Office Action 3: Non-Final Rejection (2024-10-07)
Rejection types: 103 - Obviousness, 112 - Written Description/Enablement

CLAIMS:
THE CLAIMS

1\. (Currently amended) A coupling system configured to secure one or more struts to a wing of an aircraft, the coupling system comprising:
 splice straps that secure the one or more struts to the wing,
one or more mounting plates configured to span over or below the one or more struts and the wing, wherein the one or more mounting plates are configured to provide a base on which one or more of the splice straps securely mount to one or both the one or more struts or the wing, and wherein the one or more of the splice straps are secured directly to one or more ribs of the wing.

2\. (Currently amended) The coupling system of claim 1, wherein the splice straps are integrally formed with the one or more struts and the wing.

3\. (Original) The coupling system of claim 1, wherein a rear surface of the one or more struts are linearly aligned with a front surface of a front spar of the wing.

4\. (Original) The coupling system of claim 3, wherein an engine is secured to the one or more struts distally from the wing.

5\. (Currently amended) The coupling system of claim 1, wherein the splice straps secure to both the one or more struts and the one or more ribs of the wing.

6\. (Currently amended) The coupling system of claim 5, wherein the splice straps comprise:
one or more 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; and
one or more 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.

7\. (Original) The coupling system of claim 6, wherein the one or more upper splice straps comprise a first upper splice strap and a second upper splice strap, and wherein the one or

more lower splice straps comprise a first lower splice strap and a second lower splice strap.

8\. (Original) The coupling system of claim 7, wherein the one or more upper splice straps further comprise a third upper splice strap between the first upper splice strap and the second upper splice strap, and wherein the one or more lower splice straps further comprise a third lower splice strap between the first lower splice strap and the second lower splice strap.

9\. (Currently amended) The coupling system of claim 5, wherein the splice straps are vertically and longitudinally aligned with the one or more struts and the one or more ribs.

10\. (Currently amended) The coupling system of claim 1, further comprising one or more fairings covering at least a portion of the splice straps.

11\. (Currently amended) The coupling system of claim 1, wherein the one or more mounting plates are between the one or more splice straps and the one or more struts, and between the splice straps and the wing.

12\. (Currently amended) The coupling system of claim 1, further comprising one or more spanning plates configured to span across the one or more ribs, wherein the one or more splice straps are coupled to the one or more spanning plates.

13\. (Currently amended) A method for securing one or more struts to a wing of an aircraft, the method comprising:
securing, by splice straps, the one or more struts to the wing,
providing, by one or more mounting plates that span over or below the one or more struts and the wing, provide a base on which one or more of the splice straps securely mount to one or both the one or more struts or the wing; and
securing the one or more of the splice straps to one or more ribs of the wing.

14\. (Currently amended) The method of claim 13, wherein said securing comprises integrally forming the splice straps with the one or more struts and the wing.

15\. (Currently amended) The method of claim 13, wherein said securing comprises securing the splice straps to both the one or more struts and the one or more ribs of the wing.

16\. (Currently amended) The method of claim 15, wherein the splice straps comprise:
one or more 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; and
one or more 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.

17\. (Currently amended) The method of claim 15, wherein said securing further comprises vertically and longitudinally aligning the splice straps with the one or more struts and the one or more ribs.

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:one or more splice straps that secure the one or more struts to the wing, wherein

the one or more splice straps are integrally formed with the one or more struts and the wing, wherein the one or more splice straps secure to both the one or more struts and the one or more ribs, and wherein the one or more splice straps are vertically and longitudinally aligned with the one or more struts and the one or more ribs,
wherein the one or more splice straps comprise:one or more 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 one or more 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
one or more 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 one or more 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 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 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)

Page 6

20\. (Canceled)

21\. (Canceled)

22\. (Currently amended) The coupling system of claim 1, further comprising:
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.

23\. (New) The method of claim 13, 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.

24\. (New) 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.

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 .
Continued Examination Under 37 CFR 1.114
A request for continued examination under 37 CFR 1.114, including the fee set forth in 37 CFR 1.17(e), was filed in this application after final rejection.  Since this application is eligible for continued examination under 37 CFR 1.114, and the fee set forth in 37 CFR 1.17(e) has been timely paid, the finality of the previous Office action has been withdrawn pursuant to 37 CFR 1.114.  Applicant's submission filed on 4th September 2024 has been entered.
Claim Objections
Claims 11-13 are objected to because of the following informalities:
In claim 11 line 2, “…between the one or more splice straps and…” should read “…between the splice straps and…” for the purpose of consistency.
In claim 12 lines 2-3, “…wherein the one or more splice straps are…” should read “…wherein the splice straps are…” for the purpose of consistency.
In claim 13 line 5, “…wing, provide a base…” should read “…wing, a base…”.
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.
Claims 1-12 and 22 are 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.
Claim 1 recites “…the one or more mounting plates are configured to provide a base on which one or more of the splice straps securely mount to one or both the one or more struts or the wing, and wherein the one or more of the splice straps are secured directly to one or more ribs of the wings…” which renders the claim indefinite as there are two contrasting limitations i.e., splice straps securely mounted to one or more mounting plates and splice straps secured directly to one or more ribs of the wings. For the purpose of the examination the limitation is interpreted as ““…the one or more mounting plates are configured to provide a base on which one or more of the splice straps securely mount to one or both the one or more struts or the wing, and wherein the one or more of the splice straps are secured directly over one or more ribs of the wings…”.
Claims not addressed above are rejected due to their dependency on rejected base claims.
Claim Rejections - 35 USC § 103
In the event the determination of the status of the application as subject to AIA  35 U.S.C. 102 and 103 (or as subject to pre-AIA  35 U.S.C. 102 and 103) is incorrect, any correction of the statutory basis (i.e., changing from AIA  to pre-AIA ) for the rejection will not be considered a new ground of rejection if the prior art relied upon, and the rationale supporting the rejection, would be the same under either status.
The following is a quotation of 35 U.S.C. 103 which forms the basis for all obviousness rejections set forth in this Office action:
A patent for a claimed invention may not be obtained, notwithstanding that the claimed invention is not identically disclosed as set forth in section 102, if the differences between the claimed invention and the prior art are such that the claimed invention as a whole would have been obvious before the effective filing date of the claimed invention to a person having ordinary skill in the art to which the claimed invention pertains. Patentability shall not be negated by the manner in which the invention was made.
The factual inquiries for establishing a background for determining obviousness under 35 U.S.C. 103 are summarized as follows:
1. Determining the scope and contents of the prior art.
2. Ascertaining the differences between the prior art and the claims at issue.
3. Resolving the level of ordinary skill in the pertinent art.
4. Considering objective evidence present in the application indicating obviousness or nonobviousness.
The factual inquiries for establishing a background for determining obviousness under 35 U.S.C. 103 are summarized as follows:
1. Determining the scope and contents of the prior art.
2. Ascertaining the differences between the prior art and the claims at issue.
3. Resolving the level of ordinary skill in the pertinent art.
4. Considering objective evidence present in the application indicating obviousness or nonobviousness.
Claim(s) 1-6 and 9-17 is/are rejected under 35 U.S.C. 103 as being unpatentable over Stanley et al. (US 3,848,832) in view of Nakashima et al. (US 2018/0113425).
Regarding claims 1 and 5-6, Stanley et al. ‘832 teaches (figures 1-2) a coupling system configured to secure one or more struts (6) to a wing (10) of an aircraft (Col. 1 Lines 65-67),
wherein the coupling system secures the one or more struts (6) to a one or more ribs of the wing, and wherein the coupling system is directly over the one or more ribs of the wing (clearly shown in the figure below; struts are coupled to the top and bottom surface of the ribs (also seen in figure 3)),
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but it is silent about the coupling system comprising:
splice straps that secure the one or more struts to the wing;
one or more mounting plates configured to span over or below the one or more struts and the wing, wherein the one or more mounting plates are configured to provide a base on which one or more of the splice straps securely mount to one or both the one or more struts or the wing, and wherein the one or more of the splice straps are secured directly over one or more ribs of the wings,
wherein the splice straps secure to both the one or more struts and the one or more ribs of the wing, and
wherein the splice straps comprise:
one or more 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; and
one or more 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.
Nakashima et al. ‘425 teaches (figures 1-3) a shear joint/coupling type semi-wing junction wherein upper skin (52) and lower skin (54) are held and supported by structure consisting of shims, a rib and splices wherein splice elements/straps (62 ,64) splice together different parts of the semi-wing to form a unified integrated structure and shims/mounting plate (66, 72) are disposed between splice elements (62, 64) and skins (52, 54) to fill gaps between splices and skins (Para 0005-0007).
Therefore, it would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Stanley et al. ‘832 to incorporate the teachings of Nakashima et al. ‘425 to configure the coupling system comprising:
splice straps that secure the one or more struts to the wing (struts and wing spliced to form a unified integrates structure);
one or more mounting plates configured to span over or below the one or more struts and the wing, wherein the one or more mounting plates are configured to provide a base on which one or more of the splice straps securely mount to one or both the one or more struts or the wing, and wherein the one or more of the splice straps are secured directly over  one or more ribs of the wings,
wherein the splice straps secure to both the one or more struts and the one or more ribs of the wing, and
wherein the splice straps comprise:
one or more 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 (one or more splice straps couples the rear end of the one or more struts and the front end of the one or more ribs); and
one or more 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 (one or more splice straps couples the rear end of the one or more struts and the front end of the one or more ribs).
One of ordinary skill in art would recognize that doing so would transfer loads between the strut and the wing and avoid bending and shear stress (Para 0006).
Regarding claim 2, modified Stanley et al. ‘832 teaches (figures 1-2) the coupling system wherein the splice straps are integrally formed with the one or more struts and the wing (splice straps connects struts and the wing, thus splice straps are integral part of a coupling system).
Regarding claim 3, modified Stanley et al. ‘832 teaches (figures 1-2) the coupling system wherein a rear surface of the one or more struts (6) are linearly aligned with a front surface of a front spar (14) of the wing (clearly seen in figure 2) (Col. 1 Line 68, Col. 2 Lines 1-3;  rear surface of the strut (6) abuts the front spar linearly in a longitudinal direction).
Regarding claim 4, modified Stanley et al. ‘832 teaches (figures 1-2) the coupling system wherein an engine (2) is secured to the one or more struts (6) distally from the wing (10) (Col. 1 Lines 64-68; Col. 2 Lines 22-25, 52-59; engine is secured to the strut via arch assembly (16)).
Regarding claim 9, modified Stanley et al. ‘832 teaches (figures 1-2) the coupling system wherein the splice straps are vertically and longitudinally aligned with the one or more struts and the one or more ribs (the one or more splice straps aligns and couples the one or more struts and the one or more ribs at the top and bottom surfaces of the one or more struts and the one or more ribs i.e., the one or more splice strips are vertically aligned and the one or more splice straps extends in a longitudinal direction i.e., longitudinally aligned).
Regarding claim 10, modified Stanley et al. ‘832 teaches (figures 1-2) the coupling system further comprising one or more fairings covering at least a portion of the splice straps (Col. 2 Lines 60-67; nacelle (4) and wing skin (clearly shown in the figure above) encloses the splice straps).
Regarding claim 11, modified Stanley et al. ‘832 teaches (figures 1-2) the coupling system wherein the one or more mounting plates are between the splice straps and the one or more struts, and between the splice straps and the wing (as modified by Nakashima et al. ‘425).
Regarding claim 12, modified Stanley et al. ‘832 teaches (figures 1-2) the coupling system further comprising one or more spanning plates/front spar (14)  configured to span across the one or more ribs, wherein the splice straps are coupled to the one or more spanning plates (Col. 1 Lines 68; Col. 2 Lines 1-3; front spar extends in the spanwise direction i.e., span across a plurality of ribs and is sandwiched between the strut and rib of the wing (clearly seen in figure 2); the splice strap connects the strut and the rib of the wing, thus the sandwiched front spar is connected/coupled to the splice strap).
Regarding claim 13 and 15-16, Stanley et al. ‘832 teaches (figures 1-2) a method for securing one or more struts (6) to a wing (10) of an aircraft (Col. 1 Lines 65-67),
wherein the method comprises securing the one or more struts (6) to the wing (10) (clearly shown in the figure below; struts are secured at the top and bottom surface of the ribs of the wing (also seen in figure 3)),
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but it is silent about the method comprising:
securing, by splice straps, the one or more struts to the wing,
providing, by one or more mounting plates that span over or below the one or more struts and the wings, a base on which one or more of the splice straps securely mount to one or both the one or more struts or the wing;
securing the one or more of the splice straps to one or more ribs of the wing,
wherein said securing comprises securing the splice straps to both the one or more struts and the one or more ribs of the wing, and
wherein the one or more splice straps comprise:
one or more 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; and
one or more 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.
Nakashima et al. ‘425 teaches (figures 1-3) a shear joint/coupling type semi-wing junction wherein upper skin (52) and lower skin (54) are held and supported by structure consisting of shims, a rib and splices wherein splice elements/straps (62 ,64) splice together different parts of the semi-wing to form a unified integrated structure and shims/mounting plate (66, 72) are disposed between splice elements (62, 64) and skins (52, 54) to fill gaps between splices and skins (Para 0005-0007).
Therefore, it would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have modified Stanley et al. ‘832 to incorporate the teachings of Nakashima et al. ‘425 to configure the method comprising:
securing, by splice straps, the one or more struts to the wing (struts and wing spliced to form a unified integrates structure),
providing, by one or more mounting plates that span over or below the one or more struts and the wings, a base on which one or more of the splice straps securely mount to one or both the one or more struts or the wing;
securing the one or more of the splice straps to one or more ribs of the wing,
wherein said securing comprises securing the splice straps to both the one or more struts and the one or more ribs of the wing, and
wherein the splice straps comprise:
one or more 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 (one or more splice straps couples the rear end of the one or more struts and the front end of the one or more ribs); and
one or more 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  (one or more splice straps couples the rear end of the one or more struts and the front end of the one or more ribs).
One of ordinary skill in art would recognize that doing so would transfer loads between the strut and the wing and avoid bending and shear stress (Para 0006).
Regarding claim 14, modified Stanley et al. ‘832 teaches (figures 1-2) the method wherein said securing comprises integrally forming the splice straps with the one or more struts and the wing (splice straps connects struts and the wing, thus splice straps are integral part of a coupling system).
Regarding claim 17, modified Stanley et al. ‘832 teaches (figures 1-2) the method wherein said securing further comprises vertically and longitudinally aligning the splice straps with the one or more struts and the one or more ribs (the one or more splice straps aligns and couples the one or more struts and the one or more ribs at the top and bottom surfaces of the one or more struts and the one or more ribs i.e., the one or more splice strips are vertically aligned and the one or more splice straps extends in a longitudinal direction i.e., longitudinally aligned).
Claim(s) 7-8 is/are rejected under 35 U.S.C. 103 as being unpatentable over Stanley et al. (US 3,848,832) and Nakashima et al. (US 2018/0113425) as applied to claim 6 above, and further in view of Brodell et al. (US 5,524,847).
Regarding claims 7-8, modified Stanley et al. ‘832 teaches (figures 1-2) the coupling system where the one or more upper splice straps comprise a first upper splice strap and wherein the one or more lower splice straps comprise a first lower splice strap (at least one splice strap is present on both the top and bottom surfaces which couples the struts and ribs),
but it is silent about the coupling system wherein the one or more upper splice straps comprise a second upper splice strap, and wherein the one or more lower splice straps comprise a second lower splice strap, and
wherein the one or more upper splice straps further comprise a third upper splice strap between the first upper splice strap and the second upper splice strap, and wherein the one or more lower splice straps further comprise a third lower splice strap between the first lower splice strap and the second lower splice strap.
Brodell et al. ‘847 teaches (figures 1-2) an engine mounted on the aircraft  by a pylon (60) extending between the engine and an aircraft wing (62) wherein a pylon beam (64) is united with the intermediate cowl (34) by a separable joint such as the bolted joint (74)  (Col. 5 Lines 39-50; 3 bolted joint unites the pylon beam with the intermediate cowl; bolted joint is analogous to splice strap as both couples two structures).
Therefore, it would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have further modified Stanley et al. ‘832 to incorporate the teachings of Brodell et al. ‘847 to configure the coupling system wherein the one or more upper splice straps comprise a second upper splice strap, and wherein the one or more lower splice straps comprise a second lower splice strap, and
wherein the one or more upper splice straps further comprise a third upper splice strap between the first upper splice strap and the second upper splice strap, and wherein the one or more lower splice straps further comprise a third lower splice strap between the first lower splice strap and the second lower splice strap.
One of ordinary skill in art would recognize that doing so would reinforce the coupling system.
Claim(s) 22-23 is/are rejected under 35 U.S.C. 103 as being unpatentable over Stanley et al. (US 3,848,832) and Nakashima et al. (US 2018/0113425) as applied to claims 1 and 13, and further in view of Pautis et al. (US 2016/0229545)
Regarding claim 22, modified Stanley et al. ‘832 teaches (figures 1-2) the coupling system further comprising a first outer lateral surface of the one or more struts, a front spar (14) of the wing and a second outer lateral surface of the one or more struts (strut has two lateral surfaces) (lateral surface on one side of the strut is shown in the figure below) (Col. 2 Line 3),
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but it is silent about the coupling system further comprising:
a first lateral brace secured to first outer lateral surface of the one or more struts and a front spar of the wing;
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.
Pautis et al. ‘545 teaches (figures 2-5e) a pylon box/strut (6a) comprising two outer lateral surfaces (clearly shown in the figure below) wherein two lateral braces (clearly shown in the figure below) are secured to two outer lateral surfaces of the pylon box/strut (6a) and a front spar (34a) of the wing (clearly seen in the figure below) (Para 0051, 0054)
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Therefore, it would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have further modified Stanley et al. ‘832 to incorporate the teachings of Pautis et al. ‘545 to configure the coupling system further comprising:
a first lateral brace secured to first outer lateral surface of the one or more struts and a front spar of the wing;
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.
One of ordinary skill in art would recognize that doing so would reinforce the coupling system.
Regarding claim 23, modified Stanley et al. ‘832 teaches (figures 1-2) the method further comprising a first outer lateral surface of the one or more struts, a front spar (14) of the wing and a second outer lateral surface of the one or more struts (strut has two lateral surfaces) (lateral surface on one side of the strut is shown in the figure below) (Col. 2 Line 3),
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but it is silent about the method 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;
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.
Pautis et al. ‘545 teaches (figures 2-5e) a pylon box/strut (6a) comprising two outer lateral surfaces (clearly shown in the figure below) wherein two lateral braces (clearly shown in the figure below) are secured to two outer lateral surfaces of the pylon box/strut (6a) and a front spar (34a) of the wing (clearly seen in the figure below) (Para 0051, 0054)
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Therefore, it would have been obvious to one of ordinary skill in the art before the effective filing date of the claimed invention to have further modified Stanley et al. ‘832 to incorporate the teachings of Pautis et al. ‘545 to configure the method 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;
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.
One of ordinary skill in art would recognize that doing so would reinforce the coupling system.
Allowable Subject Matter
Claims 18 and 24 are allowed.
Response to Arguments
Applicant's arguments filed 4th September 2024, with respect to amended claims 1 and 13 have been fully considered and are persuasive. Therefore, the rejection has been withdrawn.  However, upon further consideration, a new ground(s) of rejection is made in view of Stanley et al. (US 3,848,832) in and Nakashima et al. (US 2018/0113425)
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

NEXT 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

CITED REFERENCE SUMMARIES: Ref US20180113425A1: Claims:
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.
(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.
The method of claim 1 wherein measuring comprises scanning with a laser based interferometer.
The method of claim 1 wherein the junction parts comprise wing junction parts.
The method of claim 1 wherein the comparing uses a B-Spline algorithm.
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.
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.
The method of claim 6 wherein the thickness specification is 0.3 mm.
The method of claim 1 wherein the manufacturing provides the junction parts with 5 mm or less of overmaterial.
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.
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.
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.
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.
The system of claim 11 wherein the scanner comprises a laser based interferometer.
The system of claim 11 wherein the junction parts comprise wing junction parts.
The system of claim 11 wherein the processor compares using a B-Spline algorithm.
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.
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.
The system of claim 16 wherein the thickness specification is 0.3 mm.
The system of claim 11 wherein the milling machine initially provides the junction parts with 5 mm or less of overmaterial.
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.
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 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 US20160229545: Claims:
1. An aircraft assembly comprising a wing element, a turbofan engine and an engine attachment pylon, the engine comprising a rear part arranged under the wing element, which is equipped with a wing structure, the pylon comprising a primary structure for transmitting loads from the engine to the wing structure, the primary structure comprising a pylon box, and the assembly also comprising an attachment for attaching the primary structure to the engine,
the wing structure comprising two wing boxes that follow one another in a wingspan direction of the wing element, and the pylon box being arranged between the wing boxes and fixed to each of the latter.
2. The assembly according to claim 1, wherein the two wing boxes form an internal box and an external box, the internal box being delimited by an external lateral panel and the external box being delimited by an internal lateral panel, the pylon box being delimited by an external lateral panel and by an internal lateral panel, and wherein it has a first mechanical connection between the external lateral panel of the internal wing box and the internal lateral panel of the pylon box, and also a second mechanical connection between the internal lateral panel of the external wing box and the external lateral panel of the pylon box.
3. The assembly according to claim 2, wherein the external lateral panel of the internal wing box is pressed against the internal lateral panel of the pylon box, and in that the internal lateral panel of the external wing box is pressed against the external lateral panel of the pylon box.
4. The assembly according to claim 2, wherein the first and second mechanical connections are each produced by shear pins and/or bolts, the shear pins and/or bolts preferably having axes substantially parallel to the wingspan direction.
5. The assembly according to claim 1, wherein the pylon box and the internal and external wing boxes are each delimited by lower spars and upper spars, the lower spars of the pylon box ensuring surface continuity between the lower spars of the internal and external wing boxes, and the upper spars of the pylon box ensuring surface continuity between the upper spars of the internal and external wing boxes.
6. The assembly according to claim 1, wherein the pylon box has internal transverse box stiffening ribs.
7. The assembly according to claim 1, wherein the pylon box extends forwards beyond the internal and external wing boxes.
8. The assembly according to claim 1, wherein the pylon box and the internal and external wing boxes are each delimited by a rear closing rib, the rear closing rib of the pylon box ensuring surface continuity between the rear closing ribs of the internal and external wing boxes.
9. The assembly according to claim 1, wherein the pylon box has a cross section in the overall shape of a quadrilateral, preferably square or rectangular, the cross section having a changing size along the pylon box.
10. The assembly according to claim 1, wherein the primary structure also has an intermediate structure interposed between the pylon box and the attachment for attaching the primary structure to the engine, the intermediate structure taking the form of a fitting, preferably having the overall shape of a pyramid.
11. The assembly according to claim 1, wherein the pylon box bears, at its front end, a part of the attachment for attaching the primary structure to the engine.
12. The assembly according to claim 1, wherein a front part of the attachment for attaching the primary structure to the engine is connected to an external shroud of an intermediate casing of the engine, this external shroud extending in the rearward axial continuation of a fan casing, or in that this front part of the attachment for attaching the primary structure to the engine is connected to an internal shroud of the intermediate casing of the engine.
13. A method for mounting an assembly according to claim 1, comprising the following successive steps of:
a) fixing at least one part of the pylon box to the internal wing box; and then b) fixing the external wing box to the at least one part of the pylon box.
14. The mounting method according to claim 13, wherein the pylon box is delimited by upper spars mounted on the assembly after step b).
15. An aircraft comprising at least one assembly according to claim 1.
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.
Ref US5524847: Claims:
1. For an aircraft ducted fan engine with a core section bounded by a core case and enclosed within a core cowl, a fan section of larger diameter than said core section secured to and concentric with said core section and bounded by a fan case having a fan duct outer wall downstream thereof, said fan duct outer wall and said core cowl defining an axially extending fan duct terminating at a fan duct discharge plane for conducting a fan flow stream essentially axially, a nacelle and mounting arrangement for mounting said engine on an aircraft, with said aircraft being comprised of a main structure, said nacelle and mounting arrangement comprising:a pylon secured to said aircraft external to the main structure of said aircraft and adapted for said engine to be secured thereto, said pylon including a pylon beam located radially outward of said fan flow stream and secured to said aircraft and a subpylon extending from said pylon beam across said fan flow stream and terminating in an engine mount beam radially inward of said core cowl, a substantial portion of said subpylon being located within said fan duct forward of said fan duct discharge plane, said nacelle being united with said pylon to define a load path exclusive of said fan case and said core case such that when said nacelle is subjected to a nacelle aerodynamic force substantially all of said nacelle aerodynamic force is transmitted from said nacelle directly to said pylon beam rather than from said nacelle to said pylon beam by way of said fan case, said core case and said subpylon, said pylon beam also transmitting forces and torque acting on said engine to said aircraft and said subpylon being isolated from said nacelle aerodynamic force and transmitting only forces and torque acting on said engine to said pylon beam.
2. The nacelle and mounting arrangement of claim 1 further comprising a pair of circumferentially extending flexible seals spanning between said nacelle and said fan case for accommodating deflection of said nacelle relative to said fan case without conveying a significant portion of said nacelle aerodynamic force into said fan case.
3. The nacelle and mounting arrangement of claim 1, said engine mount beam being connected to at least an aft link set which transmits only vertical and lateral forces from said engine to said engine mount beam and a forward link set which transmits vertical forces, lateral forces and torque reactions from said engine to said mount beam.
4. The nacelle and mounting arrangement of claim 3 wherein said substantial portion of said subpylon is the entirety of said subpylon.
5. The nacelle and mounting arrangement of claim 3 wherein said pylon beam and said nacelle are united by a separable joint longitudinally outside the region of juncture of said pylon beam and said subpylon.
6. The nacelle and mounting arrangement of claim 3 wherein said pylon beam and said nacelle are integral.
7. The nacelle and mounting arrangement of claim 3 wherein said pylon beam comprises at least two modules separably Joined together at a partitioning joint outside the region of juncture of said pylon beam and said subpylon.
8. The nacelle and mounting arrangement of claim 1, said nacelle comprising:an intermediate cowl comprising upper and lower intermediate cowl segments each segment extending circumferentially approximately 180° around said fan case and separably joined along an essentially axial interface, said upper intermediate cowl segment being united with said pylon radially outward of said fan flow stream; and a circumferentially continuous inlet forward of and secured to said intermediate cowl.
9. The nacelle and mounting arrangement of claim 8 wherein said lower intermediate cowl segment comprises two subsegments each hinged to said upper intermediate cowl segment.
10. The nacelle and mounting arrangement of claim 1, said nacelle comprising:an upper fan c
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