Note: Descriptions are shown in the official language in which they were submitted.
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This invention relates to aircraft~ both full
size and to model airplanes.
The invention particularly relates to heli-
copters and other aircraft of the hovering type which
~ly at lo~ altitudes and it is a particular objet of
this invention to provide such aircraft with means
making possible their safe descent to the ground at
times of engine failure.
While aircraft of the more common type are
able to gllde to an emergency landing in a selected
open field~ helicopters and other hovering aircraft
are often death traps when their engines fail.
Hovering aircraft often have motor failure at
relatively low altitudes~ too low ln fact for the
occupants to jump out with the parachutes safely because
they ale more llkely~to hit the ground before a con-
ventional parachute has tlme~to open~ ~
It is~ therefore, an objet of this invention
to provide the concept of a parachuteattached~to such
an aircraft in a position from which it is adapted to
be made operative qulckly to slow the descent of the
aircraft,~ and in the case of the helicopter it is a
particular object to mount the parachute in a position
above the housing of the~ horizontally rotating propeller.
According to the present invention there is
provided in combination with an aircraft, a parachute
means disposed on top of the aircraft.
According to a~specific embodiment thereis
provided in combination ~with a helicopter having a
3o rotatable propeller provided with a housing~ a para-
chute disposed~ above the said housing~and inter-
changeable propeller housing variations -to receive
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a variation of propeller location and number
combinations and an improved shorter, wider square~end
propeller blade.
Other and additional objects, embodiments,
principles and advantages of the present invention will
be apparent from the following detailed description,
drawings and claims, the scope of the invention not
being limited to the diagrammatic representations
themselves as drawings are only for the expressed
purpose of illustrating a way in which the principles of
this invention can be applied and or function.
Other embodiments of this invention utilizing
the same or the equivalent principles and advantages may
be used and structural changes may be made in relation
to the size, weight and type of aircraft upon which such
application of applications are made without departing
from the principles and art of the present invention and
the purview of the appended claims.
An embodiment of the invention will now be
described, by way of example, with reference to the
accompanying drawings in which:-
Figures 1 to 4 are diagrammaticrepresentations o a helicopter to ilIustrate different
aspects of this embodiment, and
Figure 5 is a diagrammatic representation of a
helicopter drive shaft assembly,
Figure 6, 'A', is a diagrammatic
representation of a cross section of the assembly shaft,
figure 5 above. Figure 6, 'B', is a diagrammatic
representation of twin helicopter housing assemblies
mounted vertically so as to accomodate twin horizontal
paralleled propellers.
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Figure 7 is a diagrammatic representation of a
helicopter with two twin housing assemblies mounted
vertically and with paralleled twin horizontal
propellers; the propellers being shorter and square
tipped, but considerably wider than conventional
helicopter propellers.
Referring to the Figure 1, a craft in flight
and more particularly a helicopter with a stabilizing
propeller at its rearward end and in this instance one
horizontally rotating propellor positioned on top of the
forward position of the helicopter cabin and mounted on
a modified nonconventional outer drive shaft 6, and for
the purpose of this invention 4 illustrates a solid high
tensile steel stationary shaft, the lower end being well
engineered and integrated into the main structure of the
aircraft. The same will receive a standard or
combination housing.
Mounted on the top of the mentioned stationary
shaft is the dome parachute ejection system cannister in
the form of three aerodynamic shaped interlocking pieces
that in total form a housing 2.
One compartment with a detachable panel 8 is
located on either side of the craft, each containing one
C2 or Nitrogen assisted Automatic Air Floatation
sack.
Figure 2 is a side view of a craft immediately
after the emergency deployment system has been activated
by the pilot. The two interlocking top sections of the
parachute dome 10 split, lift off and ascend at
reasonable and adequate trajectory angles. The same are
instantly catapulted upward by two individual stainless
steel explodiny thrusters 14 upon demand from the
emergency button in the cabin of the aircraft.
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In unison, the panels 12, one on either lower
side of the aircraft, are simultaneously blown of by
four stainless steel thrusters 14, two of which are
stragetically located on either lower side of the
aircraft.
Figure 3 is a side view of the aircraft
showing stage two immediately following activation of
the system upon demand. The latter also activates the
innerconnected C02 or Nitrogen assisted automatic Air
FloatatiGn sacks 22, one located in either lower side
compartment 8.
The second stage also illustrates the lift off
of the two sections of the parachute dome cap. The said,
at an appropriate center point of the underside, are
attached to lead strlngs 18. The other end of the
latter are attached to the top center point of drone
parachutes 20. The air sack compartment covers are now
rejected and discarded into space 16.
Figure 4 illustrates the two drone parachutes
54 at full deployment and having completed their
function of dragging the main parachutes 24 into
unctional position.~ The main parachutes and parachute
strings 24 are attached to an electrically activated
solenoid master release ring 32. The latter is
activated by the pilot in the cabin after sae descent.
The protective and buoyant giving air
floatation sacks 22 are now illustrated at ull
deployment, to include the two horizontal stabilizers
25, one on either side of the craft.
The remaining female sections o~ the reusable
stainless steel thrusters 30, after having performed
their function, are illustrated as remaining intact on
the~reusabIe and remaining base plate o the dome,
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the latter still being attached to the top portion of
the central stationary shaft within ~he main drive shaft
assembly.
The two disposable top sections o the dome
cap 28 and attached lead strings have now broken away
from the drone parachutes af~er having fulfilled their
intended function and continue in their trajectory path
to be discarded.
Figure 5 illustrates the main drive shaft
assembly to include the outer cylindrical hollow high
tensile steel drive shaft 34; the stationary grooved or
hollow high tensile steel shaft 36 with control wires
inside. Support 38 for the parachute aerodynamic
container is mounted on top of the said stationary shaft
36. Attached to the support is the holding fork 40 with
the locking plate device 42.
Figure 6 'A' illustrates a cross section of
the main drive shaft assembly, to include the inner
stationary shaft with a full length groove or hollow 36,
to contain all modual and master separation ring control
wires 46, the actual drive shaft 34, and the propeller
housing 44, the latter being one of several housing
variations, and in this specific case with receptacles
to adopt or receive twin horizontal propellers all on
the same plane.
Figure 6 'B' illustrates another variable or
combination of housings, namely and in this specific
case there is a second twin housing 50 mounted above the
first or original housing to accomodate twin paralleled
horizontal propellors 48 to be illustrated in Figure 7.
Twin interconnected and extended longitudinal and
lateral hydraulic push rods 52 are located and connected
to the propeller controls inside
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the aircraft.
l~/igure 7 is an ex-ter]sion of filgure 6'1~'
above -to illustrate the attachment o~ a ~econ~ pro-
peller blade 48~ above and parallel to -the lower or
original prope]ler housing assembly and propeller.
Both propeller blades are non conventional in that
they illustrate a design that is shorter, much wider
than conventional propellers and have square tips.
The latter are also to be manufactured or pressed out
of up-dated material(s) such as the new s-tronger-than-
steel plastic fiberg]ass recently developed in the
United States space programme. These propellers also
are to be steel belted on a horizontal plane.
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While this invention is designed primarily for
helicopters, test helicopterg, vertical take off and
landing jets, expensive model airplanes, etc; it can be
used on all other appropriate forms of airborne craft,
including fixed wing aircraft with the added application
of an adequate rear-drag parachute.
The modified drive shaft assembly included in
this invention would greatly reduce vibration in a
helicopter due to its heavy duty and durable
construction.
This invention is intended to be used with
current emergency aircraft homing devices where required
and approved by the Federal Department of Transport, and
or other aviation authorities.
While in flight and upon engine failure, a red
illu=inated button, sheilded by a transparent plastic
hinged protective cover on the craft instrument panel,
is pressed. On a non-manned aircraft, model aircraft or
other,~ a radio controlled activator would be used in
conjunction with a matching ground controlled radio
transmitter.
On command, two separate independent thrusters
14 in the dome 2 would fire, separate and launch the two
dome panel sections 10 at a reasonable and adequate rate
of~speed,~trajectory angle,~and thrust. The same would
be accomplisbed by explosive charges in the two
thrusters 14. The two panel ections 10 would drag
instantly and effect ~the two drone parachutes 54 into
functional posltion. Hence, even at very low altitudes
the said system is activated im=ediately and
effectively. This system has a speed
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and safety advantage and general e~fectiveness over the
slow gas inflated parachute system or systeMs where the
parachute is pushed upward, such as contained irl United
States patents 3,138,348 and 2,957,664 respectfully.
The parachute when ejected in patent 3,138,348 is most
likely to twist as it is mounted on a "conventional
hub." The parachute container in my invention is
stationary, hence the ejected parachutes are unlikely to
twist. In addition, the high speed ejection system in
my invention will avoid the problem of the parachutes
blowing back and down into the rotating pr~pellers.
Upon the main single command mentioned above,
four separate additonal explosive independent thrusters;
two on either side of the aircraft 14, blow off
panel-covers and automatically activate the two
protective-floatation air sacks 22; one contained in the
compartment on the lower elevation in either side of the
aircraft. The air sacks can act as a cushion to protect
the passengers when landing on ground, rocks and or
trees. When landing on water the floatation sacks, with
their horizontal stabilizers 26, will keep the craft
floating and erect for an indefinite period.
The above mentioned homing deviae is also
activated automatically when the main emergency system
is activated.
The ex~losive thrusters 14; six in all in the
present illustration are constructed o high tensile
steel or nickel, with short female fittings or barrels,
two attached to the base of the housing 2 and two in
each compartment 8, one each either side of the
aircraft.
The two dome sections 10 and the side com-
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partment panels 12 have on each a respective male finger
that fits snugly into the aforementioned female fit~ings
14. Hence, the explosive rejectory thxustèrs are
established and resemble minature cannons. All
thrusters are dual and independently wired as a safety
precaution.
When in place the large main parachutes 20
will lower the aircraft slowly to the ground at a
descent rate in relation to the pay load size of
parachute ratio. For example, a 1.6 oz. single nylon
parachute rated for a 3500 lb. pay load would lower a
2700 lb. helicopter at approximately 20 to 23 feet per
second. The double and larger parachutes would greatly
decrease the said speed, being safer and stabilizing the
descent, to about 8 feet per second.
A master separation release ring 32 is
stragetically located and constructed to release the
parachutes at the command of the pilot once the aircraft
has landed. The immediate release of the parachutes is
to prevent strong winds from tipping or dragging the
craft. The same ring 32 would be controlled by an
electrical button from the instrument panel of the
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aircraft.
The larg~, heavy dut~ drive shaft in Figure 5,
constructed~in proportion and manner to be complimentary
to;t~e ~èlative aircraft, will reduce vibration, but
a1so be adaptable in construction so as to receive a
var~ia~ion of propellor housings as illustrated in Figure
6 'B' and therefore, a variety of propellor blade
positions and elevations. ~ne such combination is
illustrated in Figure 7. Improved aerodynamics have
been developed and used on "double-fixed wlnged"
aircraft. Similar and greater aerodynamic lift and
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thrust advantages can be acheived with tUJo helicopter
propellers stacked and parallel as il].ustrated in
Figure 7. Hence~ much fuel can be saved combine~ with
a smoother ride.
The redesigned helicopter blade 48 is shor-ter,
very much wider and with square tips creates several
advantages over conventional helicopter blades~ Used
in combination with the stacked housing 6'B~ and -twin
horizontal propellers as illustrated in 7 enormous
and additional lift and thrust can save fuel, yet add
to the lifting power capability of the aircraft.
This type of propeller design 48 and dual
application, Figure 7; applied on a D.N.D.~CH147
Chinook, Armed Force Helicopter or other similar
helicopter with two overlapping propellers; would
remove the need and enormous danger of overlapping
propellers and yet~increase the lift and thrust power
on less fuel9 Such mentioned overlapping blades,
when unsynchronized~ crash, splinter and pierce the
helicopter, hence downing the craft. The redesi~ned
drive shaft Figure 6~ :'A~ and 'B': would also permit
the use of this main invention, namely the parachu-te
rejectory system and floatation devices to be used on
this type of large helicopter such as the CHl47.
The new design propellers could be manufac-
tured (moulded) easily and inexpensively out Or a new
tougher-than-steel plastlc fiber glass, recently
developed in the United States space programme. These
propellers are to be of steel belted construction on
a horlzontal plane.
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