tanks are held against said curved walls of said helicopter.
On a helicopter having a main fuel tank and and having outer curved walls with connector lugs thereon, auxiliary fuel tanks according to claim 1, wherein: said tanks have foot steps thereon.
said tanks have foot steps thereon.
On a helicopter having a main fuel tank and having outer curved walls with connector lugs thereon, auxiliary fuel tanks according to claim 4, wherein: said foot steps having lighting means.
said foot steps having lighting means.
On a helicopter having a main fuel tank and having outer curved walls with connector lugs thereon, auxiliary fuel tanks according to claim 1, wherein: said tanks have gauge means therein connected by electric means to outside meter indicators whereby the fuel capacity of said tanks may be ascertained.
said tanks have gauge means therein connected by electric means to outside meter indicators whereby the fuel capacity of said tanks may be ascertained.
On a helicopter having a main fuel tank and having outer curved walls with connector lugs thereon, auxiliary fuel tanks according to claim 1, wherein: said tanks have gauge means therein connected by electrical means to meter indicators located in the cockpit whereby the fuel capacity of said tanks may be ascertained.
said tanks have gauge means therein connected by electrical means to meter indicators located in the cockpit whereby the fuel capacity of said tanks may be ascertained.
On a helicopter having outer curved walls with connector lugs thereon, an auxiliary fuel tank for each side of the helicopter, comprising: each tank being of aerodynamically streamlined configuration having an outer convex wall, a top rounded wall, a bottom rounded wall and an inner concave wall for abutment against said outer curved walls of said helicopter; a plurality of connector ears on said tanks for attachment to said connector lugs; said connector ears having a breakage point of 5000 PSI: and said connector lugs having a breakage point of less than 5000 PSI, whereby said auxiliary fuel tanks may break away from said helicopter in the event of a crash landing, said break away occurring without any action being necessary on the part of the pilot.
each tank being of aerodynamically streamlined configuration having an outer convex wall, a top rounded wall, a bottom rounded wall and an inner concave wall for abutment against said outer curved walls of said helicopter;
a plurality of connector ears on said tanks for attachment to said connector lugs;
said connector ears having a breakage point of 5000 PSI: and
said connector lugs having a breakage point of less than 5000 PSI, whereby said auxiliary fuel tanks may break away from said helicopter in the event of a crash landing, said break away occurring without any action being necessary on the part of the pilot.
On a helicopter having a main fuel tank and outer curved walls with connector lugs thereon, an auxiliary fuel tank for each side of the helicopter, comprising: each
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