Note: Descriptions are shown in the official language in which they were submitted.
12-03-2002 CA 02403158 2002-09-12 GR0000036
An Aircraft with a detachable passenger escape cabin
The invention relates to the field of the art of aircraft emergency
equipment and more specifically it relates to an aircraft comprising a
detachable passenger escape cabin, which is mounted onto the fuselage of
the aircraft via a speedily released set of connectors and is equipped with
parachutes and airbags and with autonomous mechanisms ensuring its
vertical upward detachment from the remainder of the airplane which is
thence left to fall to the ground.
Various arrangements of aircraft emergency equipment have been
disclosed in the prior art, that are aimed at saving the lives of passengers
and
crew in an aircraft which is faced with malfunction, fire and/or danger of
explosion.
The combination of parachute/airbag systems deployed for aircraft
emergency landing is known. US - 5,836,544, US-5, 944,282, DE -43 20
470 or DE - 195 07 069 are examples of documents of the prior art wherein
are presented alternative types of aircraft or helicopters in which an
arrangement of suitably deployed parachutes is used in combination with an
arrangement of airbags, so as to respectively ensure smooth descending to
the ground and damp at the maximum possible extent the substantial forces
being developed upon impact to the ground.
In an article published in Aviation Week & Space Technology (135 -
1991-December 16/23, No. 24/25, New York, US) USAF evaluates new
parachute/airbag system for F-111 crew escape module and discloses efforts
being made towards reducing the speed of falling of the escape module with
the parachute and control the sink rate with the airbags, so as to reduce
injury rate of the crew.
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR000003E
Furthermore, parachute/airbag arrangements have also been deployed
for emergency landing of selected parts of aircraft equipment, such as the
jetisonable aircraft fuel tank means proposed in US-4 306 693.
Despite of the security improvement attained when such
parachute/airbag arrangements are employed in aircraft vehicles, the danger
remains since passengers and crew are adapted to perform this difficult and
dangerous emergency flight to earth together with the entire aircraft vehicle,
which, due to the malfunction and to the fact that it carries fuel or other
combustibles, presents an eminent danger of explosion, both during the
10. emergency landing, but also upon its impact on to the ground. Moreover the
job of the parachute/airbag system is made much harder, since it has to cope
with the excessive load of the aircraft body, engines and cargo unnecessary
to care for under such emergency conditions.
To overcome the above drawbacks, solutions have been developed,
] 5 wherein segments of the aircraft are proposed to be detachably mounted
onto
the body of the aircraft, so that they might be advantageously separated from
the aircraft, so as to carry safely to the ground the passengers of the
aircraft
in case of emergency.
US-5356 097, US-5568 903, FR-855 642 and DE-198 47 546 provide
20 examples in the prior art, wherein is proposed that aircrafts may, when
emergency conditions arise, be segmented in portions, so as to facilitate safe
landing to earth of passengers and/or crew. More particularly, DE - 198 47
546 proposes the aircraft to be lengthwise divided in a frontal and a rear
portion, wherein under emergency conditions passengers and crew are
25 transfer.Vd to the frontal portion which is then laterally cut from the
rear
portion carrying cargo and fuel. Subsequently the frontal portion is lowered
to earth with deployment of a balloon inflated with gas, lighter that the air,
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR000003f
on the top thereof, whilst the rear portion falls onto the ground with a pair
of
parachutes.
Whilst in the above DE- 198 47 546 a lateral division of the aircraft is
being proposed, US - 5356 097, US-5 568 903 and FR-855 642 propose
varying arrangements of longitudinally detachable portions of the aircraft
being lowered to the ground with the aid of parachutes.
With the exception of US-5 356 097, they however do not disclose
usage of airbag impact absorbing means. In all these documents, the
detachable aircraft portions are slidably connected onto suitable rails or
track
of the fuselage and when detached they carry along the tail portion
(empennage tail) of the aircraft as well.
The problem arising with this type of structures is that their
detachment from the remainder of the aircraft takes place within a certain
period of time necessary for the detachable portion to slide off the fuselage;
Even after sliding off, the detached portion may remain for an additional
period of time in the vicinity of the remainder of the aircraft, thereby
making
it possible that an explosion takes place, which is always a possibility under
such circumstances. Furthermore the inclusion of the tail portion in the
detached portion creates unnecessary excessive load and causes problems in
the deployment of parachutes, whereas the exclusion of the cockpit leaves
the detachable portion without valuable flight controlling apparatus and
instruments.
It is therefore an object of the present invention to overcome the
above mentioned deficiencies in the prior art by proposing an aircraft with a
detachable passenber escape cabin which extends longitudinally along the
fuselage of the aircraft, includes the cockpit, but excludes the tail portion
and
whose detachment takes place in the vertical upward direction, thereby
AMENDED SHEET
12_03-2002 CA 02403158 2002-09-12 G R0(]0003f
4
effecting an immediate moving away from the vicinity of the remainder of
the aircraft wherein there always exists the risk of fire or explosion.
It is a further object of the invention to propose the above detachable
cabin equipped with parachutes and airbags for its subsequent.controlled
falling onto the ground and with autonomous mechanisms of launching
catapults and rocket motors, wherein the latter may selectively be employed
to enhance speed of detachment and subsequently swiftly increase distance
of the detached portion from the remainder of the aircraft.
It is a further object of the invention to propose various embodiments
of a speedily released set of connectors between the detachable passenger
escape cabin and the aircraft fuselage, thereby enhancing possibilities for
attaining a fast detachment thereof.
Prior art devices relating to powered release of connectors
accommodating hydraulic, pneumatic or pyrotechnic mechanisms of
operation are disclosed in GB-2 237 839 or US-5 755 407 or US-6 029 932.
However disclosures in the above documents do not pertain the specifidally
proposed characteristics of the mechanisms proposed in the present
invention.
These and other objects, advantages and characteristics of the present
invention will be disclosed in the herein below detailed description of
preferred embodiments.
BRIEF DESCRIPTION OF DRAWINGS
The invention will be made apparent to those skilled in the art by
reference to the accompanying drawings in which appear illustrative
preferred embodiments thereof.
AMENDED SHEET
'12-03-2002 CA 02403158 2002-09-12 GR000003~
Figure lA illustrates a perspective view of the escape cabin, shown as
detached from the aircraft's fuselage and prior to its eventual attachment
onto the fuselage for the purpose of a proper flight operation.
Figure 1B illustrates a perspective view of the aircraft's. fuselage,
5 shown as detached from the escape cabin and prior to its eventual attachment
to the latter for the purpose of a proper flight operation.
Figure 1 C illustrates a perspective view of the escape cabin being
attached onto the aircraft's fuselage, such attachment having been
implemented via a speedily released set of connectors, wherein this is the
condition applicable during the regular flight operation of the aircraft.
Figure ID illustrates in perspective view the detached escape cabin
during its descent to Earth, the cabin being sustained by its parachute and
with its exterior airbags activated, as well as details of the parachutes'
storage area, the small rocket and the storage space of the parachute's cables
along with their connection points with the escape cabin.
Figure 2A illustrates in perspective view the aircraft of Fig. I C during
its fall in the air with its parachute system having been deployed.
Figure 2B illustrates in perspective view the aircraft of Fig. 2A with
its main parachute fully deployed so that the aircraft will perform a leveling
off operation prior to the detachment of the escape cabin from the fuselage.
Figure 2C illustrates in perspective view the escape cabin of the
aircraft illustrated in Fig. 2B having been detached from its fuselage whereas
it is sustained by the cabin's parachute.
Figure 2D illustrates in perspective view the fuselage of the aircraft of
Fig. 2B, following detachment of the escape cabin, during its free rapid fall.
Figure 2E illustrates in perspective view the fuselage of Fig. 2D in a
condition of fast diving.
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
6
Figure 2F illustrates in perspective view the fuselage of Fig. 2E,
which has crashed onto the Earth.
Figure 2G illustrates in perspective view the escape cabin of Fig. 2C
being sustained by its parachute while it is descending at a moderate speed.
Figure 2H illustrates in perspective view the escape cabin of Fig. 2G
as it is approaching the Earth and shortly before its impact on the ground
with its exterior airbags having already been activated.
Figure 21 illustrates in perspective view the escape cabin of Fig. 2H at
the moment of its impact on the ground, wherein the airbags absorb the
t0 energy released as a result of the collision.
Figure 3 illustrates a bottom planar view of the escape cabin of the
invention, wherein details are shown of rapid ejection equipment, which is
housed within and outside the cabin's floor and specifically onto its bottom
exterior surface.
Figure 3A illustrates in perspective view the escape cabin of Fig.3
during its initial ejection phase from the fuselage of the aircraft with
catapults, also depicting details of the initial phase in the deployment of
its
parachutes.
Figure 3B illustrates in perspective view the escape cabin of Fig. 3A
during its second ejection phase, which occurs by means of the activated
rocket motors as it is rapidly being drawn away from the fuselage whilst at
the same time deployment of the parachutes takes place.
Figure 3C illustrates in perspective view the escape cabin of Fig. 3B
during its final ejection phase, as it has moved away from the fuselage and
its main parachute has been fully deployed to effect the cabin's smooth
descending to Earth.
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
7
Figure 4 illustrates in perspective view the airbag's box, within which
there are provided elements of the airbag equipment, which are illustrated in
sectional view.
Figure 4A illustrates a bottom planar view of the escape cabin of the
invention with the equipment of the airbags housed in their sockets before
the airbags are activated, as well as the rest of the fast ejection equipment.
Figure 4B illustrates a bottom planar view of the escape cabin of Fig.
4A with the airbags equipment being fully deployed and the airbags being
fully inflated and ready to absorb the impact energy.
Figure 5 illustrates in top view a wide body jet airliner the diving of
which towards the Earth- has been initiated due to the aircraft's engine
failure.
Figure 6A illustrates a side view of the jet airliner of Figure 5 at a
condition of fast diving to the earth as well as its parachute equipment been
activated.
Figure 6B illustrates a side view of the escape cabin as detached from
the jet airliner's wide body fuselage of Fig. 6A, whilst the cabin is
sustained
by its main parachute that is fully deployed.
Figure 6C illustrates a side view of the detached jet airliner's wide
body fuselage, shown in Fig. 6A, which has started to dive freely and rapidly
towards the Earth resulting to its crash.
Figure 7A illustrates in both a perspective and a sectional view one of
the pair of connection members employed in each one of the speedily
released connectors of the invention, with details of the space wherein the
pyrotechnic mechanism is installed.
Figure 7B illustrates in both a perspective and a sectional view the
other one of the pair of connection members employed in each one of the
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR000003E
8
speedily released connectors of the invention, showing details of the housing
it consists of.
Figure 7C illustrates in perspective view the components housed
within the abovementioned connection members, such as the piston and the
spring catch means.
Figure 7D illustrates in sectional view the assembled pair of
connection members employed in each one of the speedily released
connectors of the invention as shown in Figures 7A-7C, such assembly
operating by means of a pyrotechnic mechanism while it illustrates the way
in which these connection members are connected on the escape cabin and
the fuselage respectively.
Figure 7E illustrates in sectional view the mechanism shown in Figure
7D, at the instant in which the material contained therein explodes and
results in movement of the piston and detachment of the escape cabin and
fuselage components.
Figure 8A illustrates in sectional view an alternative hydraulic
mechanism, by means of which movement of the piston and detachment of
the escape cabin and fuselage components is effected, this mechanism being
depicted at a condition prior to its activation.
Figure 8B illustrates in sectional view the mechanism of Figure 8A
after its activation.
Figure 9A illustrates in sectional view an alternative pneumatic
mechanism, by means of which movement of the piston and detachment of
the escape cabin and fuselage components is effected, this mechanism being
depicted at a condition prior to its activation.
Figure 9B illustrates in sectional view the mechanism of Figure 9A,
after its activation.
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 U'R0000036
9
Figure l0A illustrates in sectional view an alternative mechanically
activated mechanism, by means of which movement of the piston and
detachment of the escape cabin and fuselage components is effected, this
mechanism being depicted at a condition prior to its activation.
Figure i0B illustrates in sectional view the mechanism of Figure IOA
after its activation.
Figure Il illustrates a perspective overall view of the vertically
oriented launching catapult.
Figure 11A illustrates in perspective view one of the telescopically
cooperating pair of pipes that the vertically oriented catapult of Figure 11
consists of.
Figure l1B illustrates in perspective view the other one of the
telescopically cooperating pair of pipes that the vertically oriented catapult
of Figure 11 consists of.
Figure 11 C illustrates in perspective view one of the telescopically
cooperating pair of pipes that the vertically oriented catapult of Figure! 11
consists of as it is vertically launched following ignition of the explosive
material contained within the launching catapult.
Figure 11 D illustrates in perspective view the other one of the
telescopically cooperating pair of pipes that the vertically oriented catapult
of Figure 11 consists of as it is vet-tically launched in a linear direction
opposite to the direction of movement of the pipe of Fig. 11C.
Figure 11E illustrates a bottom planar view of the escape cabin at the
instant of its vertical ejection by means of deployment of the launching
catapults.
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000035
Figure 11F illustrates a bottom planar view of the escape cabin shown
in Figure 11 E during its eventual stage of detachment from the telescopically
cooperating pair of pipes at the end of the first stage in the ejection
process.
Figure 11 G illustrates a bottom planar view of the escape cabin during
5 the second stage in the ejection process thereof with its rocket motors in
full
operation.
Figure 1IH illustrates in perspective view the arrangement of rocket
motors and the components thereof.
10 DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
With reference to the accompanying drawings, we will hereinafter
describe illustrative, preferred embodiments of the invention.
According to a first illustrative preferred embodiment of the invention
the morphology of the proposed escape cabin 1, as illustrated as a detached
escape cabin 1 in Figure lA, is that of a longitudinal independent
compartment with lengthwise rounded edges, whereas its length is
significantly larger than its width and the length: width ratio indicatively
lies
at the region of 2.5:1. Furthermore, the detached fuselage 4 is illustrated in
Figure 1B, whereas in Figure IC the fuselage and the escape cabin are
illustrated in assembled condition on the aircraft 5.
The escape cabin 1 is a heavy-duty and light-weighted structure which
can be made from any suitable material being in use today or other suitable
material that may be used in the future and includes equipment consisting of
parachutes, catapults, rocket motors and airbags, as well as a speedily
released set of connectors for the connection of the escape cabin onto the
fuselage 4 of the aircraft.
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
I1
The strong framework of the fuselage 4 along which the escape cabin
1 is mounted comprises an opening 3 for reception of the escape cabin I
which includes the cockpit 11 but excludes the tail portion 4a of the aircraft
and is detached in a vertical upward direction when emergency conditions =
arise. The configuration of opening 3 of the fuselage 4 is such as to be
brought in matching contact with the escape cabin 1 having a corresponding
configuration, when a circumferential projection 1a (Fig. IA and Fig. 3) of
escape cabin 1 sits upon a correspondingly shaped circumferential
supporting basement 3a (Fig. 1B) around the perimeter of the opening 3 of
the fuselage 4. Connection of the escape cabin 1 onto the fuselage 4 of the
aircraft is effected by means of a speedily released set of connectors. In
Fig.
1 C the final aircraft 5 is shown in assembled condition. The especially
shaped inner hollow opening 3 of the fuselage 4 having a configuration
corresponding to that of the escape cabin I and at an equivalent length:
width ratio of the order of 2.5:1.
Aiming to the provision of the necessary safety for the cabin's
passengers, the escape cabin 1, as illustrated in the corresponding Figures,
comprises a compact structure with doors and portholes, including the
cockpit 11 with the transparent cockpit canopy 11 a, seats for the pilots, the
instrument panel, whereas during the instant of the cabin's release all
cockpit
joints etc. that were previously connected with the fuselage 4 of the aircraft
5
are detached.
At a suitable point on the exterior side of the roof 34 of the escape
cabin 1 and specifically at the rear part thereof that is close to the
vertical
stabilizer 4a (Figure ID), there is provided a hole 32 within which are stored
the ballistic type parachutes 13, 14 along with the small rocket 35 for the
launching thereof, which is connected with the smaller parachute 13. In
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 0R0000038
12
particular, and in order that the main parachute 14 is successfully deployed,
as shown in Figure 2A, the smaller parachute 13 that drags the main
parachute 14 should be deployed first and this is achieved by launching
initially the small rocket 35 that drags the small auxiliary parachute 13.
The escape cabin I is connected by means of an arrangement of cables
36a, 36b, 36c of the main parachute 14 at the points 33a, 33b, 33c of the
exterior side of the cabin's top roof (Figure ID). These cables are stored
under normal circumstances within the special grooves 34a of the cabin's
top 34.
The speedily released set of connectors being employed in securely
connecting escape cabin I onto the opening 3 of the fuselage 4 comprises a
plurality of connection members 2 fixedly mounted at a circumferential
arrangement of points of escape cabin 1 below the abovementioned
circumferential projection la thereof and a corresponding plurality of
connection members 6 fixedly mounted at a circumferential arrangement of
points of the fuselage 4 located so as to come into matching contact with the
above mentioned connection members 2 of the escape cabin 1. A
longitudinally extending chamber 29 is being formed in between each one of
the pairs of connection members 2 and 6 and a piston 25 bearing spring
catch means 25a is provided within the chamber 29 wherein the piston 25
and associated spring catch means 25a is pressed into a locked condition of
connection members 2 and 6 by means of a compression spring 25b and
wherein via manipulation of an operating lever 101ocated within the cockpit
11 of the aircraft (Fig. 1D), a mechanism is activated which results in piston
25 moving linearly within chamber 29 in the direction of compression of
compression spring 25b and eventually resulting into release of spring catch
means 25a and subsequent disengagement of connection members 2,6,
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
13
thereby leading to a corresponding unlocked condition of connection
members 2,6.
The connection member 6 carries the housing 6b (Figure 7A) and is
permanently fixed at corresponding points into the opening 3 of the fuselage
4. Moreover, the piston 25 with the fuses 25a and the spring 25b are
illustrated in Figure 7C. More analytically, the connection mode of the
escape cabin 1 with the fuselage 4 is illustrated in the sectional view of
Figure 7D where the connection member 2 is shown as fixedly mounted on
the segment 1 b that belongs to the escape cabin 1, whereas the connection
member 6 is shown as fixedly mounted on the circumferentially extending
supporting basement 3a around the opening 3 that belongs to the fuselage 4.
The piston 25 in the interior of the chamber 29 holds firmly connected the
two parts by means of the compression spring 25b. In the housing 6b there is
also the detonator 27 and the explosive material 28.
The disconnection of the detachable connection members 2 and 6 is
achieved in a plurality of manners by means of respective pyrotechnic or
hydraulic or pneumatic or mechanically operated mechanisms, whilst,
irrespectively of the type of mechanism employed, these are activated at the
ultimate moment and at the pilot's will by pulling the operating lever 10 in
the cockpit 11 (Figure 1D).
In accordance with one preferred embodiment of the invention, as
depicted in Figures 7A, 7B, 7C, 7D, 7E the mechanism being activated so as
to effect linear movement of piston 25 within chamber 29 resulting into
disengagement and unlocked condition of connection members 2,6 is a
pyrotechnic mechanism comprising explosive material 28 being located in a
cavity at one end of the chamber 29 whereupon sits the piston 25 when the
connection members 2,6 are brought into a locked condition and a detonator
AMENDED SHEE-i
12-03-2002 CA 02403158 2002-09-12 GR0000036
14
device 27 by means of which explosion of explosive material 28 is initiated
so as to effect linear movement of piston 25, release of associated spring
catch means 25a and subsequent disengagement and bringing of connection
members 2,6 into an unlocked condition.
In accordance to an alternative embodiment of the invention, as shown
in Figs. 8A-8B, the mechanism being activated so as to effect linear
movement of piston 25 within chamber 29 resulting into disengagement and
unlocked condition of connection members 2,6 is an hydraulic mechanism
comprising a pipe 23 carrying a special fluid 22 into a cavity at the end of
chamber 29 whereupon sits the piston 25 when the connection members 2
and 6 are at a locked condition, wherein this hydraulic type of mechanism is
activated when the pressure of the special fluid 22 is increased so as to
effect
linear movement of piston 25, release of associated spring catch means 25a
and subsequent disengagement and bringing of connection members 2,6 into
an unlocked condition.
In accordance to another alternative embodiment of the invention, as
shown in Figs. 9A-9B, the mechanism being activated so as to effect linear
movement of piston 25 within chamber 29 resulting into disengagement and
unlocked condition of connection members 2,6 is a pneumatic mechanism
comprising a pipe 23a carrying compressed air 22a into a cavity at the end of
chamber 29 whereupon sits the piston 25 when the connection members 2
and 6 are at a locked condition, wherein this pneumatic type of mechanism
is activated when the pressure of compressed air medium 22a is increased so
as to effect linear movement of piston 25, release of associated spring catch
mean.: 25a and subsequent disengagement and bringing of connection
members 2,6 into an unlocked condition.
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR000003E
!5
In accordance to another alternative embodiment of the invention, as
shown in Figs. 1 OA- l OB, the mechanism being activated so as to effect
linear movement of piston 25 within chamber 29 resulting into
disengagement and unlocked condition of connection members 2,6 is a
mechanically activated mechanism comprising a wire rope 18 being
connected to the piston 25. This mechanism is activated when, via
manipulation of the operating lever 10 located in the cockpit 11, a linear
traction is exerted onto the wire rope 18 and subsequently onto piston 25, so
as to effect its linear movement, release of associated spring catch means
25a and subsequent disengagement and bringing of conriection members 2,6
into an unlocked condition.
As shown in Figs. IA and 1B respectively, connection members 2 and
6 of each one of the speedily released set of connectors are correspondingly
mounted at points 2c around the perimeter of the escape cabin 1 and at
points 6c around the perimeter of the opening 3 of fuselage 4. Points 2c and
6c are preferably arranged at the four edges and lengthwise the cabin and
fuselage respectively.
When conditions for detachment of the passenger escape cabin 1 arise,
the cabin may be detached either through smooth detachment after leveling
off of the aircraft or through a rapid ejection process if extremely adverse
conditions arise.
For effecting either one of the above alternative modes of detachment,
the escape cabin 1 is equipped with an arrangement of parachutes 13, 14 and
means of deployment thereof, an arrangement of airbags 38 and for effecting
the rapid ejectic!i process in particular the escape cabin 1 is provided with
an
arrangement of launching catapults 80 and rocket motors 81 for obtaining an
enhanced speed of vertical upward movement in the detachment thereof.
AMENDED SHEET
' 12-03-2002 CA 02403158 2002-09-12 GR0000036
16
Next we will describe the smooth mode of detachment of cabin I from
the aircraft 5 when time allows or when there is not an imminent risk of fire
or even when the rapid ejection escape system is not provided.
In Figure 2A, the aircraft 5 has started to dive towards the Earth when
the pilot has already activated the ballistic parachute system 13, 14 by means
of the small rocket 35, resulting in the deployment of the main parachute 14
with the aid of the small parachute 13 that is pulled by the small rocket 35.
In Figure 2B the aircraft 5 has leveled off since it is sustained by the
main parachute 14, which is fully deployed, whilst at the same time the
disconnection of the detachable joints 2 and 6 is automatically initiated.
The aircraft 5 of the preferred embodiment to which reference is made
is a lightweight passenger aircraft with the possibility of carrying eight
passengers. However the invention is not limited to this aircraft size.
In Figure 2C, the escape cabin I has been now detached from the
fuselage 4 and continues its descent to Earth being restrained by the main
parachute 14.
In Figure 2D the detached fuselage 4 is freely and rapidly descending
to Earth.
In Figure 2E the detached fuselage 4 continues its fast diving to Earth.
In Figure 2F the detached fuselage 4 has crashed on the Earth's
ground and it is ruined.
In Figure 2G the detached escape cabin I is slowly continuing to
descend being sustained by the parachute 14.
In Figure 2H the detached escape cabin I is approaching the ground
and at a predetermined t, ight, the sensors 41 have activated its external
airbags 38 and they are prepared for the oncoming crash on the Earth's
ground 42.
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
17
In Figure 21 the detached escape cabin I has already reached and
crashed on the Earth's ground 42, wherein the provision of airbags 38
results in the absorption of part of the energy produced during the crash,
thereby preventing the exertion of the impact load onto the passengers that
are seated within the cabin.
Next we will describe the mode of rapid ejection of the escape cabin
1, which is detached through its rapid ejection from the aircraft 5 when there
is no time available or when the aircraft is on fire.
The success of the escape cabin 1, which is constructed with the
characteristic feature of being ejected in a vertical upward direction, is
clearly an issue of the effective design of the propulsive system. The reason
is that, in order to enable a proper vertical upward movement, the necessary
power should be generated. The vertical ejection however demands the
development of an impulse (1) that is greater than the weight (W) of the
escape cabin 1 in order that a safety margin for the sufficient upward
movement is provided. By approximation, production of an excessive
impulse at the range of 20% is desirable so that certain acceleration margins
are allowed, which however shouldn't exceed a certain high acceleration
value so that the energy developed will.not exert undesirable stress upon the
passengers' spinal column, etc. This prescribes an I/W ratio that equals to a
minimum of 1.2 at least. The vertical impulse deflection is not sufficient for
the ascending of the escape cabin I as it occurs for instance in the case of a
rocket. The problem that arises is related to the balance of torques
developing, due to the fact that the impulse will. not be applied precisely at
the center of gravity of the escape caHn 1.
If then a force tends to elevate the rear part of the escape cabin 1 the
same should also occur for its frontal part. Thus there will be no
unrestrained
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
18
movement of the frontal part of the cockpit 11, either upwards or
downwards. In other words, stability is ensured with respect to the pitch axis
of the aircraft.
Nevertheless, the stability around the longitudinal axis or the roll axis
should also be ensured. Therefore, in the front, back, right and left of the
center of gravity of the escape cabin 1, the application of suitable forces is
required in order that the possibility of vertical upward .movement - ejection
is allowed. On the basis of how these forces will be produced and to which
direction they will be applied various methods can be found. The system that
will be used should have small dimensions and weight so that it will not
restrain the maximum effective space allowed as well as the weight of the
escape cabin 1.
According to a preferred embodiment, the propulsive mechanism of
effecting a linear acceleration is operating in two stages and consists of two
telescopically connected pipes 30, 31 of a launching catapult 80, as well as
by a cartridge system of rocket-motor 81.
The launching system of the catapults 80 and their points of
attachment onto the escape cabin 1, as well as of the rocket motors 81 are
shown in detail in Figure 3 where the escape cabin of the invention is
illustrated in a bottom planar view.
More analytically, the vertically oriented launching catapult 80 as
shown in Figure I 1 is housed within the vertically extending openings 1 d at
the four corners 1 c that are formed along the external floor (Figure 3) of
the
escape cabin 1.
The catapult 80 consists of the two pipes 30, 31, which operate like
telescopic pistons, one of them being inserted within the other. As
illustrated
in Figure 11 A, the pipe 30 has an upper closed end 30a and a lower open
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
19
end30b, and it is vertically stored in the escape cabin 1 as described above.
The other pipe 31 (Figure 11B) has a lower closed end 31a and an upper
open-end 31 b, which is the end of a narrowed throat portion 31 c, the purpose
of the latter being the increase of the impulse during explosion. The pipe 31
has a smaller diameter than the other pipe 30 so that it may be inserted
within the latter without any tolerance being allowed. The pipe 31 is filled
with a predetermined quantity of explosive material, which, when ignited,
detaches and draws telescopically apart the two pipes, i.e. during a first
stage
of launching operation of the passenger escape cabin 1 the pipe 30 (Figure
11C) which is boxed in the escape cabin 1, is telescopically moved away and
it is linearly exerted from the other pipe 31 (Figure 11D), thereby forming a
supporting strut of the escape cabin I on the fuselage 4.
In Figure 11E the escape cabin 1 is more analytically illustrated in a_
bottom planar view during the first stage of detachment and at the instant of
its vertical ejection by means of launching of the catapults 80, whereas in
Figure 11 F the escape cabin of Figure 11 E is shown during its final stage of
detachment from the supporting strut arrangement of the telescopically
operating pipes 31 and at the end of the first stage of its ejection occurring
by means of the catapults 80, whilst at the same time the second stage of the
cabin's detachment from the fuselage 4 is initiated, which is accomplished
by means of the arrangement of rocket motors 81, so that rapid ejection of
the escape cabin 1 from the fuselage 4 can be achieved and the crashing of
the same onto the vertical stabilizer 4a of the aircraft may be avoided.
In Figure 11 H the rocket motor 81 is illustrated, consisting of a
plurality of cartridge units 81 a, a corresponding plurality of nozzles 81 b,
the
ignition unit 81c, which is shown in detail in Figure 3 where it is mounted
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
on the external side of the floor of the escape cabin I in indicatively
illustrated preferred arrangement of points thereof.
In Figure 11 G the escape cabin 1 is illustrated in a bottom planar view
during the second stage of its rapid ejection process from the aircraft 4
5 where its rocket motors are shown in full operation.
In Figures 3A - 3C is depicted the application of the invention with
respect to the cabin's rapid ejection process, where the aircraft 5 is
illustrated with its passenger escape cabin 1 detachable from the fuselage 4,
during the instants at which the cabin's rapid ejection occurs through the
10 activation of the systems allocated in effecting rapid ejection process,
such
as the catapults 80 and the rocket motors 81. In the same Figures the
launching of the parachutes 13,14 is shown to have been accomplished by
means of the rocket 35, as well as the full deployment of the parachute 14
that provides the cabin's secure descending to Earth. More analytically, in
15 Figure 3A is shown in perspective view the detachment of the escape cabin I
from the fuselage 4 of the aircraft 5 being accomplished by means of
igniting the launching catapults 80 and during the instant at which the pilot
has pulled the special operating lever 10 in the cockpit 11, as well as the
small rocket 35 that drags along from their storage location the parachutes
20 13,14 during the first stage.
In continuation of the above, in Figure 3B, approximately 0.40 sec '
from the pulling of the operating lever 10, the escape cabin 1 is shown in
perspective view to be moving away in a vertical upward direction with the
aid now of the rocket motors 81 so that it may not crash on the vertical
stabilizer wing 4a of the fuselage 4, whilst deployment of parachutes 13, 14
is also shown to be in progress. In the final stage (Figure 3C) of the rapid
ejection process of the cabin 1, approximately 2.90 sec from the pulling of
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
21
the operating lever 10, the escape cabin I is shown in perspective view to be
sustained by the main parachute 14 and, since it is now released from the
fuselage 4, it starts to descend slowly to Earth.
With regard to another field of application of the present
invention, an arrangement of airbag is proposed as being an integral
component of the external side of the floor of the escape cabin 1.
The airbags that will be inflated in fractions of a second prior to the
arrival of the escape cabin I to the Earth, will function as the barrier
between
the rough or sharp surface of the ground and the escape cabin 1 by absorbing
its kinetic energy. The airbags are placed in the external part of the escape
cabin's floor and they are designed in such a way as to protect the
passengers within the escape cabin I during its impact onto the Earth.
During such a crash, a load exceeding a predefined limit is exerted along the
passengers' spinal column and this may cause an irreparable damage to
l5 them. Without the external airbags the passengers' bodies may slip out of
their seats and become injured. During the first milliseconds of the airbags'
unfolding, the escape cabin approaches the ground and it will be at a
distance from the ground such that there will be sufficient space in order
that
the airbags can be fully inflated.
The airbag boxes being properly mounted at suitable points of the
exterior bottom surface of the escape cabin l constitute effective means for
the passive safety of its passengers.
In order that the airbags are activated at a predefined distance from the
ground, and before the crash occurs, a distance detection sensor 41 with
infrared radiation 41a is installed in the airbag box 85 (Figure 4), which
calculates the distance from the ground at which the infrared beam is
discontinued and, according to this data, an estimation is carried out as to
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
22
whether the ground is close enough to the airbag box and how close is this to
the ground.
More analytically, in Figure 3 the escape cabin 1 of the invention is
shown in a bottom planar view with details illustrating its equipment, that is
the airbag boxes 85 as well as their socket openings 37 at the bottom of the
escape cabin 1. In Figure 3 some of the socket openings 37 are shown prior
to mounting upon them of the airbag boxes 85, whereas the remaining
openings are shown already carrying the airbag boxes 85. Some of the
socket openings 37 are shown differentiated as regards their shape due to the
catapult 80 being boxed close to them. Therefore, the airbag boxes 85 to be
housed within such differentiated socket openings located at the corners of
the escape cabin 1 will be of correspondingly differentiated configuration.
In Figure 4 the airbag box 85 is shown constituting an independent
construction that is furnished with the full equipment that accompanies the
airbag 38, and which may be available also as an independent product in the
market so that it can be adapted to aircraft carrier means in general, i.e. to
the conventional aircrafts with parachute equipment already in use, which
however lack the safety elements such as the airbag boxes 85.
In Figure 4 the airbag 38 is illustrated properly folded and in sectional
view, packed within its box 85. The boiler mechanism 39 is installed at the
basement of the airbag, containing a suitable chemical solid fuel preparation
40, such as propergol or any other suitable solid fuel, as known and in use
today, or which might become available in the future. The mechanism of the
boiler 39 is thoroughly and hermetically enclosed by the airbag 38. In the
case of an imminent impact of the escape cabin 1 onto the ground, the
electronic distance detection sensor 41 activates an electric contact that
lies
at the center of the mechanism of the boiler 39 thereby inducing the ignition
AMENDED SHEET
,
12-03-2002 CA 02403158 2002-09-12 GR000003iE
2 3
of propergol, combustion of which is carried out within 35 milliseconds,
resulting in the emission of gas that rapidly inflates the airbag 38 shortly
before its contact with Earth so that it can absorb the impact energy being
produced. In the case of impact, the airbag is inflated and it will remain as
such for approximately 150-200 milliseconds, an interval that is sufficient to
prevent the injury of the passengers that are seated inside the escape cabin 1
or of the passengers of another conventional aircraft 70 of conventional
aircrafts being equipped with the airbags of the invention.
The airbag 38 of the invention is manufactured of special fabric,
which exhibits waterproof properties and is free of pores so that it can
retain
the air within it, whereas in addition it should have sufficient thickness in
order to withstand the forces that develop during the crash. This fabric can
be also manufactured from any other suitable material, which is presently
available in the market or may become available in the future.
In Figure 4A the escape cabin I is illustrated in a bottom planar
sectional view with all its equipment such as the airbag boxes 85 placed at
their corresponding socket openings 37 and before their activation through
the distance detection sensors 41.
In Figure 4B the escape cabin shown in Figure 4A is illustrated in a
bottom planar view with all the airbag boxes 85 activated and its airbags 38
fully unfolded - i.e. inflated - being prepared to absorb the impact energy
produced during their collision on the Earth at the precise moment when
they are fully unfolded.
According to one additional alternative preferred embodiment of the
invention, as illustrated in Figure 5, the wide body light jet 79 is proposed
to
operate with the detachable from the wide body aircraft 4 (Figure 6C)
passenger escape cabin 1(Figure 6B). In this case the detachment may be
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
24
executed in either the mode of smooth detachment of the cabin 1 or the
mode of the rapid ejection thereof.
Herein below, we will describe, with reference to the accompanying
drawings, an illustrative embodiment of the smooth detachment process of
the cabin 1.
The aircraft 79, as illustrated in the planar view of Figure 5 has due to
its engine failure stalled and this has resulted in its diving towards the
Earth.
In the side view of Figure 6A, the diving of the aircraft 79 has
increased, and as a result the aircraft's pilot has activated the ballistic
parachute system 13, 14, through the launching of the small rocket 35, which
results in the deployment of the small parachute 13 that has been dragged by
the small launching rocket 35.
In Figure 6B, the main parachute 14 has been fully deployed and, as a
consequence, the aircraft 79 has leveled off and the connection members 2
and 6 of the speedily released set of connectors have automatically
disconnected the escape cabin 1, as shown in Figure 6B, from the fuselagp 4
that is illustrated in Figure 6C. Hence, the fuselage 4 begins its rapid fall
to
Earth whereas the escape cabin I being sustained by the parachute 14, is
slowly and safely descending to the Earth provided that the airbag boxes 85
are placed underneath its external floor in order to absorb the impact energy
produced by the cabin's collision onto the ground.
The 20-seat wide body light jet 79 of the example represents also
other aircrafts with larger passenger transport ability.
Aiming at the lightest possible weight for the escape cabin 1, it should
be constructed by composite materials or alloys such as those of aluminum -
lithium, as well as from plastic, or even from other known materials already
in use today or other materials that may become available in the future.
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR0000036
In addition, there will be provision to include the necessary safety
elements for the passengers' survival in case of an escape that occurs at a
very high height, so that the compressed air therein may be retained for a
while in order to prevent decompression during the escape cabin's
5 detachment, whereas the passengers may undergo the so called 'hypoxia'
state being attributed to the lack of oxygen and therefore being given at
least
the sufficient time to wear their masks.
Furthermore, the length of the escape cabin I will be as large as to
include all passenger and crew seats, whereas it should be properly designed
10 so that in case of a splashdown it should be capable of floating even when
in
rough seas in order to provide the necessary safety for its passengers.
The escape cabin 1 shown in Figures 1A, 1D, 3, 3A-C, 6B in
accordance to the embodiment of the invention related to an aircraft with a
detachable passenger escape cabin can be applied both in smaller, light
15 aircrafts 5 as well as in larger ones. Furthermore the invention is also
applicable even in the much larger Jumbo Jets, provided however that the
proper design - modifications of the escape cabin 1 and the fuselage 4 will
be carried out.
It should herein be noted that the description of the invention was
20 accomplished with reference to illustrative embodiments of non-limiting
character. Thus, any amendment or modification with respect to the
illustrated figures, magnitudes, arrangements, materials, construction and
assembly components, techniques applied regarding the construction and
operation of the escape cabin 1, the parachutes 13, 14; the catapults 80, the
25 rocket motors 81, the airbag boxes 85 applicable in the aircraft with
detachable escape cabin or in conventional aircrafts of any type, provided
that they do not comprise a new inventive step and do not contribute to the
AMENDED SHEET
12-03-2002 CA 02403158 2002-09-12 GR000003E
26
technical development of the already known are considered as being
included in the aims and scope of the present invention, as these are being
specified in the following Claims:
AMENDED SHEET
