DE1781082C

DE1781082C - Air cushion landing gear for aircraft. Eliminated from: 1456011

Info

Publication number: DE1781082C
Authority: DE
Inventors: Thomas Desmond Niagara-on-the Lake Ontario Earl (Kanada); Eggington, Wilfred James, Clarence, N.Y. (V.St.A.)
Original assignee: Bell Aerospace Corp., Wheatfield, N.Y. (V.St.A.)
Publication date: 1972-10-12

Description

Diese Aufgabe wird erfindungsgemäß bei dem ein- Stützkraft für das Flugzeug an der Hinterkante der gangs genannten Luftkissenfahrwerk dadurch gelöst, Luftkammer. Das vordere Ende der Luftkammer 32 daß zwei symmetrisch zur Längsachse in Längsrich- 65 ist von der Gegenwirkungsfläche abgehoben und läßt tung cics Flugzeugrumpfes hintereinander angeord- seinen Luftinhalt frei ausströmen. Das Vorderende nete einziehbare Luftkammern vorgesehen sind, von der Luftkammer ist dabei relativ entspannt und denen die eine Luftkammer unter dem Schwerpunkt nimmt eine normale Form ein, während der hintereAccording to the invention, this object is achieved in the case of a supporting force for the aircraft at the rear edge of the The aforementioned air-cushion suspension is thereby released, air chamber. The front end of the air can 32 that two symmetrical to the longitudinal axis in the longitudinal direction 65 is lifted from the counteracting surface and leaves tung cics fuselage arranged one behind the other, its air content can flow out freely. The front end Nete retractable air chambers are provided, the air chamber is relatively relaxed and the one air chamber under the center of gravity assumes a normal shape, while the rear one

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Endabschnitt der Luftkammer 32 den verbleibenden Druck der Stützlast des Luftkissens trägt und deshalb in allen Richtungen uater größerem Druck steht. Die Luftkammer ist jedoch so aufgebaut, daß sie nur in Umfangsrichtung des Querschnitts der Kammer S elastisch ist, wodurch sich der Kantenabschnitt der Luftkammer 32 unter Startbedingungen in vertikaler Richtung ein wenig zusammendrückt, ohne sich jedoch an seinem Hinterciide auszuziehen (F i g. 4). Dei beschriebenen Änderungen der Luftkammerform finden gleichzeitig mit einer weiteren Anpassung des Bodenprofilabschnitts der Luftkammer an die sich bezüglich der Landefläche ändernde Fluglage statt Das bedeutet, daß der Querschnittsumfangsabschnitt am Boden der Luftkammer in einem geringen Abstand von der Gegenfläche verbleibt, wodurch die erforderliche vertikale Stützkraft für das Flugzeug unter Vermeidung einer zerstörenden, reibenden Berührung mit der Gegenfläche erzeugt-wird.End portion of the air chamber 32 carries the remaining pressure of the support load of the air cushion and therefore is under greater pressure in all directions. However, the air chamber is designed so that it only in the circumferential direction of the cross section of the chamber S is elastic, whereby the edge portion of the Air chamber 32 compresses a little in the vertical direction under starting conditions without becoming but to take off at its rear (Fig. 4). The changes to the shape of the air chamber described will take place at the same time as the further adjustment of the Floor profile section of the air chamber to the changing attitude with respect to the landing area This means that the cross-sectional circumferential section at the bottom of the air chamber at a small distance from the mating surface remains, creating the necessary vertical support force for the aircraft while avoiding a destructive, frictional contact with the opposing surface is generated.

Die beiden Luftkammern 30 und 32 sind hintereinander angeordnet Davon ist eine Luftkammer 32 mindestens doppelt so groß wie die andere. Die größere Luftkammer 32 liegt in Längsrichtang des Flugzeugs unter dem Schwerpunkt des Flugzeugs, während die kleinere Kammer 30 davor angebracht ist. Dadurch wird die Anordnung eines dreirädrigen Räderfahrwerks nachgeahmt, und das Flugzeug besitzt vom Standpunkt des Piloten aus für Lande- und StartvoTgang ähnliche Bedienungseigenschaften wie bei einem solchen Räderfahrwerk.The two air chambers 30 and 32 are arranged one behind the other, one of which is an air chamber 32 at least twice the size of the other. The larger air chamber 32 lies in the longitudinal direction of the aircraft below the center of gravity of the aircraft, while the smaller chamber 30 is attached in front of it. This mimics the arrangement of a three-wheeled wheeled landing gear, and the aircraft possesses From the pilot's point of view, the landing and take-off operations are similar to those of the with such a wheeled chassis.

Hierzu 1 Blatt Zeichnungen1 sheet of drawings

Claims

of the aircraft is arranged and at least double claims: wJe is as large as the ^^ air chamber, which is in front

1. Air cushion landing gear for aircraft is arranged on the larger air chamber.
Elastic air chamber attached to the aircraft fuselage, the invention is explained in more detail with the aid of the figures, for example with a balloon-like ring shape and with a 5. It shows
Air supply device in the same and along F i g. 1 shows a view of an aircraft with two air chambers according to the invention, with air outlet openings arranged obliquely below the bottom circumference of the air chambers, thereby front and rear,

indicates that two symmetrical to FIG. 2 three side views of the shown in FIG.

Longitudinal axis in the longitudinal direction of the aircraft fuselage put the aircraft in three positions when landing

fes (20) one behind the other retractable and unrolling,

Air chambers (30, 32) are provided, from FIG. 3 three of the f i g. 2 corresponding side ends which an air chamber (32) is arranged under the view of the aircraft in three positions at the center of gravity of the aircraft and run to take off and when climbing and
is at least twice as large as the other 15 F i g. 4 shows an enlarged, schematic vertical air chamber (30) which, in front of the larger air channel, is a partial section of the undercarriage part of the in FIGS. 1 chamber (32) is arranged. to 3 aircraft shown at the moment of

2. Air cushion chassis, characterized by the start of the climb, as shown in Fig. 3 is shown.

net. that the air chambers (30, 32) only in order. The device according to the invention can at

direction of the cross-section of the chambers (30, 30 used in all types of aircraft. They 32) are elastic. can be built into an aircraft that generally

a Raumpf 20, wings 22-22, a tail unit 24 and a propeller or jet drive 25 or

has another drive device.

35 The embodiment shown in the figures has two air chambers 30 and 32, with which

The invention relates to an air cushion undercarriage for air cushions SO produced by supply lines 34. Airplanes with elastic air chambers attached to the fuselage are normally open during the see air chambers with balloon hangers !. ; her ring-shaped flight deflated and drawn in in such a way that it is and with an air supply device in the same and in the aerodynamic profile of the aircraft fuselage like insert along the bottom perimeter of the air chambers. The air chambers 30 and 32 are off arranged air outlet openings. any suitable flexible film material!

From British patent specification 935 825 a is made and have a balloon-like ring shape. Air cushion chassis with balloon-shaped air chambers The air chambers 30, 32 are at 40 along their

known, which to a certain extent are flexible surfaces with slots that act on the floor, but when the air supply is switched off they are provided so that compressed air jets from the inside have the same shape as they can be ejected downwards during generation,
of the air cushion. The air chambers are therefore also in FIGS. 2, 3 and 4 show how the landing and stuff always emerge from the fuselage of the air chambers 30, 32 which are blown while the vehicle is in motion, which supplement the aircraft taking off in particular when the aircraft is flying at high speed. As shown in the left part, there is a strong aerodynamic drag. of Fig. 2, the aircraft can at

Further from British patent specification 894 644 landing in a normal horizontal position is flying, and from U.S. Pat. No. 239,544 an aerial until it gets so close to the landing area that known cushion landing gear, in which two landing air - the forces resulting from the influence of the ground cushions in the longitudinal direction of the aircraft fuselage behind 45 take over vertical support of the aircraft. the are arranged to each other. In the known arrangement, the thrust direction of the propeller or the nozzles can The two air cushions are roughly the same size and can now be reversed, or there can be friction and braking or the like. Lowered the division into two separate air cushions so that the flight could without impairing the effect, it is used to stand still or to lift the floor so that a single position required to move together is brought about, as in the hanging air cushion. It is also the right part of FIG. 2 shown. In the middle part the well-known Au; tours not around the F i g. 2 shows how the aircraft is steered elastic air chambers with a balloon-like ring- can be made so that the rear end of the chamber form of the aforementioned Art. 32 grinds for braking on the runway, if

On the other hand, there is the task of the present 55 this is desirable.

the invention therein, two one behind the other arranged in F i g. 3 is the aircraft taking off

Neten air chambers of the type described at the beginning are shown for take-off and take-off. In the right train so that about the behavior of a three part of Fig. 3 begins to wheel the aircraft to take off Wheel chassis is mimicked. Run through it. In the middle part of Fig. 3 is the bow the controls for the pilot when starting and 60 are already raised. As shown in Figure 4, The large, rear air chamber 32 lands at this work in a similar way to such a rudder ride. state of instinct due to the soil inflow the maximum