Office Action 1: Non-Final Rejection (2024-08-05)
Rejection types: 102 - Lack of Novelty, 103 - Obviousness

CLAIMS:
CLAIMS
1\. A variable fairing for covering a hydrogen duct system installation on the outside of an aircraft part, wherein the fairing comprises at least one fairing body to be mounted on the aircraft part, an air inlet and an air outlet and at least one movable closure mechanism configured to open and close a top portion of the fairing.
2\. The variable fairing according to claim 1, wherein the fairing is configured for covering the hydrogen duct system installation mounted outside of a fuselage of an aircraft.
3\. The variable fairing according to claim 2, wherein the fairing is configured for covering the hydrogen duct system installation mounted on a top of the fuselage.
4\. The variable fairing according to claim 1, wherein the closure mechanism comprises at least one or several of the following: a first faring door, a second fairing door, an actuating apparatus for driving a movement of the closure mechanism.
5\. The variable fairing according to claim 4, wherein the closure mechanism comprises the first fairing door and the second fairing door wherein the first and the second fairing door are at least one of: split along a longitudinal axis of at least one of the fairing or the fuselage, or configured to be hinged to fuselage or to the fairing body.
6\. The variable fairing according to claim 1, wherein the air inlet and the air outlet comprise fixed openings in the at least one fairing body.
7\. The variable fairing according to claim 1, comprising a control configured to control the movable closure mechanism depending on at least one or several of the following: a flight condition of an aircraft, an aircraft speed, a ground condition of the aircraft, or a hydrogen accumulation within the fairing.
8\. A hydrogen duct system arrangement for an aircraft, comprising: a hydrogen duct system installation configured to be mounted on the aircraft outside of an aircraft part, and a variable fairing according to claim 1 for covering the hydrogen duct system installation.
9\. The hydrogen duct system arrangement according to claim 8, wherein the hydrogen duct system installation comprises at least one or several of the following components: at least one pipe for transporting hydrogen (H2), at least one pipe coupling, at least one component of a H2 feed unit for supplying a hydrogen consumer of the aircraft with hydrogen, at least one valve, especially automatic valve or controllable valve, at least one vent system for releasing H2 to the outside, at least one security valve, at least one component of a H2 refueling system for at least one of fueling a hydrogen tank with H2 or venting a hydrogen tank during fueling, or a H2 system unit combining at least two of the aforementioned components.
10\. An aircraft comprising a hydrogen duct system arrangement according to claim 8.
11\. An operation method for a variable fairing according to claim 1, comprising opening the variable fairing on ground for allowing hydrogen to escape upwards and closing the fairing during flight allowing airflow through the fairing via the air inlet and the air outlet.
12\. The operation method according to claim 11, wherein the variable fairing is opened during a lower aircraft moving speed and closed during a higher aircraft moving speed.
13\. A non-transitory computer-readable medium having stored thereon instructions to execute the steps of an operation method for a variable fairing according to claim 1, comprising opening the variable fairing on ground for allowing hydrogen to escape upwards and closing the fairing during flight allowing airflow through the fairing via the air inlet and the air outlet.

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 .
Claim Objections
Claim 4 is objected to because of the following informalities: The claim states a first faring door. This is believed to be a minor informality as the limitation should read a first fairing door..  Appropriate correction is required.
Claim 5 is objected as above due to dependency on Claim 4.
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.
Claim(s) 1-3, 6-7 and 11 is/are rejected under 35 U.S.C. 102(a)(1) and 102(a)(2) as being anticipated by Martino Gonzalez (US 20080099611 A1).
Regarding Claim 1, Martino Gonzalez teaches a variable fairing (Fig. 26 elements 39 and 40) for covering a hydrogen duct system installation on the outside of an aircraft part, wherein the fairing comprises at least one fairing body to be mounted on the aircraft part, an air inlet and an air outlet (“support structure 10 supports the exhaust pipe 7 and the air intake 6” Par. [0133] lines 2-3) and at least one movable closure mechanism configured to open and close a top portion of the fairing (Shown in Fig. 26).
Regarding Claim 2, Martino Gonzalez teaches the limitations set forth in Claim 1 and further discloses the fairing is configured for covering the hydrogen duct system installation mounted outside of a fuselage of an aircraft (Fig. 26 elements 39 and 40 cover APU 3).
Regarding Claim 3, Martino Gonzalez teaches the limitations set forth in Claim 2 and further discloses the fairing is configured for covering the hydrogen duct system installation mounted on a top of the fuselage (Fig. 26 elements 39 and 40 cover APU 3).
Regarding Claim 6, Martino Gonzalez teaches the limitations set forth in Claim 1 and further discloses the air inlet and the air outlet comprise fixed openings in the at least one fairing body (Fig. 26 element 7 shown as an air outlet with an opening in the fairing).
Regarding Claim 7, Martino Gonzalez teaches the limitations set forth in Claim 1 and further discloses a control configured to control the movable closure mechanism depending on at least one or several of the following: a flight condition of an aircraft, an aircraft speed, a ground condition of the aircraft, or a hydrogen accumulation within the fairing (“The electrical control of the actuator 7 is carried out via a control unit 14 located in a lower portion of the engine 1 such as to be easily accessible for the ground handler” Par. [0042 lines 1-2; “Since said actuators are intended for being used when the aeroplane is on the ground and its engines are switched off the electric power supply to the actuators comes from an energy source that is internal or external (power unit) to the aeroplane” Par. [0008] lines 2-6; ground conditions must be met for the fairings to be opened).
Regarding Claim 11, Martino Gonzalez teaches the limitations set forth in Claim 1 and further discloses an operation method for a variable fairing according to claim 1, comprising opening the variable fairing on ground for allowing hydrogen to escape upwards and closing the fairing during flight allowing airflow through the fairing via the air inlet and the air outlet (“the auxiliary power unit and the ancillary elements thereof are securely attached to a fixed element of the tail cone, and a movable fairing moves, opening and closing the tail cone, therefore leaving the auxiliary power unit exposed and thus facilitating the auxiliary power unit maintenance and repair tasks” Par. [0011] lines 1-4).
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.
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) 4-5 is/are rejected under 35 U.S.C. 103 as being unpatentable over Martino Gonzalez (US 20080099611 A1) in view of Chavignier et al. (US 20160229546 A1).
Regarding Claim 4, Martin Gonzalez teaches the limitations set forth in Claim 1 and further discloses the closure mechanism comprises at least one or several of the following: a first faring door (Fig. 26 element 39), a second fairing door (Fig. 26 element 40).
Martin Gonzalez fails to explicitly teach an actuating apparatus for driving a movement of the closure mechanism.
However, Chavignier teaches an actuating apparatus for driving a movement of the closure mechanism (Fig. 1 elements 7).
Martin Gonzalez and Chavignier are considered analogous to the claimed invention as they are in the same field of aircraft fairing design. It would have been obvious to someone of ordinary skill in the art before the effective filing date of the claimed invention to have modified the fairing system of Martin Gonzalez to have actuators as disclosed by Chavignier. Doing so would allow the fairing to open and close automatically in response to an electrical signal.
Regarding Claim 5, Martin Gonzalez and Chavignier teach the limitations set forth in Claim 4.
Martin Gonzalez further discloses the closure mechanism comprises the first fairing door and the second fairing door wherein the first and the second fairing door are at least one of: split along a longitudinal axis of at least one of the fairing or the fuselage, or configured to be hinged to fuselage or to the fairing body (Shown in Fig. 26).
Claim(s) 8-10 is/are rejected under 35 U.S.C. 103 as being unpatentable over Martino Gonzalez (US 20080099611 A1) in view of Remy et al. (US 8056344 B2).
Regarding Claim 8, Martin Gonzalez teaches the limitations set forth in Claim 1 and further discloses a variable fairing according to claim 1 for covering the hydrogen duct system installation.
Martin Gonzalez fails to explicitly teach a hydrogen duct system arrangement for an aircraft, comprising: a hydrogen duct system installation configured to be mounted on the aircraft outside of an aircraft part.
However, Remy teaches a hydrogen duct system arrangement for an aircraft, comprising: a hydrogen duct system installation configured to be mounted on the aircraft outside of an aircraft part (“The hydrogen ducts 52 are connected to the combustor inlet 40 for injecting pressurized gaseous hydrogen in close proximity to the nozzle 38” Col. 6 lines 3-5).
Martin Gonzalez and Remy are considered analogous to the claimed invention as they are in the same field of aircraft engine structures. It would have been obvious to someone of ordinary skill in the art before the effective filing date of the claimed invention to have modified the fairing system of Martin Gonzalez to be used to cover a hydrogen duct system as disclosed by Remy. This would maintain the aerodynamics of the system while in flight. Although Martin Gonzalez did not specifically disclose that the fairing system was used to cover a hydrogen duct system, it is known in the art that fairings are used to cover the engine structures.
Regarding Claim 9, Martin Gonzalez and Remy teach the limitations set forth in Claim 8.
Remy further discloses the hydrogen duct system installation comprises at least one or several of the following components: at least one pipe for transporting hydrogen (H2), at least one pipe coupling, at least one component of a H2 feed unit for supplying a hydrogen consumer of the aircraft with hydrogen, at least one valve, especially automatic valve or controllable valve, at least one vent system for releasing H2 to the outside, at least one security valve, at least one component of a H2 refueling system for at least one of fueling a hydrogen tank with H2 or venting a hydrogen tank during fueling, or a H2 system unit combining at least two of the aforementioned components (“The hydrogen-injection arrangement 48 includes a source of gaseous hydrogen, here represented for example by gas containers 50, 51; hydrogen duct 52; and second controllable valves 54 for closing and opening the hydrogen ducts 52” Col. 5 lines 63-67).
Regarding Claim 10, Martin Gonzalez and Remy teach the limitations set forth in Claim 8.
Remy further discloses an aircraft comprising a hydrogen duct system arrangement according to claim 8 (“If the gas turbine engine 10 is used as an aircraft engine, pressurized gaseous hydrogen is available from the aircraft” Col. 8 lines 23-25).
Claim(s) 12 is/are rejected under 35 U.S.C. 103 as being unpatentable over Martino Gonzalez (US 20080099611 A1) in view of Mahjoub (US 20060196633 A1).
Regarding Claim 12, Martin Gonzalez teaches the limitations set forth in Claim 11.
Martin Gonzalez fails to explicitly teach the variable fairing is opened during a lower aircraft moving speed and closed during a higher aircraft moving speed.
However, Mahjoub teaches the variable fairing is opened during a lower aircraft moving speed and closed during a higher aircraft moving speed (“an air exhaust means 54 for the air heat exchanger 40 is connected to an air output means 44 which opens outside the outer surface 46 of the fairing 34, in a part of this fairing located behind said air inlet means 42 depending on the direction of advance of the aircraft in flight” Par. [0026] lines 25-30).
Martin Gonzalez and Mahjoub are considered analogous to the claimed invention as they are in the same field of aircraft structure design. It would have been obvious to someone of ordinary skill in the art before the effective filing date of the claimed invention to have modified the fairing system of Martin Gonzalez to be opened during lower aircraft moving speeds as disclosed by Mahjoub. Doing so would allow the engine to cool without the engine structure being damaged from higher speeds.
Claim(s) 13 is/are rejected under 35 U.S.C. 103 as being unpatentable over Martino Gonzalez (US 20080099611 A1) in view of Chavignier et al. (US 20160229546 A1).
Regarding Claim 13, Martino Gonzalez teaches the limitations set forth in Claim 1.
Martin Gonzalez fails to explicitly teach a non-transitory computer-readable medium having stored thereon instructions to execute the steps of an operation method for a variable fairing according to claim 1, comprising opening the variable fairing on ground for allowing hydrogen to escape upwards and closing the fairing during flight allowing airflow through the fairing via the air inlet and the air outlet.
However, Chavignier teaches a non-transitory computer-readable medium having stored thereon instructions to execute the steps of an operation method for a variable fairing according to claim 1, comprising opening the variable fairing on ground for allowing hydrogen to escape upwards and closing the fairing during flight allowing airflow through the fairing via the air inlet and the air outlet (“The control unit 14 comprises interface means which allow the ground handler to control same. Said interface means are two “SPDT” (Single Pole, Double Throw) switches 16a and 16b, wherein the first switch 16a controls the opening of the cowl 4 and the second switch 16b controls the closing of the cowl 4. The control unit 14 supplies the telescopic actuator 7 via an electrical connector 17 with a control signal that is the result of actuating the switch 16” Par. [0044] lines 1-8).
Martin Gonzalez and Chavignier are considered analogous to the claimed invention as they are in the same field of aircraft fairing design. It would have been obvious to someone of ordinary skill in the art before the effective filing date of the claimed invention to have modified the fairing system to have the control unit as disclosed by Chavignier. Doing so would allow the fairing to open automatically or when an electrical signal is sent to it. It is known in the art to use stored instructions to perform the opening and closing of fairings, so it is not required to be opened manually.
Conclusion

APPLICANT REBUTTAL: REMARKS
Objections to the Claims
In the Office Action, claims 4 and 5 were objected to because of informalities. Applicant has amended claim 4 as suggested by the Examiner, and withdrawal of the objection to claims 4 and 5 is respectfully requested.
35 U.S.C.
&
102 and 103 Rejections
Claims 1-3, 6-7 and 11 were rejected under 35 U.S.C. § 102(a)(1) as being anticipated by
Martino Gonzalez
(US 2008/0099611 Al). Claims 4-5 were rejected under 35 U.S.C. § 103 as being unpatentable over
Martino Gonzalez
in view of
Chavignier
et al. (US 2016/00229546 Al). Additionally, claims 8-10 were rejected under 35 U.S.C. § 103 as being unpatentable over
Martino Gonzalez
in view of
R
emy
et al. (US 8,056,344 B2). Claim 12 was rejected under 35 U.S.C. § 103 as being unpatentable over
Martino Gonzalez
in view of
Mah
i
oub
(US 2006/0196633 Al). Finally, claim 13 was rejected under 35 U.S.C. § 103 as being unpatentable over
Martino Gonzalez
in view of
Chavignier.
Applicant respectfully traverses the foregoing and requests reconsideration.
Notwithstanding the foregoing, solely in an effort to expedite prosecution, Applicant has amended claim 1 to recite "A hydrogen duct system arrangement for an aircraft, comprising: a hydrogen duct system installation mounted on an outside of a fuselage of the aircraft, and a variable fairing for covering the hydrogen duct system installation, wherein the fairing comprises at least one fairing body to be mounted on the outside of the fuselage." This amendment is supported by the Specification and adds no new matter. See claims 2 and 8; Published Application FIG. 1.
The Examiner acknowledges that
Martino Gonzalez
fails to disclose a hydrogen duct system installation as recited in original claim 8, which has been incorporated into amended claim 1. See Office Action page 6. FIG. 3 of
Martino Gonzalez
shows "a conventional embodiment of said tail cone 2 on which a firewall bulkhead 5 safeguards the rest of the fuselage 4 against possible risks of fire."
Martino Gonzalez
0102. As shown in FIG. 26,
Martino Gonzalez
discloses a "movable fairing 9 [which] is comprised
of a primary lateral movable fairing 39 and a secondary lateral movable fairing 40." This movable fairing 9, "makes it possible to close and open the cover of the tail cone 2 and allows access to the auxiliary power unit 3."
Martino Gonzalez
0106. Thus,
Martino Gonzalez
discloses a movable fairing 9 which is part of the fuselage, meaning it would be counterintuitive to modify
Martino Gonzalez
such that the fairing includes at least one fairing body to be mounted on the outside of the fuselage.
Remy
fails to resolve the deficiencies of
Martino Gonzalez.
Remy
discloses a hydrogen-injection arrangement 48 which "includes a source of gaseous hydrogen, here represented for example by gas containers 50, 51; hydrogen duct 52; and 65 second controllable valves 54 for closing and opening the hydrogen ducts 52."
Remy
Col. 5, lines 63-67. However,
Remy
fails to disclose or suggest a hydrogen duct system installation mounted on an outside of a fuselage of the aircraft. The other cited references similarly fail to disclose or suggest the features of claim 1.
Accordingly, the cited references fail to disclose or suggest all of the features of claim 1. Thus, claim 1 should be allowable over the cited art. Those claims that depend therefrom should be allowable as well-at least by virtue of their claim dependency.
New Claims
, 0052, and 0055.
Applicant respectfully submits that claims 14-16 are allowable over the cited references.
Conclusion

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 .
Reasons for Allowance
The following is an examiner’s reasons for allowance:
Regarding Claim 1, there is no prior art nor reasons to modify any prior art to have a hydrogen duct system installation mounted on an outside of a fuselage of the aircraft and a variable fairing for covering the hydrogen duct system installation and an air inlet and an air outlet and at least one movable closure mechanism configured to open and close a top portion of the fairing. The limitations stated along with the other limitations of the independent claim give reason for allowance. Claims 3-7 and 9-16 are allowable as being dependent on Claim 1.
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 US20080099611A1: Claims:
Tail cone for aircraft, which comprises a cover which houses an auxiliary power unit and an assembly of ancillary systems comprising an air intake and an exhaust pipe, said tail cone wherein the cover comprises a fixed forward section which attaches the tail cone to the rest of the fuselage, and a movable fairing, said cover housing a support structure comprised of a set of elements and secured to the fixed forward section, said support structure supporting the auxiliary power unit and the ancillary elements thereof, the movable fairing moving between a closed position in which said movable fairing is attached to the fixed forward section and the cover remains closed housing on the interior thereof the support structure and the auxiliary power unit and the ancillary elements thereof, and an open position in which the cover remains open leaving the support structure and the auxiliary power unit and the ancillary elements thereof exposed and allowing access to the same.
Tail cone for aircraft, according to claim 1 , wherein the fixed forward section comprises a forward ring-frame and an aft ring-frame, and a cover panel and rigidizing elements between the forward ring-frame and the aft ring-frame.
Tail cone for aircraft, according to claim 1 , wherein the movable fairing moves longitudinally by means of telescopic rails secured to the fixed forward section, said telescopic rails being arranged longitudinally of the aircraft, between the closed position in which said movable fairing is attached to the fixed forward section and the cover remains closed housing on the inside thereof the support structure, the auxiliary power unit and the ancillary elements thereof, and the open position in which said movable fairing is separated from the fixed forward section and the cover remains open leaving the support structure and the auxiliary power unit and the ancillary elements thereof exposed and allowing access to the same.
Tail cone for aircraft, according to claim 1 , wherein the cover comprises, at the rear end thereof, a folding additional movable fairing, said additional movable fairing attached to the movable fairing by way of additional means of articulation which comprise a turning axis, the additional movable fairing turning around the turning axis of the additional means of articulation leaving the support structure and the auxiliary power unit and the ancillary elements thereof exposed at the rear part of the tail cone.
Tail cone for aircraft, according to claim 4 , wherein the additional movable fairing is front-folding, said additional movable fairing being attached to the movable fairing by way of additional means of articulation which comprise a horizontal turning axis perpendicular to the longitudinal axis of the aircraft, the additional movable fairing turning around the horizontal turning axis of the additional means of articulation.
Tail cone for aircraft, according to claim 3 , wherein the cover of the tail cone comprises at the rear part thereof, a fixed end fairing which surrounds the exhaust pipe of the auxiliary power unit and is locked thereto and remains fixed, being the central part of the cover of the movable fairing, said movable fairing moving longitudinally, leaving the fixed end fairing inside thereof, between the closed position in which it remains between the fixed forward section and the fixed end fairing attached to the fixed forward section and the fixed end fairing, and the open position which it is separated from the fixed forward section having moved past the fixed end fairing and the cover remains open leaving the support structure and the auxiliary power unit exposed and allowing access to the same.
Tail cone for aircraft, according to claim 3 , wherein each one of the telescopic rails comprises a fixed section which is attached directly to the fixed forward section, resting on the forward ring-frame and on the aft ring-frame thereof, and a number of sliding movable sections, the last of said movable sections being attached to half ring-frames or to complete ring-frames secured to the movable fairing by means of metal attachment fittings.
Tail cone for aircraft, according to claim 2 , wherein the movable fairing comprises at the end thereof attached to the fixed forward section a closing ring-frame which is secured to the aft ring-frame of said fixed forward section by means of conventional attachment anchorings.
Tail cone for aircraft, according to claim 1 , wherein the movable fairing is folding, and said movable fairing is attached to the fixed forward section by way of means of articulation which comprise a turning axis, the movable fairing turns on said turning axis of the means of articulation, between a closed position in which said movable fairing is attached to the fixed forward section and the cover remains closed housing on the inside thereof the support structure and the auxiliary power unit, and an open position in which the cover remains open, leaving the support structure and the auxiliary power unit and the ancillary elements thereof exposed and allowing access to the same.
Tail cone for aircraft, according to claim 9 , wherein the movable fairing is front-folding, said movable fairing being attached to the fixed forward section by way of means of articulation which comprise a horizontal turning axis perpendicular to the longitudinal axis of the aircraft, the movable fairing turning around said horizontal turning axis of the means of articulation.
Tail cone for aircraft, according to claim 1 , wherein the cover comprises a upper fixed element attached to the fixed forward section at the top thereof, and the movable fairing comprises a primary lateral movable fairing and a secondary lateral movable fairing which are side-folding, and located to the side of the upper fixed element symmetrically to a vertical plane through which the longitudinal axis of the aircraft runs, the primary lateral movable fairing and the secondary lateral movable fairing being attached to the upper fixed element by means of primary lateral means of articulation and secondary lateral means of articulation respectively, said lateral means of articulation each comprising turning axes oriented in the longitudinal direction of the aircraft, the primary lateral movable fairing turning on the turning axis of the primary lateral means of articulation and the secondary lateral movable fairing on the turning axis of the secondary lateral means of articulation, between a closed position in which said movable fairing is attached to the fixed forward section and the cover remains closed housing on the inside thereof the support structure and the auxiliary power unit, and an open position in which the cover remains open leaving the support structure and the auxiliary power unit and the ancillary elements thereof exposed and allowing access to the same.
Tail cone for aircraft, according to claim 1 , wherein the movable fairing comprises reinforcement elements selected from among ring-frames, half ring-frames, stringers, sandwich type coverings and a combination thereof.
Tail cone for aircraft, according to claim 2 , wherein the support structure is attached directly to the forward ring-frame of the fixed forward section by means of metal attachment fittings.
Tail cone for aircraft, according to claim 2 , wherein the support structure is attached between the forward ring-frame and the aft ring-frame of the fixed forward section by means of metal attachment fittings.
Tail cone for aircraft, according to claim 2 , wherein the support structure is attached directly to the aft ring-frame of the fixed forward section by means of metal attachment fittings.
Tail cone for aircraft, according to claim 15 , wherein there are additionally counter-fittings between the forward ring-frame and the aft ring-frame of the fixed forward section which safely transmit the stresses.
Tail cone for aircraft, according to claim 1 , wherein the support structure supports the auxiliary power unit by the upper and lateral part thereof by means of at least three anchoring points on the forward fasteners and rear fasteners of the auxiliary power unit.
Tail cone for aircraft, according to claim 17 , wherein the anchoring points of the auxiliary power unit to the support structure comprise vibration-damping elements on the interior thereof.
Tail cone for aircraft, according to claim 1 , wherein the element comprising the support structure attached to the anchoring points of the auxiliary power unit comprise elastomeric elements at the ends thereof.
Tail cone for aircraft, according to claim 1 , wherein the elements comprising the support structure are attached to one another by way of articulated attachment means, means of fixed attachment, means of semifixed attachment and a combination thereof.
Tail cone for aircraft, according to claim 1 , wherein the element comprising the support structure comprise an assembly of longitudinal elements and an assembly of transverse elements.
Tail cone for aircraft, according to claim 21 , wherein the longitudinal elements of the support structure are bars, and the transverse elements are ribs.
Tail cone for aircraft, according to claim 21 , wherein both the longitudinal elements and the transverse elements are bars.
Tail cone for aircraft, according to claim 1 , wherein the elements comprising the support structure are made in one sole piece.
Tail cone for aircraft, according to claim 1 , wherein the elements comprising the support structure are made by means of attaching different parts to one another.
Tail cone for aircraft, according to claim 3 , wherein the telescopic rails additionally rest on the support structure.
Tail cone for aircraft, according to claim 1 , wherein the exhaust pipe is supported by the support structure independently from the auxiliary power unit by means of conventional fasteners of the exhaust pipe.
Tail cone for aircraft, according to claim 1 , wherein the air intake is supported independently from the auxiliary power unit, being attached to the support structure by means of conventional fasteners.
Tail cone for aircraft, according to claim 1 , wherein the air intake is supported independently from the auxiliary power unit, being attached to the fixed forward section by means of conventional fasteners.
Tail cone for aircraft, according to claim 1 , wherein the air intake is supported independently from the auxiliary power unit, being attached to the support structure and to the fixed forward section by means of conventional fasteners.
Tail cone for aircraft, according to claim 2 , wherein the rest of the fuselage comprises a closing ring-frame, the forward ring-frame of the fixed forward section comprises a number of primary metal attachment fittings, and said closing ring-frame of the rest of the fuselage comprises a number of secondary metal attachment fittings, the tail cone being attached to the rest of the fuselage by way of the attachment of the primary metal attachment fittings and the secondary metal attachment fittings.
Tail cone for aircraft, according to claim 32 , wherein the primary metal attachment fittings comprise some primary counter-fittings which transmit the stresses received to the fixed forward section of the tail cone, and the secondary metal attachment fittings comprises some secondary counter-fittings which transmit the stresses received to the rest of the fuselage.
Tail cone for aircraft, according to claim 31 , wherein the positions of the primary metal attachment fittings of the forward ring-frame of the fixed forward section coincide with the positions of the metal attachment fittings of the support structure with said fixed forward section.
Tail cone for aircraft, according to claim 1 , wherein the attachment between the tail cone and the rest of the fuselage is made by way of continuous circumferential means of attachment which directly attaches the cover of the tail cone to a cover of the rest of the fuselage and means for reinforcing said circumferential means of attachment.
Tail cone for aircraft, according to claim 1 , wherein the fixed forward section additionally comprises a firewall bulkhead.
Ref US20160222956A1: Claims:
A compressor comprising: a shell; a terminal assembly engaging said shell and including an outwardly extending conductor and a terminal fence at least partially surrounding said conductor; and an electronics module including a back plate having an opening through which said terminal fence is received, said back plate including an engagement feature and a spring element, said engagement feature removably engaging said terminal fence, said spring element contacting said shell and biasing said back plate away from said shell.
a terminal assembly engaging said shell and including an outwardly extending conductor and a terminal fence at least partially surrounding said conductor; and
an electronics module including a back plate having an opening through which said terminal fence is received, said back plate including an engagement feature and a spring element, said engagement feature removably engaging said terminal fence, said spring element contacting said shell and biasing said back plate away from said shell.
The compressor of claim 1 , wherein said spring element includes a resiliently compressible annular gasket.
The compressor of claim 2 , wherein said annular gasket seals against said shell and said back plate.
The compressor of claim 1 , wherein said spring element includes a strip integrally formed with said back plate and bulging outward therefrom toward said shell.
The compressor of claim 1 , wherein said terminal fence includes a plurality of apertures, and said engagement feature includes a plurality of flexible tabs having barbs engaging said apertures.
The compressor of claim 5 , wherein said spring element biases said barbs into engagement with edges of said apertures.
The compressor of claim 5 , wherein said terminal fence is received between said tabs.
The compressor of claim 1 , wherein said back plate includes a receptacle including guide rails engaging a cluster block that is electrically connected to said conductor.
The compressor of claim 8 , wherein said receptacle includes an opening through which said cluster block is removably received.
A compressor comprising: a shell; a terminal assembly engaging said shell and including an outwardly extending conductor and a terminal fence at least partially surrounding said conductor; and an electronics module including a back plate having an opening through which said terminal fence is received, said back plate including a receptacle and an engagement feature, said receptacle receiving said terminal fence and including guide rails removably engaging a cluster block that is electrically connected to said conductor, said engagement feature removably engaging said terminal fence.
an electronics module including a back plate having an opening through which said terminal fence is received, said back plate including a receptacle and an engagement feature, said receptacle receiving said terminal fence and including guide rails removably engaging a cluster block that is electrically connected to said conductor, said engagement feature removably engaging said terminal fence.
The compressor of claim 10 , wherein said back plate include a spring element contacting said shell and biasing said back plate away from said shell.
The compressor of claim 11 , wherein said spring element includes a resiliently compressible annular gasket.
The compressor of claim 12 , wherein said annular gasket seals against said shell and said back plate.
The compressor of claim 11 , wherein said spring element includes a strip integrally formed with said back plate and bulging outward therefrom toward said shell.
The compressor of claim 11 , wherein said terminal fence includes a plurality of apertures, and said engagement feature includes a plurality of flexible tabs having barbs engaging said apertures.
The compressor of claim 15 , wherein said spring element biases said barbs into engagement with edges of said apertures.
The compressor of claim 15 , wherein said terminal fence is received between said tabs.
The compressor of claim 10 , wherein said back plate includes a receptacle supporting said guide rails.
The compressor of claim 18 , wherein said receptacle includes an opening through which said cluster block is removably received.
Ref US8056344B2: Claims:
A method for operating a gas turbine engine having a compressor joined to a turbine by a core rotor, with at least one combustor disposed therebetween for receiving compressed air from said compressor and fuel for providing combustion gas discharged to said turbine, said method comprising: supplying a hydrocarbon fuel to the combustor; and injecting hydrogen into said combustor in response to a power output level of said gas turbine engine; wherein, said gas turbine is operable at least in a high-power condition, a mid-power condition, and a low-power condition; said method further comprises, i) supplying said hydrocarbon fuel to said combustor during said high-power, mid-power and low-power conditions; ii) starting an injection of hydrogen into said combustor when changing from one of said high-power and the mid-power conditions to said low-power condition; and iii) stopping said hydrogen injection when changing from said low-power condition to one of said high-power and mid-power conditions; said gas turbine engine is operable in an output power range ranging from a minimum power output to a maximum power output and including said high-power, mid-power and low-power conditions and further including a low-power subrange ranging from said minimum power output to a switch power level within a lower half of said output power range, said low-power subrange including said low-power condition; said supplying step comprises supplying said hydrocarbon fuel to the combustor in the whole output power range; said starting step comprises starting an injection of hydrogen into the combustor when entering said low-power sub-range; and said stopping step comprises stopping said injection of hydrogen when leaving said low-power sub-range; said method further comprises, x) detecting an actual power condition; and y) comparing the actual power condition with said switch power level; said detecting an actual power condition includes detecting an ambient pressure, detecting an ambient temperature, and detecting a speed of said core rotor; and said method further calculating a combustor inlet temperature from detected values of the ambient pressure, ambient temperature and core rotor speed.
supplying a hydrocarbon fuel to the combustor; and
injecting hydrogen into said combustor in response to a power output level of said gas turbine engine; wherein,
said gas turbine is operable at least in a high-power condition, a mid-power condition, and a low-power condition;
said method further comprises,
i) supplying said hydrocarbon fuel to said combustor during said high-power, mid-power and low-power conditions;
ii) starting an injection of hydrogen into said combustor when changing from one of said high-power and the mid-power conditions to said low-power condition; and
iii) stopping said hydrogen injection when changing from said low-power condition to one of said high-power and mid-power conditions; said gas turbine engine is operable in an output power range ranging from a minimum power output to a maximum power output and including said high-power, mid-power and low-power conditions and further including a low-power subrange ranging from said minimum power output to a switch power level within a lower half of said output power range, said low-power subrange including said low-power condition; said supplying step comprises supplying said hydrocarbon fuel to the combustor in the whole output power range; said starting step compri
[Truncated to input limit]