DETAILED ACTION
Notice of Pre-AIA or AIA Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Information Disclosure Statement
The two information disclosure statement (IDS) submitted on 11/6/2025 is in compliance with the provisions of 37 CFR 1.97. Accordingly, the information disclosure statement is being considered by the examiner.
Claim Objections
Claim 2 is objected to because of the following informalities:
Claim 2 recites “a composite material” in line 2. For clarity of the claim, it should be recited as “the composite material” since it is previously recited in claim 1.
Appropriate correction is required.
Double Patenting
The nonstatutory double patenting rejection is based on a judicially created doctrine grounded in public policy (a policy reflected in the statute) so as to prevent the unjustified or improper timewise extension of the “right to exclude” granted by a patent and to prevent possible harassment by multiple assignees. A nonstatutory double patenting rejection is appropriate where the conflicting claims are not identical, but at least one examined application claim is not patentably distinct from the reference claim(s) because the examined application claim is either anticipated by, or would have been obvious over, the reference claim(s). See, e.g., In re Berg, 140 F.3d 1428, 46 USPQ2d 1226 (Fed. Cir. 1998); In re Goodman, 11 F.3d 1046, 29 USPQ2d 2010 (Fed. Cir. 1993); In re Longi, 759 F.2d 887, 225 USPQ 645 (Fed. Cir. 1985); In re Van Ornum, 686 F.2d 937, 214 USPQ 761 (CCPA 1982); In re Vogel, 422 F.2d 438, 164 USPQ 619 (CCPA 1970); In re Thorington, 418 F.2d 528, 163 USPQ 644 (CCPA 1969).
A timely filed terminal disclaimer in compliance with 37 CFR 1.321(c) or 1.321(d) may be used to overcome an actual or provisional rejection based on nonstatutory double patenting provided the reference application or patent either is shown to be commonly owned with the examined application, or claims an invention made as a result of activities undertaken within the scope of a joint research agreement. See MPEP § 717.02 for applications subject to examination under the first inventor to file provisions of the AIA as explained in MPEP § 2159. See MPEP § 2146 et seq. for applications not subject to examination under the first inventor to file provisions of the AIA . A terminal disclaimer must be signed in compliance with 37 CFR 1.321(b).
The filing of a terminal disclaimer by itself is not a complete reply to a nonstatutory double patenting (NSDP) rejection. A complete reply requires that the terminal disclaimer be accompanied by a reply requesting reconsideration of the prior Office action. Even where the NSDP rejection is provisional the reply must be complete. See MPEP § 804, subsection I.B.1. For a reply to a non-final Office action, see 37 CFR 1.111(a). For a reply to final Office action, see 37 CFR 1.113(c). A request for reconsideration while not provided for in 37 CFR 1.113(c) may be filed after final for consideration. See MPEP §§ 706.07(e) and 714.13.
The USPTO Internet website contains terminal disclaimer forms which may be used. Please visit www.uspto.gov/patent/patents-forms. The actual filing date of the application in which the form is filed determines what form (e.g., PTO/SB/25, PTO/SB/26, PTO/AIA /25, or PTO/AIA /26) should be used. A web-based eTerminal Disclaimer may be filled out completely online using web-screens. An eTerminal Disclaimer that meets all requirements is auto-processed and approved immediately upon submission. For more information about eTerminal Disclaimers, refer to www.uspto.gov/patents/apply/applying-online/eterminal-disclaimer.
Obviousness-type Double Patenting Rejection with Ryan et al.
Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”
The US Patent/ application does not teach:
Fan leading Edge to Trailing Edge Compression Factor being 1.05 ≤x≤ 1.8 (C1 and C19 and 20)
the Fan leading Edge to Trailing Edge Compression Factor
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From the same field of endeavor, Ryan teaches:
Fan leading Edge to Trailing Edge Compression Factor being 1.05 ≤x≤ 1.8 (Figure 3-1: To scale drawing has a factor of 1.059)
The scale drawing below and on page 11 from Ryan et al. is used to show that It would have been obvious to one of ordinary skill in the art before the effective filling date of the claimed invention to have modified the US patent/ application to use engine scale drawings below to have light weight, high reliability and saft (Section 4.2.3). Below shows the ration formed and calculated to find the Fan leading Edge to Trailing Edge Compression Factor.
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Claims 1-3, 9, and 11-20 are rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1-4, 6, 8, 10-11, and 14-17 of U.S. Patent No. 12480415 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
U.S. Patent No. 12480415
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings,
each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub; and
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
Claim 9: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 2: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 10: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 3: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 11: a compressor, a combustion section, and a turbine, wherein the turbofan engine has a longitudinal centerline axis, and the compressor and turbine are annular about the longitudinal centerline axis, wherein the turbomachine engine defines a core inlet that is annular about the longitudinal centerline axis.
Claim 4: a turbo-engine, wherein the turbofan engine has a longitudinal centerline axis, and the turbo-engine is annular about the longitudinal centerline axis wherein the turbo-engine includes a core inlet that is annular about the longitudinal centerline axis.
Claim 12: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 5: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 13: wherein NFB is in a range of ten to eighteen.
Claim 6: wherein NFB is in a range of ten to eighteen.
Claim 14: wherein DFT is in a range of 84.0 inches to 120.0 inches.
Claim 9: herein DFT is in a range of 84.0 inches to 120.0 inches.
Claim 15: wherein RTB is in a range of 12 inches to 27 inches.
Claim 11: wherein RTB is in a range of 12 inches to 27 inches.
Claim 16: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings,
Claim 14: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings.
Claim 17: wherein AFH is in a range of 25 inches to 75 inches.
Claim 15: wherein AFH is in a range of 25 inches to 75 inches.
Claim 18: wherein AFB is in a range of 16 inches to 23 inches.
Claim 16: wherein AFB is in a range of 16 inches to 23 inches.
Claim 19: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub; a nacelle that circumferentially surrounds the fan; and a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings, wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 13, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings, wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings, AFH is in a range of 25 inches to 40 inches, and AFB is in a range of 17 inches to 20 inches;
wherein a fan blade of the plurality of fan blades defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 18: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub; a nacelle that circumferentially surrounds the fan; and a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings, wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 13, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings, wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings, AFH is in a range of 25 inches to 40 inches, and AFB is in a range of 17 inches to 20 inches.
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
Claim 20: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having a plurality of fan blades coupled to a fan shaft having one or more fan bearings, the fan being an open fan, and each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub; and a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings, wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings, and RTB is a thrust bearing radius of the one or more radial thrust bearings, wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings, AFH is in a range of 25 inches to 75 inches, and AFB is in a range of 16 inches to 23 inches, and DFT is in a range of 120.0 inches to 180.0 inches;
wherein a fan blade of the plurality of fan blades defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 19: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having a plurality of fan blades coupled to a fan shaft having one or more fan bearings, the fan being an open fan, and each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub; and a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings, wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings, and RTB is a thrust bearing radius of the one or more radial thrust bearings, wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings, AFH is in a range of 25 inches to 75 inches, and AFB is in a range of 16 inches to 23 inches, and DFT is in a range of 120.0 inches to 180.0 inches.
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
Claim 1, 11 and 19-20 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1, 8 and 11 of copending Application No. 19/357928 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/357928
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan disk that is drivingly coupled to a fan shaft, the fan disk defining a disk bore; a fan hub that directs an airflow through the plurality of fan blades, each of the plurality of fan blades being rotatable about a pitch axis and extending from the fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range from 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
Claim 11: a compressor, a combustion section, and a turbine, wherein the turbofan engine has a longitudinal centerline axis, and the compressor and turbine are annular about the longitudinal centerline axis, wherein the turbomachine engine defines a core inlet that is annular about the longitudinal centerline axis.
Claim 8: a compressor section, a combustion section, and a turbine section downstream of the fan, the turbine section having an input shaft that couples the compressor section to the turbine section, and a gearbox assembly, the fan shaft being drivingly coupled to the input shaft through the gearbox assembly.
This is a provisional nonstatutory double patenting rejection.
Claim 1 and 16-18 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1 and 9 of copending Application No. 19/381933 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/381933
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub; a compressor section,
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
Claim 16: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings,
Claim 17: wherein AFH is in a range of 25 inches to 75 inches.
Claim 18: wherein AFB is in a range of 16 inches to 23 inches.
Claim 9: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings, wherein AFH is in a range of 25 inches to 75 inches, and AFB is in a range of 16 inches to 23 inches.
This is a provisional nonstatutory double patenting rejection.
Claim 1 and 9-18 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1-3, 9-12, and 14-15 of copending Application No. 19/368636 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/368636
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
Claim 9: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 2: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 10: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 3: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 11: wherein the turbofan engine has a longitudinal centerline axis, and further comprising a core inlet that is annular about the longitudinal centerline axis.
Claim 9: the compressor and turbine are annular about the longitudinal centerline axis, wherein the turbomachine engine defines a core inlet that is annular about the longitudinal centerline axis.
Claim 12: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 10: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 13: wherein NFB is in a range of ten to eighteen.
Claim 11: wherein NFB is in a range of ten to eighteen.
Claim 14: wherein DFT is in a range of 84.0 inches to 180.0 inches.
Claim 12: wherein DFT is in a range of 84.0 inches to 180.0 inches.
Claim 15: wherein RTB is in a range of 12 inches to 27 inches.
Claim 14: wherein RTB is in a range of 12 inches to 27 inches
Claim 16: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings.
Claim 17: wherein AFH is in a range of 25 inches to 75 inches.
Claim 18: wherein AFB is in a range of 16 inches to 23 inches.
Claim 15: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings, wherein AFH is in a range of 25 inches to 75 inches, and AFB is in a range of 16 inches to 23 inches.
This is a provisional nonstatutory double patenting rejection.
Claim 1 is provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1 of copending Application No. 19/397386 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/397386
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
This is a provisional nonstatutory double patenting rejection.
Claims 1, 9-12, 16-18 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1, 3-6, 8 of copending Application No. 19/397374 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/397374
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
Claim 9: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 3: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 10: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 4: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 11: a compressor, a combustion section, and a turbine, wherein the turbofan engine has a longitudinal centerline axis, and the compressor and turbine are annular about the longitudinal centerline axis, wherein the turbomachine engine defines a core inlet that is annular about the longitudinal centerline axis.
Claim 5: wherein the turbofan engine has a longitudinal centerline axis, and further comprising a core inlet that is annular about the longitudinal centerline axis.
Claim 12: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 6: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 16: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings,
Claim 17: wherein AFH is in a range of 25 inches to 75 inches, and
Claim 18: AFB is in a range of 16 inches to 23 inches
Claim 18: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings, AFH is in a range of 25 inches to 40 inches, and AFB is in a range of 17 inches to 20 inches,
This is a provisional nonstatutory double patenting rejection.
Claim 1 and 9-16 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1, 6-12, and18 of copending Application No. 19/410101 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/410101
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
Claim 9: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 6: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 10: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 7: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 11: a compressor, a combustion section, and a turbine, wherein the turbofan engine has a longitudinal centerline axis, and the compressor and turbine are annular about the longitudinal centerline axis, wherein the turbomachine engine defines a core inlet that is annular about the longitudinal centerline axis.
Claim 8: a turbo-engine, wherein the turbofan engine has a longitudinal centerline axis, and the turbo-engine is annular about the longitudinal centerline axis wherein the turbo-engine includes a core inlet that is annular about the longitudinal centerline axis.
Claim 12: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 9: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 13: wherein NFB is in a range of ten to eighteen.
Claim 10: wherein NFB is in a range of ten to eighteen.
Claim 14: wherein DFT is in a range of 84.0 inches to 120.0 inches.
Claim 11: wherein DFT is in a range of 84.0 inches to 180.0 inches.
Claim 15: wherein RTB is in a range of 12 inches to 27 inches.
Claim 12: wherein RTB is in a range of 12 inches to 27 inches.
Claim 16: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings,
Claim 17: wherein AFH is in a range of 25 inches to 75 inches, and
Claim 18: AFB is in a range of 16 inches to 23 inches
Claim 18: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings, AFH is in a range of 25 inches to 40 inches, and AFB is in a range of 17 inches to 20 inches.
This is a provisional nonstatutory double patenting rejection.
Claims 1 and 9-16 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1, 5-9, 11, and 14-17 of copending Application No. 19/410094 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/410094
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
Claim 9: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 5: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 10: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 6: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 11: a compressor, a combustion section, and a turbine, wherein the turbofan engine has a longitudinal centerline axis, and the compressor and turbine are annular about the longitudinal centerline axis, wherein the turbomachine engine defines a core inlet that is annular about the longitudinal centerline axis.
Claim 7: a turbo-engine, wherein the turbofan engine has a longitudinal centerline axis, and the turbo-engine is annular about the longitudinal centerline axis wherein the turbo-engine includes a core inlet that is annular about the longitudinal centerline axis.
Claim 12: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 8: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 13: wherein NFB is in a range of ten to eighteen.
Claim 9: wherein NFB is in a range of ten to eighteen.
Claim 14: wherein DFT is in a range of 84.0 inches to 120.0 inches.
Claim 11: wherein DFT is in a range of 84.0 inches to 180.0 inches.
Claim 15: wherein RTB is in a range of 12 inches to 27 inches.
Claim 14: wherein RTB is in a range of 12 inches to 27 inches.
Claim 16: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings,
Claim 17: wherein AFH is in a range of 25 inches to 75 inches, and
Claim 18: AFB is in a range of 16 inches to 23 inches
Claim 15: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings,
Claim 16: AFH is in a range of 25 inches to 40 inches, and
Claim 17: AFB is in a range of 17 inches to 20 inches.
This is a provisional nonstatutory double patenting rejection.
Claim 1 is provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1 of copending Application No. 19/426656 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/426656
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
This is a provisional nonstatutory double patenting rejection.
Claim 1 is provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1 of copending Application No. 19/451791 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/451791
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
This is a provisional nonstatutory double patenting rejection.
Claims 1, 9-12, and 16-18 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1, 3-6, and 19 of copending Application No. 19/397362 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/397362
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub; a compressor section,
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
Claim 9: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 3: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 10: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 4: wherein the fan actuation system includes one or more counterweights for reducing inertial loading associated with rotation of the plurality of fan blades.
Claim 11: a compressor, a combustion section, and a turbine, wherein the turbofan engine has a longitudinal centerline axis, and the compressor and turbine are annular about the longitudinal centerline axis, wherein the turbomachine engine defines a core inlet that is annular about the longitudinal centerline axis.
Claim 5: wherein the turbofan engine has a longitudinal centerline axis, and further comprising a core inlet that is annular about the longitudinal centerline axis.
Claim 12: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 6: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 16: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings,
Claim 17: wherein AFH is in a range of 25 inches to 75 inches, and
Claim 18: AFB is in a range of 16 inches to 23 inches
Claim 19: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings,
wherein AFH is in a range of 25 inches to 75 inches, and
AFB is in a range of 16 inches to 23 inches.
This is a provisional nonstatutory double patenting rejection.
Claims 1, 9 and 11-18 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1, 10-12, 14-15, and 18-19 of copending Application No. 19451810 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19451810
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
Claim 9: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 18: wherein the fan actuation system includes a pressurized pneumatic chamber that is filled with a pressurized gas that biases the plurality of fan blades to a feather position.
Claim 11: a compressor, a combustion section, and a turbine, wherein the turbofan engine has a longitudinal centerline axis, and the compressor and turbine are annular about the longitudinal centerline axis, wherein the turbomachine engine defines a core inlet that is annular about the longitudinal centerline axis.
Claim 10: a turbo-engine, wherein the turbofan engine has a longitudinal centerline axis, and the turbo-engine is annular about the longitudinal centerline axis wherein the turbo-engine includes a core inlet that is annular about the longitudinal centerline axis.
Claim 12: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 11: wherein the fan actuation system includes a hydraulic system that supplies hydraulic fluid for rotating the plurality of fan blades about the pitch axis.
Claim 13: wherein NFB is in a range of ten to eighteen.
Claim 12: wherein NFB is in a range of ten to eighteen.
Claim 14: wherein DFT is in a range of 84.0 inches to 120.0 inches.
Claim 14: wherein DFT is in a range of 84.0 inches to 192.0 inches.
Claim 15: wherein RTB is in a range of 12 inches to 27 inches.
Claim 15: wherein RTB is in a range of 10 inches to 27 inches.
Claim 16: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings,
Claim 17: wherein AFH is in a range of 25 inches to 75 inches, and
Claim 18: AFB is in a range of 16 inches to 23 inches
Claim 19: wherein LAXIAL is given by AFH + AFB, AFH being a fan hub axial length from the fan hub tip to the pitch axis of the plurality of fan blades and AFB being a fan bearing axial length from the pitch axis of the plurality of fan blades to the one or more fan bearings, AFH is in a range of 25 inches to 40 inches, and AFB is in a range of 17 inches to 20 inches,
This is a provisional nonstatutory double patenting rejection.
Claims 1 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1 of copending Application No. 19/465500 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/465500
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
This is a provisional nonstatutory double patenting rejection.
Claims 1 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1 of copending Application No. 19/538319 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/538319
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
This is a provisional nonstatutory double patenting rejection.
Claims 1 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1 of copending Application No. 19/538313 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/538313
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
This is a provisional nonstatutory double patenting rejection.
Claims 1 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1 of copending Application No. 19/552572 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/552572
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
This is a provisional nonstatutory double patenting rejection.
Claims 1 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1 of copending Application No. 19/552578 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/552578
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
This is a provisional nonstatutory double patenting rejection.
Claims 1 are provisionally rejected on the ground of nonstatutory double patenting as being unpatentable over claim 1 of copending Application No. 19/424772 in view of Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”.
Instant Application
Copending application No. 19/552578
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub and connected to the fan hub
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings.
wherein a fan blade of the plurality of fan blades is formed of a composite material and defines a leading edge fan radius RFan_LE and a trailing edge fan radius RFan_TE, and wherein the fan defines a leading edge hub radius RFHLE and a trailing edge hub radius RFHTE; wherein the turbofan engine defines a Fan Leading Edge to Trailing Edge Compression Factor (FLTCF) greater than or equal to 1.05 and less than or equal to 1.8, the FLTCF being equal to: RFanLE×RFHTERFanTE×RFHLE.
Claim 1: A turbofan engine for an aircraft, the turbofan engine comprising: a fan having
a plurality of fan blades coupled to a fan shaft having one or more fan bearings, each of the plurality of fan blades being rotatable about a pitch axis and extending from a fan hub;
a fan actuation system disposed within the fan hub and including one or more actuators for rotating the plurality of fan blades about the pitch axis and one or more radial thrust bearings,
wherein the fan actuation system is characterized by a fan actuation system length envelope in a range of 8.5 to 24, the fan actuation system length envelope being given by: NFB×DFTLAXIAL×RTBNFB wherein NFB is a number of the plurality of fan blades, DFT is a fan tip diameter of the plurality of fan blades, RTB is a thrust bearing radius of the one or more radial thrust bearings, and LAXIAL is an axial length from a fan hub tip of the fan hub to the one or more fan bearings;
From the same field of endeavor, Ryan teaches:
See Obviousness-type Double Patenting Rejection with Ryan et al. section above.
This is a provisional nonstatutory double patenting rejection.
Allowable Subject Matter
Claims 2-8 are objected to as being dependent upon a rejected base claim, but would be allowable if rewritten in independent form including all of the limitations of the base claim and any intervening claims.
The following is an examiner’s statement of reasons for allowance:
The closest prior art is Niergarth et al. US 20220275774 and Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft”. Niergarth discloses 27 different engines in figure 18. The following formulas were used to determine the calculated results in table below.
F
a
n
A
r
e
a
=
π
R
t
i
p
2
-
R
h
u
b
2
R
h
u
b
=
R
t
i
p
(
h
u
b
t
o
t
i
p
r
a
t
i
o
)
F
a
n
A
r
e
a
=
π
R
t
i
p
2
-
R
t
i
p
h
u
b
t
o
t
i
p
r
a
t
i
o
2
F
a
n
A
r
e
a
=
π
∙
R
t
i
p
2
1
-
h
u
b
t
o
t
i
p
r
a
t
i
o
2
R
t
i
p
=
F
a
n
A
r
e
a
π
∙
1
-
h
u
b
t
o
t
i
p
r
a
t
i
o
2
The scale drawing below and on page 11 from Ryan et al. “Variable Pitch Fan System for NASA/NAVY Research and Technology Aircraft” is used to show that the bearing radius is about 85.4% of the hub radius. Note: the Lift cruiser fan is a to scale schematic drawing of SK 92250 because of the recited dimensions. On the drawing, the radius of the hub is 1.58 inches and the radius of the thrust bearing is 1.35 inches, so thrust bearing radius is 85.4% of the radius.
PNG
media_image2.png
1075
1064
media_image2.png
Greyscale
This is then used to calculate the radius of the thrust bearing.
R
T
B
=
85.4
*
R
h
u
b
/
100
PNG
media_image3.png
375
469
media_image3.png
Greyscale
Then the proportions are then used to calculate the axial length from the tip of the hub to the bearing. The centerline to the bearing being 2” and the tip of the hub to the bearing in the axial direction being 3.06”.
L
a
x
i
a
l
=
3.06
*
R
T
B
/
2
The values are shown below of each engine of Niergarth and the fan actuation length envelope of each engine is also calculated to show if the engine would infringe on the envelope of the applications.
E
l
e
n
g
t
h
=
N
F
B
*
D
F
T
L
A
x
i
a
l
*
R
T
B
N
F
B
PNG
media_image4.png
626
936
media_image4.png
Greyscale
The envelope values were calculated using the length from the tip of the hub to a bearing of the blade as shown above, however, the envelopes calculated would not fall within the envelope range of 8.5 to 24 of applicants. The bearing being used to measure of applicants is also the blade bearing and not the fan bearing. In general the fan bearings are located further away from the tip than the blade bearing, therefore, the envelope values would be much larger and falling further away from the envelope ranges of applicants. Therefore, the subject matter of the envelope range of 8.5 to 24 using applicant’s formula to design the fan actuation system is considered allowable subject matter. There was not prior art found that discloses the radius of the thrust bearing in relation to the length from the tip of the hub to the fan bearing.
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
Any inquiry concerning this communication or earlier communications from the examiner should be directed to Andrew J Marien whose telephone number is (469)295-9159. The examiner can normally be reached 9:00 am- 6:00 pm CST, Monday through Friday.
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/Andrew J Marien/Primary Examiner, Art Unit 3745
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