ES2389356B1 - PASSENGER AIRCRAFT COMPOSED IN TWO INDEPENDENT AIRCRAFT, AS A SECURITY AND TRANSPORTATION SYSTEM. - Google Patents

Abstract

The following invention relates to a passenger aircraft formed by two independent planes that correspond and work together, being a plane with the passenger cabin, coupled, to the top of another plane with the rest of compartments, and in both, Its shapes and dimensions together with the arrangement of its flight elements are understood to form the aircraft. # This aircraft may proceed to take off the aircraft with passengers on which it is engaged in flight, for situations of emergency or transfer. # Versions are planned. Where the wings of the passenger plane are hidden in its fuselage. Where the passenger plane is trained to land on which it is attached and this to receive it. Where both airplanes have mobile rooms to transfer passengers between airplanes. And where both planes have airbags for safety and landing.

Description

Passenger aircraft composed of two independent aircraft, such as security and transportation system.

Technical sector

The invention focuses on the aeronautical technical sector, more specifically in relation to the design and manufacture of aircraft and their safety systems.

State of the art

Currently, numerous aircraft are known for passenger transport, in all of them their design and construction is based on a fuselage, where inside it contains the ID card, which includes the cockpit, passenger cabin, cargo holds and cargo compartments. service. And to this fuselage the support elements are fixed, such as the wings and the thrust elements, such as the engines, resulting in an aircraft formed in a unique structure.

These aircraft have the disadvantage of not having security systems and rescue of people, operating in flight; for various emergency situations that may arise in full flight.

Explanation

It would be desirable and important to design and carry out an aircraft for the transport of passengers, which was provided with some means and / or security and rescue system that was operational in full flight, with which to protect and safeguard the lives of its occupants, of in hypothetical cases of various emergency situations that may arise, and in this way, avoid the misfortunes caused by air accidents and the problems and consequences derived from them;

In this regard, it is intended to resolve with the present invention.

The present invention relates to a new passenger aircraft designed and built in two independent airplanes, by which it is formed and divided in turn, to its systems and separation procedures between both planes in full flight, to the formation of the same, and their security systems.

This aircraft for passenger transport is made up of two airplanes with independent flight capacity, which are incorporated and the main compartments are distributed.

First there is the plane that houses the passenger compartment inside, which has compartments that house large parachutes, located at the top of its fuselage. This aircraft is attached and fixed to its corresponding second plane by the top of the fuselage of the latter, which houses inside the cargo holds, service compartments, and an ejection capsule with a parachute inside its cockpit.

Both planes are coupled and fixed by means of support and support devices respectively and fixing, provided for that purpose on the faces of the respective planes, as they are communicated by means of gates, and connected their systems by means of connection splices, provided on said faces.

These aircraft that make up the aircraft have been conceived and realized as far as shapes, dimensions and spaces are concerned; as for the disposition of its flight elements; and in terms of the technical characteristics and systems of the same, to form between the two when the passenger aircraft is linked and connected to each other, which is driven and governed by the joint work provided by the main flight elements of both airplanes, or in their absence, by the independent work that provides the airplane that serves as base, to the airplane that lodges in its interior the passenger cabin.

This passenger aircraft has been carried out according to the description, so that it can perform the operation of dividing and separating into two independent airplanes, whenever it is required in flight and especially when emergency situations arise.

This will be possible when the aircraft is constituted in two incorporated airplanes, and for this, the airplane that integrates the passenger cabin (which can be called as a safety aircraft) will perform the take-off maneuver on the aircraft in which it is attached (which can be referred to as a base plane). This maneuver can be carried out because this safety aircraft is located forming the upper part of the two, working together with the base plane, and because it incorporates systems that perform the function of making the work provided by its flight elements independent , and that liberalize the subjection between both planes. In this way and by executing them, the maneuver will be taken from the cockpit of this safety aircraft, which will be possible at any moment of flight due to the existing lift, and that once carried out, both planes will remain in independent flight.

In this way and through the safety plane, passengers are offered the possibility of leaving the aircraft, of hypothetical cases of various emergency situations that may arise in flight, thus creating and providing a safety and rescue system for the passengers; allowing to eliminate the problems indicated.

This passenger aircraft is accompanied by other types of security systems.

On the one hand, the security plane carries large parachutes in compartments located at the top of its fuselage, designed and made as a security system for emergency situations when this plane flies alone and which have ability to stop this safety plane in emergency descent, and to provide an auxiliary deceleration of it.

These parachutes may also be applied in certain emergency situations, in which it is the aircraft.

And on the other hand, the base plane has an ejection capsule with a parachute inside its cockpit, with room inside for its pilots. This capsule has been conceived and realized as a safety system and means of expulsion of this crew, for certain emergency situations. To do this, this operation will be carried out by means of a hatch that is placed at the top of your cockpit, but it can only be carried out if the safety aircraft has made the take-off maneuver on this base plane.

Of everything described and by the observation of the figures; In an airliner carried out in accordance with the invention, the advantage arises that it can carry out the eviction of its passengers in flight, by means of the security aircraft created for this purpose, if so required in an emergency situation, caused due to a technical or mechanical problem on the base plane, or if, on the other hand, there are problems outside the plane, such as attempting to manipulate navigation, and / or destabilize its trajectory, thereby disrupting its proper functioning.

If there is a technical and / or mechanical problem in the safety plane, or any attempt is made to cause damage or loss (such as those mentioned above), it will not perform the take-off maneuver, since the base plane will obtain sufficient flight capacity to both planes and from which the aircraft will be governed.

Another advantage to highlight among the multiple that this passenger aircraft has, is deduced from the essential characteristic of it. This advantage is presented by being able to divide and separate the passenger aircraft into two independent airplanes, in this way, each of which will always be able to put different directions at a specific flight point, if required.

The advantage is also observed that if any of the corresponding aircraft that make up the aircraft originates a small technical or mechanical problem, they can always be separated from each other in flight, to free themselves of weights, loads ..., governing both with greater ease and less risk.

In an optional embodiment, the aircraft with the passenger cabin (safety aircraft) of the aircraft, is presented with its mobile wings and with the ability to deploy and fold them inside its fuselage, both to allow the aircraft to fly only with the wings of the plane where it is attached (base plane), as to make possible the construction of this type of aircraft with dimensions smaller than those required, since it requires special dimensions.

In a second optional embodiment, the base aircraft is presented with the capacity to receive security aircraft type aircraft and enable them to land in full flight at its top. Like the safety plane, it is presented with the capacity to perform said action of landing on the base plane in full flight.

And within this second optional embodiment, apart from being able to perform the take-off and landing action in flight, the security aircraft and the base plane are presented with independent mobile passenger compartments, in order to transfer the flight ticket. And in addition, they are presented with airbags (indoor and outdoor) against impacts, and with the ability to perform grounding maneuvers.

To complete the description that is going to be carried out below and in order to help a better understanding of what is written and the characteristics of the invention, the present descriptive report of a set of drawings is attached in which, by way of example, a practical case of realization of the passenger aircraft is represented, based on whose figures the innovations and advantages of the object of the invention will be more easily understood.

Description of the figures

Figure 1.- Shows a side perspective view of the passenger aircraft formed by the two planes that constitute it coupled to each other.

Figure 2.- Shows a front perspective view of the passenger aircraft formed by both planes coupled to each other.

Figure 3.- Shows a top perspective view of the passenger aircraft formed by both planes coupled to each other.

Figure 4.-Shows a bottom perspective view of the passenger aircraft formed by both planes coupled to each other.

Figure 5.- It shows a front perspective view of the passenger aircraft formed by both planes coupled to each other, and which is presented with the landing gear lowered from the plane that forms and composes its lower part.

Figure 6.- It shows a side perspective view of the plane that forms and composes the upper part of the passenger aircraft, and which houses inside the passenger cabin.

Figure 7.- It shows a side perspective view of the plane that forms and composes the lower part of the passenger aircraft, which houses the cargo holds and service compartments inside, and serves as the basis for the passenger plane.

Figure 8.- It shows a front perspective view of the plane that forms and composes the upper part of the passenger aircraft, and which houses inside the passenger cabin.

Figure 9.- It shows a front perspective view of the plane that forms and composes the lower part of the passenger aircraft, which houses the cargo holds and service compartments inside, and serves as the basis for the passenger plane.

Figure 10.-Shows a bottom perspective view of the plane that forms and composes the upper part of the passenger aircraft, and which houses inside the passenger cabin.

Figure 11. - It shows a top perspective view of the airplane that forms and composes the lower part of the passenger aircraft, which houses inside the cargo holds and service compartments, and serves as the basis for the passenger plane.

Figure 12.- It shows a top perspective view of the passenger aircraft formed by the two planes that constitute it coupled to each other, and which is presented as an alternative, where the plane that forms and composes its upper part and that houses in its Inside the passenger compartment, it has the ability to fold and hide its wings inside its fuselage, and the ability to deploy them and place them in flight layout. In this view it is shown with its wings deployed and in flight arrangement, together with the wings of equal dimensions of the plane that forms and composes the lower part of the aircraft.

Figure 13.- It shows a top perspective view of the passenger aircraft formed by both planes coupled to each other, and which is presented as an alternative, where the plane that forms and composes its upper part and that houses inside the passenger compartment of passengers, it has the ability to fold and hide its wings inside its fuselage, and the ability to deploy and place them in flight layout. In this view it is shown with its wings folded and hidden inside its fuselage.

Figure 14.-Shows a side perspective view of the passenger aircraft formed by both planes coupled to each other, and which is presented as an alternative, where the plane that forms and composes its upper part and that houses inside the passenger compartment of passengers, it has the ability to fold and hide its wings inside its fuselage, and the ability to deploy and place them in flight layout. In this view it is shown with its wings folded and hidden inside its fuselage.

Figure 15.-Shows a top perspective view of the passenger aircraft formed by both planes coupled to each other, and which is presented as an alternative, where the plane that forms and composes its upper part and that houses inside the passenger compartment of passengers, it has the ability to fold and hide its wings inside its fuselage, and the ability to deploy and place them in flight layout. This figure also shows a view of the horizontal section of the interior of its fuselage and, in turn, of the interior of the compartment where the wings are housed, where a cut has been made by its horizontal plane and along it, and in which the arrangement of its folded and hidden wings is observed and represented, together with the fixing axes and the movement guides thereof.

Figure 16.-Front view of the aircraft with inflated airbags.

An embodiment of the invention

The passenger aircraft (1) has been conceived and realized from the design and realization of the two independent airplanes that constitute it; which, in addition to forming the fuselage, divided from it, correspond to each other and the compartments are distributed, being incorporated, and annexed in their forms, to form the aircraft (1).

This passenger aircraft (1) is formed and constituted by two planes (2) and (3) linked and coupled to each other.

The plane (2) is formed by a fuselage in which its dimensions are approximately the upper half of the aircraft (1), made with a strong and very light structure. Composite materials with carbon fibers, composites are used (this being a combination of several layers of pre-impregnated carbon fiber epoxy resin that wrap several layers of aluminum in honeycomb), in combination with other materials in aluminum and titanium alloy.

This aircraft (2), inside its fuselage contains the cell, pressurized enclosure comprising, in the front, a cockpit (8) preferably for a pilot and behind this compartment and until the rear of the fuselage is located passenger cabin.

Following inside and above the passenger compartment, in the upper front and rear of the latter, compartments (10) are housed, which inside house large parachutes.

Below the passenger compartment are the compartments with the landing gear, attached equipment, and the tanks (armored with kevlar) of kerosene with capacity for approximately 20% of total fuel, with which it will self-supply.

While in the outer area of this plane (2) are the wings (4) with the flaps and slaps, slightly forward in position, towards the front of the fuselage, with respect to half of the fuselage and fixed to it by its upper part. These wings (4) are presented in different shapes and dimensions with respect to the wings (6) of the plane (3), as shown in Figure 3.

(The wings (4) can also be made with the same wingspan, rope and thickness as the wings (6) of the plane (3), as shown in Figure 12, or even larger, because being located in the top work in more favorable aerodynamic conditions than the wings (6) located in the bottom).

At the rear of the fuselage of this aircraft (2), there is the tail packing, which is formed by the drift (11) with its steering rudder and by the stabilizer (12) that crosses the drift (11) extending on opposite sides of it, with the rudders deep.

In this part the engines (13) are also located, which have sufficient capacity and power to propel this independent aircraft (2), (the engines of this aircraft (2) also have sufficient capacity and power to drive the it will be the aircraft (1)).

In the upper part of the fuselage of this aircraft (2), there are the gates of the compartments (10), through which the respective parachutes that are housed inside will be ejected, (in emergency situations).

The bottom of the fuselage of this aircraft (2), is the face of confrontation where this aircraft sits and attaches

(2) on the plane (3) and for this, in this area are fixed to the fuselage structure several devices or points of support and fixation (14), these properly distributed on its surface.

In this same area there is also a connection junction (15), by means of which the respective systems of both airplanes (2) and (3) are connected (when these are coupled and fixed).

In this lower area there is also a gate (16), by means of which the passage and crew of this aircraft (2) are communicated with the plane (3), (when both are coupled and fixed).

In this area there are also the floodgates of the compartments with the landing gear (17).

On the other hand, the bottom of the tail of the fuselage forms an ascending line or plane, which gradually deviates from the horizontal plane (which is arranged in this way so that this tail is not touched with the tail of the plane's fuselage (3 ), when this aircraft (2) is coupled to the aircraft (3) and performs the takeoff maneuver on it).

For its part, the plane (3) is formed by a fuselage in which its dimensions are approximately the lower half of the aircraft (1).

This aircraft (3), inside its fuselage contains the cell, pressurized enclosure that comprises, in the front part, a cockpit (9) preferably for two pilots, which has an ejection capsule inside with space for its pilots ; Behind this cockpit and to the rear of the fuselage are the service compartments and cargo holds. Below these are the compartments with the landing gear, and attached equipment.

While in the outer zone of this plane (3) there are wings (6) with flaps and slaps, fixed in the lower middle part of its fuselage, housing inside (tanks with kevlar armored) with capacity kerosene for approximately 80% of total fuel, with which to self-supply (and supply the plane (2) when it is coupled), and which support its engines (18), with sufficient capacity and power to propel or propel what will be the aircraft (1) (or what is the same the airplane (2) coupled to the airplane (3)).

On the back of the fuselage of this aircraft (3), there is the double drift tail empanada, which is formed by a stabilizer (19) that crosses the tail of the fuselage and extends to opposite sides of the same carrying each of its horizontal planes the rudders of depth, and ending at each of its ends, with some drifts (20) with their respective rudders.

The upper part of the fuselage of this aircraft (3), is the face of confrontation where you will receive the settlement and coupling of the aircraft (2) and for this, in this area the corresponding devices or points of attachment are fixed to the fuselage structure support and fixing (21), these properly distributed on its surface.

In this same area there is also the corresponding connection junction (22), by means of which the respective systems of both airplanes (2) and (3) are connected, (when these are coupled and fixed).

In this upper area there is also a gate (23), through which the passenger and the crew of the plane (2) are communicated with this plane (3), (when they are attached and fixed).

In this area there is also another gate (24), located at the top of the cockpit (18), through which the ejection capsule with a parachute will be ejected (in certain emergency situations).

On the other hand, the top of the tail of the fuselage forms a descending line or plane, which gradually deviates from the horizontal plane (which is arranged in this way so that the tail of the plane's fuselage (2) does not touch this tail, when the plane (2) is coupled to this plane (3) and perform the takeoff maneuver on it.

At the bottom of the fuselage of this aircraft (3), the floodgates of the compartments with the landing gear (25) are found.

On the other hand, the bottom of the fuselage tail forms an ascending line or plane, progressively deviating from the horizontal plane (which is arranged in this way to enable the take-off maneuver of what will be the aircraft (1)).

At this point, where the airplanes (2) and (3) have been described, the assembly and fixing of them is carried out to form what will be the aircraft (1).

To do this, the plane (2) joins on its part and lower zone, confronting it, with the upper part and zone of the plane (3), coupling and fixing both planes to each other in said areas or faces of confrontation, and through mediation of the coupling and fixing devices (14) and (21) provided for this purpose.

The devices or points of support and fixation (14) of the aircraft (2), consist of vertical hydraulic cylinders, which are housed inside its fuselage fixed to the structure and which perform lifting / lowering and rotation functions on its vertical axes. These hydraulic cylinders have the conical head at one of their ends, and these heads are the only part of the cylinders that partially and substantially protrude from the surface of the fuselage of this aircraft (2), for its part and lower area. (These conical heads are hidden inside its fuselage, when the plane's takeoff maneuver (2) is performed on the plane (3), at a certain point in the procedure of said maneuver).

On the other hand, the devices or points of support and fixation (21) of the airplane (3), consist of vertical hydraulic cylinders, which are housed inside its fuselage fixed to the structure, which perform lifting / lowering functions , and rotation on its vertical axes. These hydraulic cylinders have at their upper ends heads with conical cavity made as housings for the conical heads that possess the devices (14) of the plane (2), and which are located by the upper part and area of the fuselage, but do not protrude from its surface.

The support and fixing devices (14) will coincide with the support and fixing devices (21), when the respective areas or faces of confrontation of both planes are facing each other to proceed to their coupling.

Once both planes (2) and (3) are joined by their corresponding faces of confrontation, the devices

(14) will be coupled in their respective devices (21), which in turn will proceed to its fixation. For this, the conical heads of the devices (14) have projections on their surface, which will fit perfectly and precisely in their corresponding housings provided inside the conical cavities of the devices (21), (these projections are canceled. , once they are released from their housings, this will be in the procedure of the takeoff maneuver of the plane (2) on the plane (3)), when the devices (14) by means of the cylinders and engines they incorporate (with mechanisms that duplicate to their servomotors), rotate on their vertical axes in one direction, as will the devices (21) by turning their systems in the opposite direction, thus proceeding to leave the plane (2) coupled and fixed on the plane ( 3), and thus giving rise to the aircraft (1).

Both devices (14) and (21) have systems that ensure the fixation between the two, while incorporating systems that continuously inform about the state of the union and fixing between both planes.

(This coupling and fixing system between the two planes can be made with different devices and mechanics; this model is presented as a safe system with which to link both planes, and safe and fast when executing the separation maneuver between both. Demonstrating as an example).

In turn, the corresponding connection splices (15) and (22) of each of the respective airplanes, are perfectly connected and fitted, and through which the systems are connected and the fuel circulates between the two airplanes, the which are interconnected in this way.

And the gates (16) and (23) of both planes are facing each other, allowing them to open, and by which both planes are communicated, allowing the passage of the passage and the crew of the plane (2) to the plane (3) and vice versa.

On the other hand, in the outer zone of the aircraft is the thin line that divides it, which is completely covered by a thin strip that is carefully arranged, being perfectly sealed and hidden.

Said strip is made of materials that resist the heating caused by the friction of the air and which is arranged in such a way that when the plane (2) performs the take-off maneuver on the plane (3), it will be attached to the plane (3 ) (like a thin mustache) and not the plane (2).

At this time, the passenger aircraft (1) is fully formed, in which its fuselage is the result of the fuselage of the aircraft (2.) incorporated into the fuselage of the aircraft (3) and in which its shapes and dimensions are in harmony corresponding to each other, forming this aircraft (1).

Inside the fuselage of this aircraft (1) is the passenger cabin, cargo and service compartments, and the respective cockpit (8) and (9) from which it is governed, (and other compartments, all described above) ), and in which the corresponding pressurization is established.

In the outer zone of this aircraft (1) are its flight elements, which are formed by the whole of the alar surface (4) and (6), where the wings (4) are located at the top of the fuselage and slightly forward towards the front part thereof with respect to the position of the wings (6), which are located at the bottom of the fuselage.

At the rear of the fuselage of this aircraft (1) is the tail junction, which is formed by the set of drifts (11) and (20) with their respective steering rudders and stabilizers (12) and ( 19) with their respective depth rudders, which are arranged and working together.

The engines of this aircraft (1) are together the engines (13) and (18), which work synchronously and accordingly to propel this aircraft.

These engines are supplied with fuel from the tanks found on the plane (3); Except as provided for when both planes (2) and (3), fly independently, in this case each aircraft will be supplied with its deposits.

In the event of a breakdown or leakage in any supply or storage circuit, they will be supplied by double parallel circuits and / or with the aircraft tanks (2), independently or in combination with the circuits and / or with the aircraft tanks (3 ) that they are in optimal condition, canceling all others.

These multiple operations can be carried out in this aircraft (1) by the systems they incorporate and by their distribution and, because each of the airplanes that compose it have as a safety system a double power circuit, which are arranged parallel to the main circuits but are independent of these, and all these circuits are communicated between both planes by means of the connection splices (15) and (22). All this is possible in this aircraft (1), thanks to its essential characteristic.

These operations and safety systems can be carried out from cockpit (8) and (9).

The aircraft (1) has been technically made, to separate and divide into independent airplanes in full flight and in emergency situations.

This will be through the take-off maneuver that the plane (2) performs on its corresponding plane (3) in full flight.

All the systems to carry out this maneuver are handled and operated from the cockpit (8) by its pilot, including the systems that allow the fixing devices (14) and (21) to be removed, (the fixing devices may also be operated from the cockpit (9), provided they are allowed from the cockpit (8)).

When this maneuver is to be carried out, the gates (16) and (23) of the respective aircraft (2) and (3) are provided to close automatically, moments before the separation maneuver is performed , as well as their respective connection joints (15) and (22), which have devices that interrupt the interconnection of the electrical system and that of the fuel supply through these connections.

Once the interconnection between the two planes has been interrupted, they will automatically go to self-supply and each one will be guided by its own flight elements.

At this point the liberalization between the coupling and fixing devices (14) and (21) will be carried out (this operation will be carried out jointly by the respective devices, or independently the devices (14)), to proceed immediately after performing the maneuver of take off the plane

(2) on the plane (3).

This maneuver will be carried out by the pilot of the airplane (2), but optionally it can also be carried out by the automatic pilot of this airplane, in which the on-board computers have the parameters to be followed pre-installed, and which, briefly said, combine the Pre-installed parameters with the existing parameters in flight and the requested coordinates with the actual coordinates, to act accordingly.

This maneuver will be possible, because the airplane (2) is located in the upper part of the airplane (3), and because both have their own main flight elements, as they are; the alar surface, motors, drifts and tail empanajes, (described above).

On the other hand, the wings (4) of the plane (2) are slightly forward in position, with respect to the position of the wings (6) of the plane (3), and which have been conceived in this way, first ; to establish both the vertical force necessary to balance the weight of the aircraft (1) in wings (4) and wings (6), making it possible to support it.

And in second place; to enable the plane's take off maneuver (2) on the plane (3), thus being possible thanks to the lift that is created on its wings (4) at the time of flight, and which is favored on these wings for being located at the top where they work in more adequate aerodynamic conditions.

This maneuver can be carried out in full flight thanks to this lift, which is created by the difference in pressure that acts on the extrados and the intrados of these wings (4), in which the sum of the overpressure at the bottom from the profile and depression at the top, they create the necessary support force. This force originates as a result of the advance of the aircraft (1), which is driven by the engines (13) and (18) that are working together in full flight, (except as provided in case of engine failure (18) In this case the aircraft (2) will have already carried out the take-off maneuver, or else the engines (13) will be responsible for continuing with the momentum of the aircraft (1), proceeding immediately after the maneuver of take off the plane (2)).

When executing the take-off maneuver the plane (2) on the plane (3) in full flight, the engines (13) of the plane (2) continuing with its momentum will increase its power, and the rudders, flaps and slaps of The wings (4) of this aircraft will perform the function of increasing the angle of attack of its wings (4) (managed and operated all by its corresponding pilot from the cockpit (8)) to create more lift and perform such a takeoff maneuver .

Once this maneuver is carried out, both airplanes will remain in independent flight, each of them maintaining the corresponding pressurization inside.

At the moment when both planes (2) and (3) fly alone they present various security systems for emergency situations.

On the one hand, the aircraft (2) has compartments (10) that house large parachutes, which have been designed and made to stop this aircraft (2) in an extreme emergency descent situation, and to provide a deceleration of the same in case of emergency approach.

(These parachutes may also be applied when both planes are engaged in what is the aircraft (1), in certain emergency situations. Like any of them could be deployed if there were any problems that made it difficult to perform the maneuver of take off from the plane (2) on the plane (3), as an auxiliary means of assistance in an extreme emergency case, and only if these are corrected).

The system to deploy these parachutes can be operated from the cockpit (8) or from the cockpit (9).

If these parachutes are deployed, whenever they are required they can be removed by means of devices that are located in the part that are fixed to the fuselage, which will proceed to eliminate the interconnection between these parachutes and the aircraft. For this, these devices will be operated from the cockpit (8) or from the cockpit (9).

And on the other hand, the pilots of the plane (3) may leave it, in certain emergency situations, by means of the ejection capsule with parachute available in their cockpit (9), being expelled for it by the gate (24) created for this purpose, (this operation can be performed only when the aircraft (2) has performed the takeoff maneuver on this aircraft (3).

The different security systems available on this aircraft (1) will be applied depending on the emergency situation that may be created or presented in flight.

Starting first because this aircraft (1) can be governed from the cockpit (8) or from the cockpit (9) independently or in combination by their respective pilots; The possible security configuration to be carried out in this type of aircraft will be as follows.

Below are several examples of hypothetical cases of various emergency situations, where the different security systems available on the aircraft (1) are applied and explained, explaining and detailing some not mentioned so far.

If in the aircraft (1), in your plane with passengers (2) there is a technical failure or a breakdown, the safety operation to be carried out will be carried out by the pilots of the plane (3), (with the pilot of the plane (2) or without it), which will establish full control of the aircraft (1) on the aircraft (3) and / or provide the work necessary for the navigation of the aircraft (1), through this aircraft (3) ), which is self-sufficient in capacity and power in its engines to fly with the airplane (2) inactive.

If in the aircraft (1), in your airplane (3) a fault or technical failure originates and these are of considerable consequences, the safety procedure to be followed will be carried out by the pilot of the aircraft (2), which will perform from his cockpit (8) the takeoff maneuver of his plane (2) on the plane (3); thus safeguarding the lives of passengers.

Once this maneuver has been carried out, the plane with the passengers (2) will be on an independent flight, making the flight safely, and on the other, the plane (3) with the problem that made the plane take off maneuver ( 2), in which your pilots will try to correct you by taking this plane to a destination where you can land safely.

If the problem arisen or caused in this aircraft (3) is of such magnitude that it makes its handling and control impossible, its pilots will try to direct it to a safe course where external evils are not caused and these pilots will have the possibility to leave the device through mediation of the parachute ejection capsule that this aircraft has in its cockpit (9) for emergencies.

If a problem arises in the execution of the airplane takeoff maneuver (2) on the aircraft (3), in an extreme emergency case, large parachutes may be applied for a specific period of time, appropriate to the emergency situation.

If there is a technical and mechanical problem of important consequences on the plane with passengers (2) when flying alone, it has as a security system for large parachutes designed to stop this aircraft in extreme emergency descent.

If in the aircraft (1), in your plane (2) someone outside the crew tries to manipulate its systems, controls or some element thereof, to modify the trajectory of the aircraft or to destabilize it, this will not be possible, because access to the internal compartments with the systems of this aircraft and access to the cockpit of the pilot, it is incompatible from the passenger compartment in addition, the pilots of the respective aircraft may close from their cockpits (8) and (9) the hatches (16) and (23) whenever they deem it appropriate or are aware of any doubtful action.

If in the aircraft (1), in your plane (3) someone outside the crew tries to manipulate its systems, controls or some element thereof, to modify the trajectory of the aircraft or to destabilize it, this will not be possible, because access The main compartments are restricted to unauthorized personnel with strong security measures, and all these compartments are also interconnected with video and audio, recording all the signals received in cockpits (8) and (9), which in turn are interconnected with each other.

If a problem is detected in this aircraft (3) (arising as a result of any attempted act of sabotage or of any other nature) that involves any risk to the navigation of the aircraft, endangering the lives of its occupants, the pilot of the plane (2) from its cockpit (8) will perform the take-off maneuver of this plane (2) with the passengers on the plane (3), as a safety measure; thus safeguarding the life of its occupants.

Once this maneuver has been carried out, like the airplane (2), the airplane (3) will also be in solo flight. If the problems that led to the plane's takeoff maneuver (2) persist, the pilots will try to correct them or try to direct this plane to a place where they can land safely. If this is not possible due to irreparable damage, the pilots will set a safe course so as not to cause external evils, and these pilots will leave this aircraft (3) by means of the parachute ejection capsule available to their cockpit (9); which will put the lives of pilots safe from a safe accident.

If in the aircraft (1), in the middle of flight or on the landing there is a problem of balance or stability, or if on the other hand an approach with certain levels of danger occurs on the landing, the large parachute may be used carrying on the back of its fuselage, to perform the leveling and deceleration function of this aircraft, (in cases of emergency), activating and deactivating from the cockpit (8) or the cockpit (9) by its corresponding pilot; thereby avoiding a possible accident.

If in the aircraft (1) in the cockpit (8) of your plane (2), someone outside the crew tries to access inside, this will not be possible, since this cockpit (8) is an independent safety compartment. If on the other hand, in this cockpit there is a technical or personal problem, thanks to the reciprocal communication that exists between the cockpits (8) and (9) (video and audio), it will allow the pilots of the plane (3) to observe and realize the problem, which will act accordingly, assuming full control of the aircraft and applying the measures they deem appropriate; thereby avoiding any mishap.

If in the aircraft (1), in the cockpit (9) of your plane (3) you try to access or access someone outside the crew violating your entry (situation that would be especially complex, because this entry has a surveillance guard prior to access of the cockpit and from which the entrance to it is allowed or denied by its pilots), or if in this cockpit there is a technical or personal problem, thanks to the interconnection that exists between both planes (2) and (3) and independent reciprocal communication between cockpits (8) and (9), will allow the pilot of the plane (2) from his cockpit (8) to observe and realize the problem, which will assume full control of the aircraft and apply the measures that deems appropriate, getting to perform the takeoff maneuver of your plane (2) on the plane (3) if necessary; thereby avoiding any terrorist act or any incident of fatal consequences.

To transfer possession of the total control of the aircraft (1), and for the combined navigation of the same, between the respective cockpits (8) and (9), safety systems are used that incorporate both cockpits, in which They establish security codes so that only pilots can access their operation.

These systems will not be operational or will cancel their function if the systems that make it possible to perform the plane takeoff maneuver (2) on the plane (3) (which also have safety devices for their activation) are activated, where each one would automatically be governed from his cockpit, (except as provided if the decoupling control system had also been activated, explained below).

Both cockpits (8) and (9) also have a few second security systems, of establishment of control, by means of which the total control of the aircraft (1) and the control of the systems can be obtained and / or set. for the decoupling maneuver, in any of the cockpits.

These second systems will not be operative, if from the airplane (2) the systems for the decoupling maneuver had been activated previously.

In the event that the second safety systems were activated without the decoupling systems being activated, when they do so, the second systems will be canceled, each plane automatically being governed from its cockpit, (except as provided if it is also activated the decoupling control system, explained below), and for this, the aircraft (2) from its cockpit (8) must have the control of the decoupling systems, since this is the one that will execute the takeoff maneuver. If not, because the controls are fixed in the cockpit (9) of the aircraft (3), because in the activation of the second systems the emergency situation has required it, you will need to do so, to authorize and transfer said control from cockpit (9) to cockpit (8), which will be as long as the problems for which these second safety systems were activated and fixed in the cockpit (9) have disappeared.

These second systems are intended to be used by pilots only if certain emergency situations arise, and their application is advisable prior to them. Its activation will be done under numerical code.

If the aircraft (2) had to perform the take-off maneuver on the aircraft (3), this aircraft (3) has a safety system, control over decoupling, which can be optionally used (depending on the emergency situation requires the maneuver) and would be activated by the pilot of the plane (2) from his cockpit (8), and which would perform the function of maintaining on the plane (3) the heading and parameters selected and set by the plane (2), to execute said take-off maneuver and do so with maximum guarantees. This means that the controls and controls of the airplane (3) would not obey orders on change of direction or orders on any change of parameter that could harm the maneuver, once the correct position from the airplane (2) was fixed to execute the maneuver and once said system was activated, and which would be, as long as this maneuver (brief moments) of decoupling and taking off of the plane (2) on the plane (3) lasted.

If this system were activated, the airplane controls (3) would be operational again after the take-off maneuver was completed and the minimum safety distance between both planes (2) and (3) was respected.

The knowledge of the exact distance between both planes is achieved through measurements made by distance and approach sensors that incorporate both.

And finally say that the aircraft (1) has three black boxes, one for each plane and another for the registration of the combined information of the aircraft. At this point it is evidenced that the aircraft (1) has been carried out in the manner described to extend safety in the air navigation

So far, the aircraft (1) has been described, essentially characterized by being divided into two independent airplanes, separating passengers in one of them and which is considered as a safety aircraft, for being able to perform the flight take-off maneuver, over its respective base plane; thus creating a security system with which to evict passengers in emergency situations.

The materials used in the manufacture of the aircraft, designs and dimensions thereof, and all systems, components or others that may arise, will be independent of the object of the invention, provided they do not affect the essentiality thereof.

Optional realization

In an optional embodiment, the passenger aircraft (1) is presented with an additional feature, which resides in the plane with the passenger cabin (2), which constitutes the upper part of the aircraft (1).

This passenger plane (2) is presented with the ability to fold its wings (4) and hide them inside its fuselage, in a compartment (5) created for this purpose, as shown in Figure 15, (where they are one above the other in different positions), and with the ability to deploy these wings and place them in flight arrangement, when required. These operations will be carried out through a series of mechanisms and systems that are arranged inside.

These operations as the systems that make them possible are explained.

The following briefly describes the operation of the mechanisms and systems that perform the operation of deploying the wings and folding them and hiding them inside the fuselage, for a better understanding of the explanation.

To do this and firstly the wings (4) (right wing and left wing) are divided in half of their wingspan and, in turn, each of them are cut and divided into two parts.

At this point, the operation and mechanisms for each wing are explained.

As mentioned above each of the wings (4) (right wing and left wing) are cut and divided into two parts. One of the parts is the externally arranged wing, which performs the functions of lift and directional mobility of the apparatus. And its other part is the portion of the wing arranged inside the fuselage, by means of which the wing will be almost completely attached to the fuselage and, from this, most of the functions necessary to deploy and fold the to.

Each of the planes or surfaces resulting from the cutting of the wing into two parts, have oscillating mobile joint devices, for a complete mobile connection between both parts of the wing and for an adequate distribution of loads.

These devices, by the externally arranged wing, are based on several axes of different length and of different loads, which are housed inside fixed to its structure. These axes are located along their entire length, arranged horizontally and parallel to each other keeping distances between them and which start from the main horizontal axis that supports the entire full wing (which is explained below). All these axes keep a part of them on the outside of the wing protruding from their face or cutting plane and each of them, incorporates a rotating mobile mechanism.

In this way, in this profile or section of the wing arranged externally there are some semi-axles of load and mobile union, for a mobile assembly between the two parts that form the wing.

To do this, these mobile axles find their housings, based on arched-shaped devices, on the face or cutting plane of the part of the wing that is attached inside the fuselage, where they are housed once both parts of the wing are joined to.

Both parts that form each wing are joined by a main axis that crosses both parts.

In each of the main axes of each wing (right wing and left wing) each of these complete wings are joined, where each of the outerly arranged wing parts of each of them, are joined with mobility through these axes, while each of the wing parts arranged internally of each of them, are fixed (without mobility) through them. In this way, both wings arranged externally, can perform free rotary movements with respect to their corresponding inner wing parts, which are fixed and this will be, by the cutting line that divides both parts of each wing, where, in turn, they will move the moving axles inside their housings with alternative movement, (this movement is achieved by means of hydraulic devices explained below). In this cutting line that divides both parts of each wing there are also safety systems that ensure the immobility of each of the externally arranged wing parts of each of the wings, through their corresponding main axes, and this it will be, for when each one of the complete wings realizes the operation to unfold.

Each of these main axes are arranged horizontally and are attached to the fuselage by one of the ends of each of them, which are mounted with free rotation through vertical axes (26), which are fixed to the fuselage structure. A vertical axis is arranged for each main axis of each wing

(26) for its support, and these vertical axes have lifting devices that perform lowering and lifting functions for them. In this way, the right wing is held with mobility by its corresponding vertical axis and supported (also with mobility) by the fuselage structure (this wing is supported by hydraulic devices explained below), and the left wing It is held with mobility by its corresponding vertical axis and supported (also with mobility) by the fuselage structure (this wing is supported by hydraulic devices explained below).

Together both parts of each wing between them and joined both wings to the fuselage, each of these wings is completed and these in turn are at all times joined and linked to each other, by their respective wing parts that are arranged and housed in the inside of the fuselage (internal ends of each wing).

At each of these ends of each wing there is a mechanism with a curved curved surface, for a mobile interconnection between the wings, (and to enable the modification of their position).

For this, both mechanisms are linked to each other at all times, by each spiral surfaces of each, which are linked to each other and are understood reciprocally. These surfaces are mounted one above the other, moving mutually and at the same time at the time the maneuver is performed to deploy or fold the wings, and which will also be possible, by mobile devices that are arranged intermediately interconnecting both surfaces ; thus sharing the load to which both wings are subjected, when deployed and in flight arrangement.

Each of the spiral surface mechanisms has also been made so that these and the lifting devices of the vertical shafts (26), together with some hydraulic devices that are explained, modify the position (in terms of height) of their corresponding wings, when they proceed to unfold and when they proceed to fold.

One of the operations performed by both spiral surface mechanisms is to make both wings sit on the same horizontal line, when they proceed to unfold. To do this, when their corresponding surfaces move each other, these mechanisms will cause one of the wings to perform a downward rotating movement by lowering their position, and will cause the other wing to perform an upwardly rotating movement by raising their position, as they They unfold. At the same time, one of the wings will slide downwards and the other upwards through the vertical axes (26), by means of their lifting devices and by the hydraulic devices explained below. And these vertical axes at the same time will move these wings laterally (all through their main axes) by opening, until both are aligned in the same horizontal position and finish their opening. Looking at its proper situation and flight position.

This is because the wings are superimposed (one wing above the other) inside the compartment (5) in different horizontal positions, which in turn is so that these wings can access and accommodate inside.

Another of the operations performed by both spiral surface mechanisms and the lifting devices of the vertical axes (26), together with the hydraulic devices that will be explained later, is to make one of the wings be above the another inside the compartment (5), (as just mentioned), when they proceed to retreat. To do this, they will perform the functions explained above in reverse.

All these operations will be carried out by means of the hydraulic mechanisms, motors and servomotors that they incorporate.

These wings (4) are also connected to the fuselage by hydraulic devices that are in both entrances (accesses planned for the entrance of the wings inside the fuselage and for the exit of these wings to the outside of the same) that give way to the interior of the compartment (5). These devices are arranged for the right wing by the upper part of the interior of the compartment (5), at the edge of the entrance of said wing, above the upper face (extrados) thereof, and for the left wing by the lower part of the interior of the compartment (5), at the edge of the entrance of said wing, below the lower face (intrados) thereof.

Both groups of hydraulic devices are located in both entrances of the compartment (5), fixed to the fuselage structure, arranged longitudinally along it in the same length as the rope of each wing of its widest part and which perform the support function for the right wing, through a guide (27) that presents this wing on its face and upper part (extrados) where they are attached to it allowing freedom of movement of the same, and support for the left wing, by means of guides (27) that this wing presents by its face and lower part (intrados), where they are also attached to it allowing freedom of movement to it. In this way, the guides (27) in the respective wings, will move through the corresponding hydraulic support and support devices respectively, at the time that these wings proceed to deploy or fold, these wings in turn remaining attached to the fuselage for them. And for which they will also rise and descend, since these devices will be at all times directing their path to the wings, establishing the position (in terms of height) of the path to follow both in its deployment and in its withdrawal, through its hydraulic cylinders that will start from their corresponding devices.

To do this, these hydraulic devices will perform, together with the spiral surface mechanisms and with the lifting devices of the vertical shafts (26), (as explained above), under perfect and precise synchronization, the corresponding lowering and lifting maneuvers of each One of the wings In this way, when the wings are deployed, this set of systems will make them aligned in their position, and when they fold, they will make them superimposed inside the compartment (5).

These devices have also been hydraulically provided, to vary the angle of attack of the wings when they are deployed, causing them to swing on their horizontal main axes, (as explained above), and which is possible, because these devices are joined in the externally arranged wing part of each of them. For this, when the wings are deployed, the internally arranged part of each one of them will be firmly fixed to the fuselage structure by means of mechanical devices, and safety systems will be released that keep the wing part fixed, fixed to each wing. externally of its wing part disposed internally so that they can perform said operation.

In this way, at the time of deploying the wings, they will make their opening with their completely horizontal surface or plane, to offer the minimum possible resistance to the advance of the aircraft, and so that aerodynamic interference does not occur, which could generate movements, sudden warping or winking, or swinging in it, (the only warping movements that could be produced by certain situations, would be of little amplitude and would be counteracted in a few seconds). And once these wings are fully deployed, it will be then when their angle of attack will vary by means of these hydraulic devices along with the flaps and slaps, to proceed with the operation for which they were deployed.

Thanks to these hydraulic devices, it is also possible to place both wings inside the compartment (5), (where they are superimposed), occupying the minimum space.

All this alar set is attached to the fuselage, by means of the vertical axes (26), by the hydraulic devices, (as explained above) and by the essential mechanisms.

These essential mechanisms constitute the entire structural framework of the set of systems that make the wings unfold and fold, to which the vertical axes (26) and the hydraulic devices are attached and also have the servosystems, the electronic systems, the hydraulic mechanisms. , motors and servomotors that offer mobility to these systems.

In this way, all these coordinated systems make it possible to deploy and fold the wings.

When deployed, through their arrangement and functionality, the wings are positioned on the same horizontal line, once they are fully deployed. And when they are retracted, by means of their arrangement and functionality, the wings remain inside the compartment (5) superimposed on their position (one above the other), once they are completely collected.

The part of more rope of each one of the wings of this airplane (2), is wider than the width of the fuselage, therefore each one of these wings when they are folded and hidden inside the fuselage, a small part of each one of them goes outside the same, on the opposite side where they accessed inside. Each of these parts of each wing that come out on both sides of the fuselage and that take the form of a scalene triangle, have been conceived and performed to act as stabilizers (7).

When both wings are folded and hidden inside the fuselage, each of these stabilizers are outside the same at different height and that is, because inside the compartment (5) one of the wings is above the another, so that they can accommodate inside, (as explained above). Therefore, so that both stabilizers are aligned and can perform their function as such, mobility is provided through a series of mechanisms and devices, which will place both stabilizers in the same horizontal position, and which are explained below.

To do this and first, both stabilizers are cut and divided into their corresponding wings and in turn linked to them by mechanisms.

These mechanisms by the stabilizer are formed by a series of cylinders, all arranged vertically and parallel to each other keeping distances and which, along their entire length by an area of their cylindrical surfaces, are fixed to the stabilizer along the line that divides this part of the wing or stabilizer, with its wing. Each of these cylinders, for its outer surface, incorporates safety ratchets, and for its cutting plane or circular section, for its upper part for the right wing stabilizer cylinders and for its lower part for the left wing stabilizer cylinders , They have vertical holes where inside there is a helical shoulder and mechanical buttons for the liberalization of safety ratchets. Both parallel planes that cut said cylindrical surfaces of each and every one of these cylinders, are exposed and flush with both faces (upper face, extrados and lower face, intrados) of each of the wings, when their corresponding stabilizers are coupled in the same.

These cylinders find their housings in the line of the wing that divides it with the stabilizer and are formed by a series of tubular chambers. Each of these chambers has a vertical fissure along its entire length, to save the corresponding joints that fix the cylinders that incorporate the stabilizers, when these cylinders penetrate through the interior of these chambers, which also present on their inner surface small cavities, which serve as accommodation for safety ratchets that have these same stabilizer cylinders.

In these tubular chambers they will fit perfectly to the cylinders of both stabilizers, so that these stabilizers perform two functions, which will be, on the one hand, to be coupled on their corresponding wings and fixed by means of safety ratchets. And on the other hand, so that both stabilizers are located in the same horizontal position, moving their cylinders to the interior of these tubular chambers.

For this, in both entrances that give access to the interior of the compartment (5), there are another series of tubular chambers fixed to the fuselage structure, similar to the tubular chambers that carry each of the wings, and with which they will coincide remaining aligned, (seeing its long path), when the wings are folded and hidden inside the fuselage.

These other tubular chambers are arranged for the stabilizer of the right wing, just at the top of the edge of the entrance provided for the access of the left wing to the compartment (5), and the tubular chambers for the stabilizer of the left wing, are located arranged just at the bottom of the edge of the entrance provided for access from the right wing to the compartment (5).

Each of these tubular chambers has built-in cylinders, which at one end are attached to hydraulic lifts with a mechanical locking system and at their other ends mount heads of smaller diameter than their cylinders, which have on its surface a helical groove and stops. These cylinders perform rotating movements through their vertical axes and downward and upward movements, inside the tubular chambers.

In this way, at the time the wings are folded, these cylinders through their elevators will proceed to move inside their tubular chambers provided in both entrances of the compartment (5), in search of the cylinders of each of the stabilizers, where in the tubular chambers that are provided in the upper part of the entrance of the left wing, the cylinders will descend through their entire length, and in the tubular chambers that are provided in the lower part of the entrance of the right wing, the cylinders will ascend through their entire length, and both groups of cylinders will do so until the heads of these cylinders go out of said chambers and reach the cylinders of the stabilizers, where once they have reached them, the cylinders of the cylinders will continue to descend tubular chambers of the upper part, and the cylinders of the tubular chambers of the lower part will continue to rise, introduced ndose heads of both groups of cylinders within the holes are arranged in the cylinders of the corresponding stabilizers, until it meets the projections that are inside it. Once here, these heads will perform two operations; First, each of these heads will be fixed inside each of the stabilizer cylinders and for this, the cylinders of these heads will rotate on their vertical axes, causing the stretch marks that these heads have to be introduced into the projections that are They are inside the cylinders of the stabilizers, and at the end of this operation, these heads and by their stops, in turn, will have pressed the mechanical push-buttons, releasing from their housings the safety ratchets that hold the stabilizers in their respective wings

Once both operations have been carried out, each of the stabilizers will become in possession of these cylinders that start from each of the entrances of the compartment (5), which will begin a second phase of displacement, following their descent through their corresponding tubular chambers the cylinders of the upper part, carrying with it the stabilizer of the right wing, which will move through the tubular chambers of this wing. causing him to descend from his position; and following its ascent by its corresponding tubular chambers the cylinders of the lower part, carrying with it the stabilizer of the left wing, which will move through the tubular chambers of this wing, making it ascend from its position; and this will be, until both stabilizers are placed in their correct position, which will be alienated in the same horizontal position and fixed by some devices provided in the fuselage that ensure their immobility, in this way, both stabilizers can perform their entrusted function.

All this operation will be performed inversely when the maneuver is executed to deploy the wings, where both stabilizers will be positioned and fixed on their corresponding wings, by these same mechanisms and devices.

At the time of deploying the wings, and at the time of folding and hiding them inside the fuselage, the whole set of mechanisms and systems explained so far will make it possible to perform these operations.

When the wings (4) are folded and hidden inside the compartment (5) and when they are fully deployed and in flight arrangement, each of the openings provided on both sides of the aircraft fuselage (2) that allow the entrance and exit of these wings, will remain closed by some floodgates that are arranged in the fuselage.

These wings (4) of the plane (2) have been designed and constructed to perform the takeoff maneuver of your plane (2) on the plane (3) in full flight and to perform its corresponding flight, or emergency flight, and which are presented with the same dimensions (wingspan, rope and thickness) as the wings (6) of the plane (3), but of different structural characteristics.

These may also be, depending on the technical characteristics, of different shapes and dimensions.

The wings (4) of the plane (2) can be seen deployed and in flight arrangement, together with the wings (6) of the plane

(3)

 in figure 12.

The reasons why this aircraft (2) is presented with the characteristic and ability to fold and hide its wings

(4)

 inside its fuselage, and to deploy them and place them in flight arrangement, there are two.

First.-To allow the aircraft (1) to fly only with the wings (6) of the aircraft (3). As shown in figure 13.

Second.-To enable the construction of the aircraft (1) with dimensions of its fuselage, specifically in terms of its height it refers to less than those necessary to make this type of aircraft, since it requires a certain height in its fuselage, so that the minimum applicable distance between its wings (4) and (6) is respected, because otherwise, aerodynamic interference would occur and greater resistance to the advance of the aircraft would be created.

These aerodynamic interferences would appear if the upper wings were very close to the lower wings, and would be formed by the resistance that would be created when the aircraft (1) came into contact with the air flows and different pressure, produced on the one hand, by the surface or lower face (intrados) of the upper wing, and on the other, by the convex surface of the upper face (extrados) of the lower wing and which would be as a consequence of being connected these flows between them by their proximity.

Therefore, in the distance between the wings (4) and (6) of the corresponding aircraft that make up the aircraft, a required minimum is established (always depending on its dimensions) so that they can perform their entrusted functions and to that no disturbance is generated in them.

In this way, if it is necessary to build this type of aircraft (1), but with a fuselage height (aircraft fuselage

(2) and the plane (3)) lower than necessary, so that its double set alar (upper wings and lower wings) and therefore the aircraft in general, can perform their flight operations without difficulty, it will have the possibility to be carried out thanks to the new system presented, which allows to fold and hide its wings (4) inside its fuselage, as shown in figures 13, 14 and 15, and thus eliminate the problems indicated.

With this system the aircraft (1) will perform the flight operation only with the wings (6), located and trained for it, while the wings (4) will be hidden at all times in the fuselage, except as provided for if it were presented some flight situation, or emergency flight, in this case, will be deployed to perform the take-off maneuver and the consequent flight of its corresponding plane with the passengers (2).

If this take-off maneuver of the plane (2) on the plane (3) had to be carried out, the wings (4) will be opened and extended, and this will be without any problem arising from the aforementioned. These problems will not appear, for two reasons.

First, because these wings (4), thanks to their mechanisms and devices, will make their opening with their completely horizontal surface or plane, so as not to emit any pressure on the air flows that circulate through the convex surface of the upper face (extrados) of the wings (6), at the time of flight, and which will be, until they are fully deployed, where immediately afterwards they will vary their angle of attack to perform the operation for which they were deployed.

And second, because these wings (4) when enjoying an advanced position with respect to the wings (6), will be able to perform immediately after deployed the take-off maneuver of their plane (2), (maneuver by which they are deployed), and therefore it will be separated and both in independent flight.

This system will not affect the behavior of the aircraft (1), nor the functions of the corresponding aircraft from which it is formed; neither will it affect the essential characteristic of it.

Only the capacity provided for the passage decreases, due to the place occupied by the compartment (5) of the wings (4) inside the fuselage.

For greater passenger capacity, the dimensions of the aircraft are increased in the design.

As explained above, when the wings (4) are hidden in the compartment (5), a part of them conceived as stabilizers (7) is outside and which can be seen in Figures 13, 14 and 15.

The system that performs the function of opening the wings (4) is activated from the cockpit (8) or from the cockpit (9) as a safety system.

(This system that performs the operation of folding and hiding the wings (4) of the plane (2) inside its fuselage, can be performed on the contrary in the wings (6) and in the plane (3), hiding its wings in its fuselage where more space is available, and where the wings (4) would be in a fixed position, for which the design of the passenger aircraft (1) would be completely reformed.

Second optional embodiment

In a second optional embodiment, the passenger aircraft (1) is presented with an additional feature, which is that the aircraft (2), in addition to being able to perform the takeoff maneuver on the aircraft (3), can also perform the landing maneuver over this one in flight.

The following briefly describes the operation of the mechanisms and systems that make this action possible, for a better understanding of the explanation. (These systems may also be different from those shown here).

On the one hand, the plane (3) in its upper part (face of confrontation for the plane (2)) has sliding guides (28), which are serrated in an area of its surfaces. At each of the rear ends of each of these guides (28) they are disposed with a larger opening, and at the other of their ends from each of the guides (28) split hydraulic arms (29) with their drive system incorporated, towards the intermediate part of these, and to which they are fixed with mobility through the dentate zone to move along them. Both arms are at a point where they join and which incorporates a magnetic hook (30). For its part, the plane (2) in its lower part (face of confrontation for the plane (3)) has rails installed

(31) with electromagnetic rollers and a hook hole (32) in the central part between the two rails in the front area of this aircraft (2).

Both planes (2) and (3) have passenger cabins.

Thus, at the time of performing the landing maneuver of the plane (2) on the plane (3), the plane (2) will approach the rear of the plane (3) until a predetermined safety distance of between Both planes

It must be said that the configuration of the wings (4) of the aircraft (2) and the wings (6) of the aircraft (3) generate an understanding of their aerodynamic conditions. And due to turbulence in the approach or aerodynamic interference generated by the wings (6), the plane (3) will extend on the back of its wings (6) T-shaped fins (35), which will break and make a sweep in such turbulence. Making this approach smoother.

Once this approach is achieved, the plane (3) will deploy the guides (28) by raising them from its fuselage up and back of the fuselage to receive the plane (2). At this point the hook (30) of the airplane (3) will move along the guides (28) towards the rear in search of the hook hole (32) of the airplane (2), which in a last precise and exact approach this hook (30) will fit perfectly in the hitch hole (32), and the rails

(31) will have begun to penetrate the guides (28). Next, the hook by means of its hydraulic arms (29) will begin to drive together with the momentum of the plane (2) by moving the plane (2) through its rails (31) on the guides (28) of the plane (3) ) sliding, and lowering these guides (28) until the support and fixing devices (14) of the plane (2) meet their corresponding support and fixing devices (21) of the plane (3) where they will proceed to join them.

At this point, the aircraft (2) is attached and fixed to the aircraft (3), and this aircraft (2) may perform the takeoff maneuver on the aircraft (3) when required (as explained in the maneuver section of taking off the airplane (2) on the airplane (3)), in this case, the hook (30) and the hitch (32) together with the guides (28) and the rails (31) as a whole, will release each other . To do this, the hook (30) will release the hitch (32) and the guides (28) will open to the side to release the rails (31). All this, automatically at the time of said maneuver.

Here in the option of the compartment (5) (where the wings (4) are retracted and hidden while the plane (2) does not have to take off), it is above the movable interiors.

The reason why the arms (29) with the magnetic hook (30) have mobility sliding along the guides (28), is to provide a pulling force (once the plane (2) is engaged) not exceeding 5% e less than 2% of the total force to the resistance of the advance, since the impulse of the force of the engines of the airplane (2) provide 95% (variable) of the total force of displacement.

And this is so, to compensate for the different forces at the critical landing point (of the plane (2) on the plane (3)) in which they will collaborate to balance the decrease in power, the force provided by the impulse of the aircraft engines (3), which will gradually increase their power at the starting point of said maneuver.

In turn, these mobile hydraulic arms (29) along with their guides (28) serve as support and positional guidance throughout the course of their operation.

All this is achieved with the joint work of the pilots from their respective cockpits (8) and (9) and with the group of mechanisms and systems enabled for that purpose.

Within this second optional embodiment, there is another embodiment where the plane (2) and the plane (3) contain in their interior independent mobile rooms (capsules type) where the passengers are accommodated and accommodated inside, and where both planes they have airbags in all passenger and crew seats, as well as large airbags (36), (37), (38) and (39) for the exterior of the aircraft or exterior of the aircraft, and designed to cases of failed emergency take-off, forced emergency landing or landing, (especially if a frustrated take-off maneuver originates, because it is already the most complicated maneuver in it, too, the tanks are full of fuel , even more on the plane

(3) prepared for large crossings).

These independent mobile rooms are picked up by the plane (2) at any destination (airport) and transferred to the plane (3), which will land on it in full flight, (as explained above). Once said maneuver has been carried out and, as appropriate, said passenger compartments will be exchanged between the corresponding housings of both planes by means of the hydraulic lifts and the gates (33) of the aircraft (2) and (34) of the aircraft (3). Proceeding to perform the takeoff maneuver the aircraft (2), or not to perform it, as appropriate. And as for the airbags, they are arranged inside and out.

The interior airbags are located at the back of the back of each and every one of the passenger seats, these being useful for passengers located in the following seats. And the airbags for passengers in the front row seat line are attached to the front panel that divides compartments, these airbags being larger due to the distance between the panel / seat. In the same way, the airbags for the crew are fixed, except for the passengers of the emergency exits, here the airbags are installed in exclusive panels for this purpose located in front of the seats that are fixed from the floor to the ceiling until a maximum height of the backrests. While the pilot's airbags are integrated in the control knobs and control panels respectively. In turn, all passenger and crew seats are also equipped with airbags at the bottom (below) and these seats are attached to the floor with pneumatic cushioning (for lower impacts).

In the event of a collision, gas generators fill with nitrogen (N2). all airbags, which are activated electrically and pyrotechnically to avoid erroneous ignition caused by circuit breakers or static faults, and this is from a central unit where they are operated in a coordinated manner over time. This unit also receives information on collision detection by means of electronic acceleration and deceleration sensors, as well as on the correct activation in time of the airbag ignition circuits in different types of impacts (inclined, frontal, displaced or oblique collisions. ) where the acceleration is evaluated in a longitudinal and transverse direction, and also receives information on increased pressure and times and moments of ignition between the different types of airbags (lower, frontal, crew). And in which it is where the parameters sent are managed to activate the airbags at the right time and right situation, and it will also be responsible for partially deflating the cushions at the critical moment, so as to gently absorb the collision energy with acceptable values of surface pressures and deceleration.

And all this is available on both planes (2) and (3).

The outside airbags are arranged in the plane (3) and the plane (2).

The outer airbags of the plane (3); (36), (37), (38) and (39) (can be seen inflated in Figure 16), they are located inside its fuselage, except for airbags (39) that are in modules (40) in the outside. This group of airbags are arranged for four zones of the aircraft (1) or the aircraft (3), these being; the sides, the surroundings of the fuel tanks, the lower zone and the engine-wing assembly. And which, are made of three different types.

As for the outer airbags for the plane (2), they are located inside its fuselage and its wings (4), and are arranged for two areas of the same, these being; the lower part of its fuselage (face of confrontation with the plane (3)) and the lower part of its wings. And which, are made with the same technical characteristics as the airbags (36) and (37), (explained below).

All these airbags are ejected outwards (escape route) through sectioned fuselage areas (41) (figures 4, 10 and 14) strategically selected.

The airbags (36) arranged for the sides and for the surroundings of the fuel tanks of the aircraft (3) and for the lower area of the fuselage of the aircraft (2) are made of normal type but of large dimensions, that is, in case collision or before it, electrically and pyrotechnically activated gas generators inflate the nitrogen cushions (N2) with an "explosion". The difference not only exists in the large volume of the swollen bags, but also in that they have a special coating on their outer surface, explained below.

The airbags (37) arranged for the lower part of the plane (3), (aircraft), and for the lower area of the wings of the plane (2), swell with the exhaust gases produced by the reactors and are made of the following form. All the reactors have in the ejection nozzle a truncated cone-shaped device with double body and similar to the body of the nozzle, where the exhaust gases circulate inside and in which its sectioned vertex leaves the same diameter that the gas outlet diffuser where in turn it is oriented. This device has the ability to modify its structure to reduce and expand the interior of its hollow chamber which has a series of adjustable distributors integrated into its inner surface of its body. At the time of activating or activating the airbags (37), these will be inflated with the exhaust gases more with clean and fresh air, and this will be, by means of conical devices and openings (42). For this, at the moment "reaction" of the engines the conical device through the regulator modifies the gas chamber by reducing it and opens the distributors allowing the gases to pass under pressure (recovering the loss of power, increasing the pilots their power) than to in turn they will be conducted (not only by their own pressure but also by electrohydraulic pumps) through ducts arranged in the wings and fuselages and taken to high pressure tanks where they accumulate and / or pass directly to the airbag cushions filling them at high pressure In turn, openings (42) that are arranged around the aircraft at strategic points where more air is collected are also opened. This clean air enters through the openings and circulates through pipes through its own force and aided by pressure pumps, and which also serves to fill the pressure tanks and / or the airbag pads, at the same time, It provides cooling and serves to compensate for high gas temperatures. These gases are also cooled in their journey from the engines to the tanks / airbags, since in the ducts where they circulate own air / water / gas cooling systems are arranged.

The airbags (38) arranged for the lower front part of the fuselage of the aircraft (3) have the same operation as the airbags (36) and (37), except that the cushions are double and their filling is mixed, that is, They are made with two inflated cushions and filled differently. The first one is located inside the main inflation bag itself, the latter being the second of the largest capacity cushions. At the time of inflation and as a main point the inner cushions are swollen with nitrogen by means of electrically and pyrotechnically activated gas generators and the outer bags to these are filled with the exhaust gases.

And finally, the airbags (39) arranged for the lower area of the wings (6) and the motors (18), are housed in aerodynamically designed modules (40) made of very resistant materials and located under the engines , fixed to these and to the wings. These airbags (39) are placed for stability and buoyancy control in the landing as well as for impact protection and which have the same operation as the airbags (37), that is, at the precise moment they swell with the exhaust gases produced by the reactors, (explained above).

The cushions or bags of the airbags are formed by a combination of special materials (some of them: polyurethane rubber elastomers, different types of rubber, titanium alloys, various types of fabric, carbon fibers, kevlar, etc.) that not only They resist the high temperatures and the different pressures to which they can be subjected, but they are also capable of withstanding maximum impacts together with the deformation (tension) generated in them, as well as to perform waterproofing and buoyancy functions, or any deterioration. And which all inflated act as a perfect mattress. At another point, the outer surfaces of the bases (lower zone, friction zone) of all the cushions are attached with rigid coatings composed of tightly bonded sheets made of composite carbon fibers, and in which their surface is smooth and It has rubber bulges in strip arrangement and a multitude of small holes where inside there are pressure valves that are arranged flush with the surfaces of said plates. These plates have the same shape and dimensions as the base of the cushions when they are fully inflated and have curvatures that look inside the bags located on the sides. These plates are exposed to perform three different tasks.

On the one hand, to allow the aircraft or both independent aircraft to perform grounding maneuvers on large bodies of water, such as; seas, oceans, lakes, and which is possible since with the inflated and trained airbags for this effort they act as floats while these plates act as sliders providing together (skates) the necessary and main elements to the aircraft and airplanes not only to glide through the water but also to perch on it and enable this maneuver.

On the other hand, as an insulating and protective material to protect the compounds of the cushions and prevent their rapid degradation when they impact and drag along any type of terrain. (Thanks to the mixed composition of these plates they are perfect for slipping on liquid surfaces, or failing that, dragging on solid surfaces, where in this type of surfaces, the commented strong rubber strips and reinforced composition make a good area of friction to help stop the aircraft or independent aircraft).

And finally, to provide an air mattress under the plates with which to create a lift to slide or move more effectively when needed, and which is caused by the pressure that escapes through its pressure valves blowing air and gases at the bottom of the plates when the airbags swell and reach and exceed their maximum pressure which is determined in a controlled manner when required by pilots from the controls.

All these outside airbags can be inflated regardless of the status of the landing gear (lowered or raised).

The problems that are solved with this type of aircraft and the advantages that emerge are the following.

The ticket is transferred by plane (2) from the airport to the plane (3) and from it to the airport without this plane (3) landing, resulting in considerable time savings, and achieving significant fuel savings , since the plane (3) is larger and does not have to land and take off again, and is capable of large crossings. At the same time, this provides clearer airports for large aircraft.

Passengers can be left, picked up and vice versa in different places (airports) in full flight. In addition, this type of operations can be carried out regardless of the size of the airports since the airplane (2) is of smaller dimensions, making it possible in airports so small where large airplanes have no possibility of landing.

Also, this will relieve airports of flight delays.

In case the plane (2) takes off from its corresponding plane (3) because some type of problem is registered in this plane (3), or if on the contrary an exchange of the passage is needed. This aircraft (2) may land on another airplane type aircraft (3), which as in its previous take off, the landing will also take place in full flight.

In case of failed take-off, emergency landing or landing of the aircraft (1) or independent aircraft (2) and (3), the airbags will be ejected together by the sectioned fuselage areas (41) and will perform the function of mitigate the possible impacts and protect from collisions the surroundings of the fuel tanks to avoid fires and / or explosions, or failing that, they will act as skates to perform the landing operation. Thus protecting passengers and crew. These airbags will be activated by pilots from either cockpits (8) or (9) if both at that time form the aircraft (1) or from their corresponding cockpits if both planes fly alone. And only in case of near impact. Although both planes and the aircraft in general are also equipped with impact and proximity sensors that in extreme cases these will be activated independently (this order can always be canceled by pilots).

And in this way, greater capacity is available in passenger transport and greater security.

And finally, that the security systems presented here can be selected and established in a passenger aircraft of these characteristics depending on the independent preferences of the interested parties, all systems being compatible with each other.

Industrial application

The present invention is considered of industrial application for its possible development and construction in the aeronautical industrial technical sector, also contributing to the development and promoting the innovation of this type of aircraft with operational safety systems in flight, thereby helping air transport safer and thus achieving greater confidence on the part of its users.

Claims (14)

one.

Passenger aircraft composed of two independent airplanes, as a security and transport system, characterized in that the passenger aircraft (1) is constituted by, an airplane with the passenger cabin (2), coupled, at the top of the fuselage of its respective second aircraft with the cargo and service compartments (3), coupled and fixed both planes by support and fixing devices (14) and (21) provided in the corresponding faces of confrontation where they in turn are communicated by gates (16) and (23) and their systems connected by joints (15) and (22), and where both planes (2) and (3) have independent flight capacity and their shapes and dimensions together with the arrangement of their Flight elements understand each other to form the aircraft (1), which is governed and driven by the joint work provided by the main flight elements (4), (6), (12), (19), ( 11), (20), (13) and (18).

2.

Passenger aircraft according to claim 1 characterized in that the plane with the passenger compartment (2) is presented with the ability to perform the take-off maneuver on the coupling plane (3) in full flight, where through the advance of the aircraft (1 ) constant lift is generated on the wings (4) further favored by being located above and forward in position towards the front of the fuselage with respect to the position of the wings (6) of the plane (3), such that releasing the fixing devices (14) and (21), closing the gates (16) and (23) and disconnecting the joints (15) and (22), the angle of attack with the rudders, flaps and slaps of the wings (4) in conjunction with the mobility provided by the flight elements of the tail joint composed of the drift (11) with its steering rudder and the stabilizer (12) that crosses the drift (11) extending to opposite sides of the same with the rudders of prof Unit, and that together with the impulse of the engines (13), the force necessary to perform said maneuver originates, where once executed the passenger aircraft (1) is divided and separated into two independent aircraft (2) and (3) . As a security system to evict passengers in emergency situations or as a means to transfer them.

3.

Passenger aircraft according to claims 1 and 2 characterized in that the aircraft (2) has compartments (10) at the top of its fuselage, where inside it contains large parachutes, which are ejected from these compartments (10) in certain emergency situations to stop and decelerate this aircraft (2). As a security system.

Four.

Passenger aircraft according to claims 1, 2 and 3 characterized in that the aircraft (3) has an ejection capsule with a parachute inside its cockpit (9), which is ejected as a reaction by a gate (24) located in the upper part of the cockpit (9), which performs its opening at the appropriate time for the expulsion of said capsule with the pilots, in certain emergency situations. As a means and security system.

5.

Passenger aircraft according to claims 1, 2, 3 and 4 characterized in that the aircraft (2) is presented with the ability to fold its wings (4) inside its fuselage and deploy them and place them in flight arrangement, for this purpose the wings ( 4) they are presented with mobility through vertical axes (26) where they are mounted with free rotation from their inner ends and are supported and supported respectively by means of guides (27), for which they also move by performing the folding operation towards the interior of the compartment (5) where they are housed, which in turn is inside the fuselage, or is moved to perform the deployment and extension operation towards the outside of this compartment when they are required in flight, and all this in addition by means of the force applied by motors and servomotors presented by the aircraft (2) inside the fuselage.

6.

Passenger aircraft according to claims 1, 2, 3, 4 and 5 characterized in that the plane (2) is presented with the ability to perform the landing maneuver on the plane (3) in flight, where the plane (2) is approached by the back of the plane (3) until a safe distance is reached while the plane (3) deploys the guides (28) and lifts them from the fuselage up and back of the fuselage to receive the plane (2), at this point the Hook (30) of the airplane (3) moves along the guides (28) towards the rear in search of the hook hole

(32)

 of the airplane (2) that in a last precise and exact approach the magnetic hook (30) fits into the hook hole (32) and the rails (31) penetrate the guides (28), then the hook through its hydraulic arms

(29)

 begins to drive together with the momentum of the plane (2) which slides by means of the rails (31) on the guides (28) of the plane (3) while the guides descend (28) to proceed to confront and to join both faces of confrontation of the corresponding airplanes (2) and (3), where finished the procedure both airplanes are fixed and fixed in said faces by the support and fixation devices (14) of the airplane (2) and their corresponding devices of support and fixation (21) of the airplane (3), as well as its systems are connected by means of the connection splices (15) and (22) of both airplanes.

7.

Passenger aircraft according to claims 1, 2, 3, 4, 5 and 6, characterized in that the aircraft (2) and the aircraft (3) have independent mobile capsule-like rooms with their corresponding housings inside each fuselage of each of the airplanes (2) and (3), where inside the passengers are accommodated and accommodated, and where by means of hydraulic elevators with receiver and some gates (33) of the airplane (2), and by means of hydraulic elevators With a receiver and some gates (34) of the airplane (3), these airplanes are arranged with the capacity to transfer and exchange said rooms between the corresponding housings of both airplanes, when they are joined and in flight. To carry out passenger transfer in full flight.

8.

Passenger aircraft according to claims 1, 2, 3, 4, 5, 6 and 7 characterized in that the airplane (3) and the airplane (2) have effective airbags inside for each and every passenger as well as for all the members that make up the crew, installed in seats, dividing panels and control panels, where they are useful for the front and bottom of each of the seats and which in case of impact are activated electrically and pyrotechnically and inflated with nitrogen (N2) by gas generators sent from a central unit from which the front and lower airbags are also operated in a coordinated manner, to protect all passengers and crew in emergency situations.

9.

Passenger aircraft according to claims 1, 2, 3, 4, 5, 6, 7 and 8 characterized in that the aircraft (3) has large airbags (36), (37), (38) and (39) effective for its outer zone and for the outer zone of the passenger aircraft (1) as well as the plane (2) has large airbags for its outer zone, and which expel their cushions outside by sectioned fuselage areas (41 ) automatically or in a controlled manner in cases of failed take-off or emergency landing as protection to reduce, slow down and soften possible impacts. As a security system.

10.

Large airbags according to claim 9 characterized in that the airbag pads (37) and

(39) presented by the passenger aircraft (1) are inflated with the exhaust gases produced by the reactors and with air brought from outside, for this purpose all the reactors have devices in the ejection nozzles which at the appropriate time collect and transfer the gases to ducts located on wings and fuselage and where they are directed to a pressure tank housed inside the fuselage and / or to the cushions of the airbags directly where they are filled at high pressure, at the same time as openings are opened at the right time (42) that the aircraft has arranged at strategic points which allow air to pass through pipes where pressure is pushed to some pressure tanks and / or to the airbag cushions, and to points of cooling of pressure elements.

eleven.

Large airbags according to claim 9 characterized in that the airbags (38) presented by the passenger aircraft (1) are made with double inflation cushion, a cushion inside another major cushion, and its filling system is mixed, its inner cushion is filled with nitrogen (N2) by an electrically and pyrotechnically activated gas generator and the outer cushion to this one of greater proportions is swollen with the exhaust gases brought from the reactors through ducts and collected there by devices located in the ejection nozzles.

12.

Large airbags according to claim 9 characterized in that the cushions of the airbags (36) presented by the passenger aircraft (1) are inflated with nitrogen (N2) by means of electrically and pyrotechnically activated gas generators available to them.

13.

Passenger aircraft according to claims 1, 2, 3, 4, 5, 6, 7, 8 and 9 characterized in that the airplane (2), the airplane (3) and the passenger aircraft (1) in general are presented with capacity for perform grounding maneuvers through the airbags (36), (37), (38) and (39) which voluntarily activated expel their cushions outside through the sectioned fuselage areas (41) and once inflated they present on its lower outer surface some carbon fiber plates, so that the cushions of the inflated airbags act as floats due to the pressure and impermeability they present and the plates that are joined act as sliders for their rigid and smooth surface to set to proceed as flotation skates, in addition said plates have their perforated surface with a multitude of holes that are provided with pressure valves as a system to generate lift under said plates by blowing air and gases if it is required p To slide or move more effectively. In this way it is executed as a landing way in which it will be a landing maneuver.

SPANISH OFFICE OF THE PATENTS AND BRAND Application no .: 201001486 SPAIN Date of submission of the application: 22.11.2010 Priority Date: REPORT ON THE STATE OF THE TECHNIQUE 51 Int. Cl: See Additional Sheet RELEVANT DOCUMENTS

Category

56 Documents cited Claims Affected

X

US 3298633 A (DASTOLI et al.) 17.01.1967, the entire document. 1-2

Y

3.5

Y

DE 10056890 A1 (EHRLICH HORST) 23.05.2002, the whole document. 3.5

X

US 2998208 A (DI PERNA) 29.08.1961, the whole document. 1-2

Y

WO 2007022601 A1 (BERTANI) 01.03.2007, page 10, line 10 - page 12, line 25; page 19, lines 1-23; page 21, lines 4-17; page 22, lines 8-16; Figures 1A-3,28A-31C, 38A-42B. 1-2

Y

DE 911457 C (MESSERSCHMITT BOELKOW BLOHM) 13.05.1954, figures 1-7. 1-2

TO

WO 0222442 A1 (KHALIDOV et al.) 21.03.2002, figures 4.12. 4

TO

US 3419234 A (POIRIER) 31.12.1968, the entire document. 6

TO

WO 2007068169 A1 (FU) 06.21.2007, the whole document. 8

TO

WO 0174659 A1 (GIANNAKOPOULOS) 11.10.2001, page 9, line 6 - page 10, line 12; page 11, line 28 - page 12, line 19; Figures 1A-2I. 9

Category of the documents cited X: of particular relevance Y: of particular relevance combined with other / s of the same category A: reflects the state of the art O: refers to unwritten disclosure P: published between the priority date and the date of priority submission of the application E: previous document, but published after the date of submission of the application

This report has been prepared • for all claims • for claims no:

Date of realization of the report 09.10.2012

Examiner L. J. Dueñas Campo Page 1/4

REPORT ON THE STATE OF THE TECHNIQUE Application number: 201001486 CLASSIFICATION OBJECT OF THE APPLICATION B64C37 / 02 (2006.01) B64D5 / 00 (2006.01) B64D17 / 80 (2006.01) B64D25 / 12 (2006.01) B64C3 / 40 (2006.01) B64C25 / 56 (2006.01) Minimum documentation sought (classification system followed by classification symbols) B64C, B64D Electronic databases consulted during the search (name of the database and, if possible, search terms used) INVENTIONS, EPODOC Report on the state of the art Page 2/4  WRITTEN OPINION Application number: 201001486 Date of completion of the written opinion: 09.10.2012

Statement

Novelty (Art. 6.1 LP 11/1986)

Claims Claims 1-13 IF NOT

Inventive activity (Art. 8.1 LP11 / 1986)

Claims 4, 6-13 Claims 1-3, 5 IF NOT

The application is considered to comply with the industrial application requirement. This requirement was evaluated during the formal and technical examination phase of the application (Article 31.2 Law 11/1986).  Opinion Base. This opinion has been made on the basis of the patent application as published. Report on the state of the art Page 3/4  WRITTEN OPINION Application number: 201001486  1. Documents considered. The documents belonging to the state of the art taken into consideration for the realization of this opinion are listed below.

Document

Publication or Identification Number publication date

D01

US 3298633 A (DASTOLI et al.) 17.01.1967

D02

DE 10056890 A1 (EHRLICH HORST) 05/23/2002

D03

US 2998208 A (DI PERNA) 29.08.1961

D04

WO 2007022601 A1 (BERTANI) 01.03.2007

D05

DE 911457 C (MESSERSCHMITT BOELKOW BLOHM) 13.05.1954

D06

WO 0222442 A1 (KHALIDOV et al.) 03.21.2002

D07

US 3419234 A (POIRIER) 31.12.1968

D08

WO 2007068169 A1 (FU) 06.21.2007

D09

WO 0174659 A1 (GIANNAKOPOULOS) 11.10.2001

 2. Statement motivated according to articles 29.6 and 29.7 of the Regulations for the execution of Law 11/1986, of March 20, on Patents on novelty and inventive activity; quotes and explanations in support of this statement The presented invention application contains a main or independent device claim and twelve claims more dependent on the previous one. Said invention defines as the technical object thereof, as expressed in the first lines of the main claim, an aircraft composed of two independent aircraft; said technical object is functionally or as an application, as continued in the preamble of said main claim, in the field of aeronautics. Likewise, and as established by the applicant in the preamble of said main claim, the invention includes as part of the state of the art of said technological field that it is a passenger aircraft. The essential part of the invention that highlights the applicant as novel against the state of the art in order to solve the technical problem posed and, therefore, the substantial technical characteristics of the apparatus that necessarily or sufficiently address said technical problem, established according to The applicant, in the characterizing part of the independent claim, briefly comprises a first plane with the passenger compartment coupled to another second plane with the cargo and service compartments. Both planes are joined by support and fixing devices, gates, splices, and have independent flight capability. Document D01 is considered the closest state of the art. This US document, which is part of the same technical sector, presents an aircraft composed of separate airplanes according to a horizontal plane of the aircraft and with independent flight capacity. Document D01 is therefore relevant as regards this claim 1. Document D02 is also quite related to the application for invention presented and is also part of the same technology sector. This is a German document and shows an emergency rescue system applicable to aircraft in which the aircraft is separated into two parts according to a horizontal plane and has folding wings and emergency parachute systems. The combined presentation of these two documents may inherently interest in an affectation of the underlying activity in the technical object that is identified from the substantial technical characteristics of the apparatus, presented in the dependent claims indicated in the report on the status of the technique. Thus, dependent claims 3, 5 could be described in any of the cited documents, at least in their essential technical characteristics. Likewise, and not taking into consideration those technical characteristics estimated as widely known in the state of the art or that may be mere juxtapositions of other design characteristics typical of the development or normal and non-inventive technical work of a person skilled in the art, the claims Dependents may have a reduced inventive jump content that is likely to extend or complement the corresponding of the main claim, or may present a lack of unity of invention a posteriori. Document D03 is also quite related to the application for invention presented and is also part of the same technology sector. It is an American document and shows a double aircraft configuration joined by an access bridge. Therefore, document D03 is also relevant as regards claim 1. Document D04 is also quite related to the application for invention presented and is also part of the same technology sector. This is a PCT-type international patent application and shows a longitudinally separable aircraft configuration in two parts, a pilotable part as an independent aircraft and another launchable part. Document D05 is also quite related to the application for invention presented and is also part of the same technology sector. It is a German document and also shows a configuration of double aircraft embedded in the minor in the fuselage of the major. The combined consideration of these two documents may concern the substantial technical characteristics of the apparatus presented in the characterizing part of the main claim, and, therefore, the inventive activity of said claim could be affected. Documents D06-D09 present other embodiments related, respectively, to dependent claims 4, 6, 8 and 9 of the invention, and are included as prior art and for the applicant's knowledge. Report on the state of the art Page 4/4