Office Action 4: Notice of Allowance (2025-01-08)

CLAIMS:
THE CLAIMS

1-17. (Canceled)216

18\. (Currently amended) An aircraft comprising:
a fuselage;
a wing extending from the fuselage, wherein the wing comprises a front spar and one or more ribs;
one or more struts, wherein a rear surface of the one or more struts are linearly aligned with a front surface of the front spar;
an engine secured to the one or more struts distally from the wing; and
a coupling system securing the one or more struts to the wing, the coupling system comprising: splice straps that secure the one or more struts to the wing, wherein the splice straps are integrally formed with the one or more struts and the wing, wherein the splice straps secure to both the one or more struts and the one or more ribs, and wherein the splice straps are vertically and longitudinally aligned with the one or more struts and the one or more ribs,
wherein the splice straps comprise: upper splice straps extending over a first top surface of a rear end of the one or more struts and a second top surface of a front end of the one or more ribs, wherein the upper splice straps comprise a first upper splice strap, a second upper splice strap, and a third upper splice strap between the first upper splice strap and the second upper splice strap; and
 lower splice straps extending over a first bottom surface of the rear end of the one or more struts and a second bottom surface of the front end of the one or more ribs, wherein the lower splice straps comprise a first lower splice strap,

Page 3 a second lower splice strap, and a third lower splice strap between the first lower splice strap and the second lower splice strap; andan upper mounting plate spanning over the one or more struts and the wing, wherein the upper mounting plate provides a base on which the first upper splice strap, the second upper splice strap, and the third upper splice strap securely mount to the one or more struts and the wing, wherein the first upper splice strap is secured directly over a first rib, and wherein the second upper splice strap is securely directly over a second rib; and
a lower mounting plate spanning below the one or more struts and the wing, wherein the lower mounting plate provides a base on which the first lower splice strap, the second lower splice strap, and the third lower splice strap securely mount to the one or more struts and the wing, wherein the first lower splice strap is secured directly under the first rib, and wherein the second lower splice strap is secured directly under the second rib.

19\. (Canceled)

20\. (Canceled)

21\. (Canceled)

22\. (Canceled)

23\. (Canceled)

24\. (Previously presented) The aircraft of claim 18, wherein the coupling system, further comprises:
a first lateral brace secured to a first outer lateral surface of the one or more struts and a front spar of the wing; and
a second lateral brace secured to a second outer lateral surface of the one or more struts and the front spar of the wing, wherein the second outer lateral surface is opposite from the first lateral surface.

25\. (New) A coupling system configured to secure one or more struts to a wing of an aircraft, the coupling system comprising:
splice straps configured to secure the one or more struts to the wing, wherein the splice straps are configured to vertically and longitudinally align with the one or more struts and one or more ribs,
wherein the splice straps comprise:upper splice straps configured to extend over a first top surface of a rear end of the one or more struts and a second top surface of a front end of the one or more ribs, wherein the upper splice straps comprise a first upper splice strap, a second upper splice strap, and a third upper splice strap between the first upper splice strap and the second upper splice strap; and
lower splice straps configured to extend over a first bottom surface of the rear end of the one or more struts and a second bottom surface of the front end of the one or more ribs, wherein the lower splice straps comprise a first lower splice strap, a second lower splice strap, and a third lower splice strap between the first lower splice strap and the second lower splice strap; and
an upper mounting plate configured to span over the one or more struts and the wing, wherein the upper mounting plate is configured to provide a base on which the first upper splice strap, the second upper splice strap, and the third upper splice strap securely mount to the one or more struts and the wing, wherein the first upper splice strap is configured to secure directly over a first rib, and wherein the second upper splice strap is configured to secure directly over a second rib; and
a lower mounting plate configured to span below the one or more struts and the wing, wherein the lower mounting plate is configured to provide a base on which the first lower splice strap, the second lower splice strap, and the third lower splice strap securely mount to the one or more struts and the wing, wherein the first lower splice strap is configured to secure directly under the first rib, and wherein the second lower splice strap is configured to secure directly

Page 5 under the second rib.
26\. (New) The coupling system of claim 25, wherein the splice straps are integrally formed with the one or more struts and the wing.
27\. (New) The coupling system of claim 25, wherein a rear surface of the one or more struts is linearly aligned with a front surface of a front spar of the wing.
28\. (New) The coupling system of claim 27, wherein an engine is secured to the one or more struts distally from the wing.
29\. (New) The coupling system of claim 25, wherein the splice straps secure to both the one or more struts and the one or more ribs of the wing.
30\. (New) The coupling system of claim 25, further comprising one or more fairings covering at least a portion of the splice straps.
31\. (New) The coupling system of claim 25, further comprising one or more spanning plates configured to span across the one or more ribs, wherein the splice straps are coupled to the one or more spanning plates.
32\. (New) The coupling system of claim 25, further comprising:
a first lateral brace configured to secure to a first outer lateral surface of the one or more struts and a front spar of the wing; and
a second lateral brace configured to secure to a second outer lateral surface of the one or more struts and the front spar of the wing, wherein the second outer lateral surface is opposite from the first lateral surface.
33\. (New) The aircraft of claim 18, further comprising one or more fairings covering at least a portion of the splice straps.

34\. (New) The aircraft of claim 18, further comprising one or more spanning plates configured to span across the one or more ribs, wherein the splice straps are coupled to the one or more spanning plates.
35\. (New) A method comprising:
securing one or more struts to a wing of an aircraft by splice straps; and
vertically and longitudinally aligning the one or more splice straps with the one or more struts and the one or more ribs,
wherein the splice straps comprise:upper splice straps extending over a first top surface of a rear end of the one or more struts and a second top surface of a front end of the one or more ribs, wherein the upper splice straps comprise a first upper splice strap, a second upper splice strap, and a third upper splice strap between the first upper splice strap and the second upper splice strap; and
lower splice straps extending over a first bottom surface of the rear end of the one or more struts and a second bottom surface of the front end of the one or more ribs, wherein the lower splice straps comprise a first lower splice strap, a second lower splice strap, and a third lower splice strap between the first lower splice strap and the second lower splice strap; and
an upper mounting plate spanning over the one or more struts and the wing, wherein the upper mounting plate provides a base on which the first upper splice strap, the second upper splice strap, and the third upper splice strap securely mount to the one or more struts and the wing, wherein the first upper splice strap secures directly over a first rib, and wherein the second upper splice strap secures directly over a second rib; and
a lower mounting plate spanning below the one or more struts and the wing, wherein the lower mounting plate provides a base on which the first lower splice strap, the second lower splice strap, and the third lower splice strap securely mount to the one or more struts and the

Page 7 wing, wherein the first lower splice strap secures directly under the first rib, and wherein the second lower splice strap secures directly under the second rib.
36\. (New) The method of claim 35, further comprising integrally forming the splice straps with the one or more struts and the wing.
37\. (New) The method of claim 35, further comprising linearly aligning a rear surface of the one or more struts with a front surface of a front spar of the wing.
38\. (New) The method of claim 35, securing an engine to the one or more struts distally from the wing.
39\. (New) The method of claim 35, further comprising securing the splice straps to both the one or more struts and the one or more ribs.
40\. (New) The method of claim 35, further comprising covering at least a portion of the splice straps with one or more fairings.
41\. (New) The method of claim 35, further comprising:
spanning across the one or more ribs with one or more spanning plates; and
coupling the splice straps to the one or more spanning plates.
42\. (New) The method of claim 35, further comprising:
securing a first lateral brace to a first outer lateral surface of the one or more struts and a front spar of the wing; and
securing a second lateral brace to a second outer lateral surface of the one or more struts and the front spar of the wing, wherein the second outer lateral surface is opposite from the first lateral surface.

OFFICE 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 .
EXAMINER’S AMENDMENT
An examiner’s amendment to the record appears below. Should the changes and/or additions be unacceptable to applicant, an amendment may be filed as provided by 37 CFR 1.312. To ensure consideration of such an amendment, it MUST be submitted no later than the payment of the issue fee.
Authorization for this examiner’s amendment was given in an interview with Joseph M. Butscher  on 18th December 2024.
The application has been amended as shown in the attached “Proposed_Examiner’s_Amendments” document.
REASONS FOR ALLOWANCE
Claims 18, 25 and 35 are allowed.
The following is an examiner’s statement of reasons for allowance:
Stanley et al. (US 3,848,832) and Nakashima et al. (US 2018/0113425) teaches various aspect of inventions as explained in the non-final rejection mailed 7th October 2024, however, it would not have been obvious to modify these references to arrive at the claimed invention, mainly the coupling system with specific arrangement of splice straps, without the use of impermissible hindsight.
Claims 24 and 33-34 are allowable due to dependency on claim 18.
Claims 26-32 are allowable due to dependency on claim 25.
Claims 36-42 are allowable due to dependency on claim 35.
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

APPLICANT REBUTTAL: REMARKS
The present application included claims 1-18 and 22-24. Claim 18 has been amended. Claims 1-17, 22 and 23 were canceled without prejudice or disclaimer. New claims 35-42 have been added.1
Claims 18 and 24 have been allowed. See October 7, 2024 Office Action at page 17.
Claims 11-13 were objected to due to informalities. The objections are moot in view of the claim amendments.
Claims 1-12 and 22 were rejected as being indefinite. These rejections are moot in view of the claim amendments.
Claims 1-6 and 9-17 were rejected as being unpatentable over U.S. 3,848,832 ("Stanley") in view of U.S. 2018/0113425 ("Nakashima"). Claims 7, 8, and 20 were rejected as being unpatentable over Stanley in view of Nakashima and U.S. 5,524,847 ("Brodell"). Claim 11 was rejected as being unpatentable over Stanley in view of Behzadpour and CN 201660965 ("Liu"). Claims 22 and 23 were rejected as being unpatentable over Stanley in view of Nakashima and U.S. 2016/0229545 ("Pautis").
The Applicant respectfully traverses these rejections for at least the reasons previously set forth during prosecution.
Nevertheless, in order to expedite prosecution toward allowance, the claims have been amended to render the rejections moot. New claims 25 and 35 recite limitations similar to those of allowed claim 18. As such, claims 25, 35, and the claims depending therefrom are also in condition for allowance.
The claims have been amended to expedite prosecution toward allowance. The claim amendments are not to be interpreted as an acknowledgement of the propriety of the claim rejections. The Applicant reserves the right to pursue the subject matter of the claims, as previously recited, in a continuation application.
In general, the Office Action makes various statements regarding the pending claims and the cited references that are now moot in light of the above. Thus, the Applicant will not address such statements at the present time. However, the Applicant expressly reserves the right to
1 No fee is believed due with respect to the new claims, the total number of pending claims does not exceed 20; nor does the total number of pending independent claims exceed 3.
challenge such statements in the future should the need arise (e.g., if such statements should become relevant by appearing in a rejection of any current or future claim).
The Applicant respectfully requests reconsideration of the claim rejections for at least the reasons discussed above. If the Examiner has any questions or the Applicant can be of any assistance, the Examiner is invited to contact the undersigned attorney.
Respectfully Submitted, Date: December 2, 2024
/Joseph M. Butscher/
Joseph M. Butscher Reg. No 48,326THE SMALL PATENT LAW GROUP, LLC 1423 Strassner Dr. Suite 100
Brentwood, MO 63144 (314)584-4083 jbutscher@splglaw.com


CITED REFERENCE SUMMARIES: Ref US20180113425: Claims:
1. A method of manufacturing parts comprising:
(a) manufacturing junction parts with overmaterial; (b) scanning the manufactured parts; (c) using at least one processor, comparing the parts scans with a model; (d) based on the comparison, generating a new trajectory milling program to fill or prevent gaps between the junction parts; and (e) milling the manufactured parts to eliminate gaps between parts and the corresponding need for shims.
2. The method of claim 1 wherein measuring comprises scanning with a laser based interferometer.
3. The method of claim 1 wherein the junction parts comprise wing junction parts.
4. The method of claim 1 wherein the comparing uses a B-Spline algorithm.
5. The method of claim 1 wherein the scanning creates a data base with points clouds that define the surface profiles of the parts based on laser or other scanning.
6. The method of claim 1 wherein the processor automatically generates a milling program to machine shape to minimize shim thicknesses between parts to under a certain thickness specification.
7. The method of claim 6 wherein the thickness specification is 0.3 mm.
8. The method of claim 1 wherein the manufacturing provides the junction parts with 5 mm or less of overmaterial.
9. The method of claim 1 wherein the method reduces cycle time by fine adjusting overmanufactured parts after measuring the junction parts on the shop floor inside semi-wings assembly junction area using automatic scanning and automatic milling program generation and performing a B-Spline algorithm to generate multi-section surfaces or similar procedure.
10. The method of claim 1 wherein the method enhances structure by inserting no shims due to shape generated on the overmaterial part thereby avoiding high shear stress and providing a minimum gap between parts below 0.3 mm.
11. A system for manufacturing parts comprising:
a milling machine programmed to manufactured junction parts with overmaterial; a scanner configured to measure inner and outer surface of the semi wings; at least one processor coupled to the scanner, the at least one processor comparing the measurements with a model and based on the comparison, generating a new trajectory milling program to fill gaps between the junction parts; the same or different milling machine using the new trajectory milling program to mill the manufactured parts to eliminate gaps between parts and the corresponding need for shims.
12. The system of claim 11 wherein the scanner comprises a laser based interferometer.
13. The system of claim 11 wherein the junction parts comprise wing junction parts.
14. The system of claim 11 wherein the processor compares using a B-Spline algorithm.
15. The system of claim 11 wherein the scanner creates a data base with points clouds that define the surface profiles of the parts based on the scanner.
16. The system of claim 11 wherein the processor automatically generates a milling program to machine shape to minimize shim thicknesses between parts to under a certain thickness specification.
17. The system of claim 16 wherein the thickness specification is 0.3 mm.
18. The system of claim 11 wherein the milling machine initially provides the junction parts with 5 mm or less of overmaterial.
19. The system of claim 11 wherein the system reduces cycle time by fine adjusting overmanufactured parts after measuring the junction semi wings on the shop floor using automatic measurement and automatic milling program generation.
20. The system of claim 11 wherein the system enhances structure by inserting no shims due to shape generated on the overmaterial part thereby avoiding high shear stress and providing a minimum gap between parts below 0.3 mm.
Ref US3848832: Claims:
1. In combination, a winged aircraft having an A-frame-like strut cantilevered forward from the leading edge structure of each wing thereof, said strut comprising a pair of forwardly cantilevered beams and an inverted U-shaped transom interconnecting the forward end portions of the beams, and an engine for the aircraft suspended from the transom portion of the strut within the inside concave recess of the transom.
2. The combination according to claim 1 wherein the engine is enclosed in a cylindrical nacelle which is carried on the transom.
3. The combination according to claim 2 wherein the strut is upwardly canted from the structure of the wing so as to elevate the transom and the nacelle to a level at which the engine exhausts over the wing.
4. The combination according to claim 2 wherein the nacelle surrounds the transom, and the transom assumes a part cylindrical outer configuration which mates with the inner configuration of the nacelle at the top.
5. The combination according to claim 2 wherein the transom is formed by a cage-like series of arcuate ribs aligned with one another along an axis extending chordwise of the wing.
6. The combination according to claim 5 wherein the strut has an upward cant in relation to the structure of the wing so as to elevate the transom and the nacelle to a level at which the engine exhausts over the wing, and the ribs are truncated in a transverse plane angled to the axis of the series of ribs at the upward cant of the strut.
7. The combination according to claim 6, wherein the beams are cantilevered from the leading edge structure of the wing in the transverse plane of the ribs.
8. The combination according to claim 7 wherein the rearmost rib in the series of ribs, is spaced ahead of the leading edge of the wing, and the forward ends of the beams are bulkheaded into the ends of said ribs, but have portions thereof which extend forward of said rib and interconnect the series of ribs in the transverse plane thereof.
9. The combination according to claim 5 wherein the ribs are interconnected by a gantry beam at the top thereof, and the engine is suspended from the gantry beam.
10. The combination according to claim 9 wherein a portion of the engine is disposed forward of the series of ribs, the gantry beam has a jib extending forward from the forward end thereof, and the nacelle surrounds the transom and has a section at the forward end thereof which is supported on and about the jib.
11. The combination according to claim 2 wherein the nacelle has a bucket-like thrust reverser cowling member defined therewithin, adjacent the leading edge of the wing.
12. In combination, a winged aircraft having an A-frame-like strut cantilevered forward from the leading edge structure of each wing thereof, said strut comprising a pair of forwardly cantilevered beams and an inverted U-shaped transom interconnecting the forward end portions of the beams, a nacelle carried on the transom, and an engine for the aircraft enclosed within the nacelle, and suspended from the strut below the transom and the upper side of the nacelle, within the inside concave recess of the transom.
13. The combination according to claim 12 wherein the nacelle surrounds the transom and the engine is suspended from the strut independently of the nacelle.