GB2238283A - Protecting aircraft structures from the effects of explosions - Google Patents
Protecting aircraft structures from the effects of explosions Download PDFInfo
- Publication number
- GB2238283A GB2238283A GB9024267A GB9024267A GB2238283A GB 2238283 A GB2238283 A GB 2238283A GB 9024267 A GB9024267 A GB 9024267A GB 9024267 A GB9024267 A GB 9024267A GB 2238283 A GB2238283 A GB 2238283A
- Authority
- GB
- United Kingdom
- Prior art keywords
- layers
- aircraft structure
- aircraft
- blast
- structure according
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
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- 238000004880 explosion Methods 0.000 title description 6
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- 239000006260 foam Substances 0.000 claims abstract description 7
- 230000002745 absorbent Effects 0.000 claims description 7
- 239000002250 absorbent Substances 0.000 claims description 7
- 230000001413 cellular effect Effects 0.000 claims description 5
- 239000007769 metal material Substances 0.000 claims description 5
- 239000011159 matrix material Substances 0.000 claims 1
- 239000002184 metal Substances 0.000 claims 1
- 230000035939 shock Effects 0.000 claims 1
- 239000011343 solid material Substances 0.000 claims 1
- 239000004411 aluminium Substances 0.000 abstract description 8
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 abstract description 8
- 229910052782 aluminium Inorganic materials 0.000 abstract description 8
- 239000004033 plastic Substances 0.000 abstract description 6
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- 229920003235 aromatic polyamide Polymers 0.000 abstract description 4
- 229910000838 Al alloy Inorganic materials 0.000 abstract description 3
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 abstract description 2
- 229920002430 Fibre-reinforced plastic Polymers 0.000 abstract description 2
- 239000005030 aluminium foil Substances 0.000 abstract description 2
- 229910052799 carbon Inorganic materials 0.000 abstract description 2
- 239000003365 glass fiber Substances 0.000 abstract description 2
- 230000006378 damage Effects 0.000 description 12
- 239000012634 fragment Substances 0.000 description 8
- 239000000853 adhesive Substances 0.000 description 4
- 230000001070 adhesive effect Effects 0.000 description 4
- 239000011358 absorbing material Substances 0.000 description 3
- 238000005474 detonation Methods 0.000 description 3
- 239000003822 epoxy resin Substances 0.000 description 3
- 239000002360 explosive Substances 0.000 description 3
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- 230000000977 initiatory effect Effects 0.000 description 2
- 229920000098 polyolefin Polymers 0.000 description 2
- 230000002787 reinforcement Effects 0.000 description 2
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- 239000004416 thermosoftening plastic Substances 0.000 description 2
- 239000004696 Poly ether ether ketone Substances 0.000 description 1
- 239000004952 Polyamide Substances 0.000 description 1
- 206010040844 Skin exfoliation Diseases 0.000 description 1
- 238000010521 absorption reaction Methods 0.000 description 1
- 230000003416 augmentation Effects 0.000 description 1
- JUPQTSLXMOCDHR-UHFFFAOYSA-N benzene-1,4-diol;bis(4-fluorophenyl)methanone Chemical compound OC1=CC=C(O)C=C1.C1=CC(F)=CC=C1C(=O)C1=CC=C(F)C=C1 JUPQTSLXMOCDHR-UHFFFAOYSA-N 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
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- 230000006837 decompression Effects 0.000 description 1
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- 239000004744 fabric Substances 0.000 description 1
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B32—LAYERED PRODUCTS
- B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
- B32B3/00—Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar form; Layered products having particular features of form
- B32B3/10—Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar form; Layered products having particular features of form characterised by a discontinuous layer, i.e. formed of separate pieces of material
- B32B3/12—Layered products comprising a layer with external or internal discontinuities or unevennesses, or a layer of non-planar form; Layered products having particular features of form characterised by a discontinuous layer, i.e. formed of separate pieces of material characterised by a layer of regularly- arranged cells, e.g. a honeycomb structure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F41—WEAPONS
- F41H—ARMOUR; ARMOURED TURRETS; ARMOURED OR ARMED VEHICLES; MEANS OF ATTACK OR DEFENCE, e.g. CAMOUFLAGE, IN GENERAL
- F41H5/00—Armour; Armour plates
- F41H5/02—Plate construction
- F41H5/023—Armour plate, or auxiliary armour plate mounted at a distance of the main armour plate, having cavities at its outer impact surface, or holes, for deflecting the projectile
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F41—WEAPONS
- F41H—ARMOUR; ARMOURED TURRETS; ARMOURED OR ARMED VEHICLES; MEANS OF ATTACK OR DEFENCE, e.g. CAMOUFLAGE, IN GENERAL
- F41H5/00—Armour; Armour plates
- F41H5/02—Plate construction
- F41H5/04—Plate construction composed of more than one layer
- F41H5/0442—Layered armour containing metal
- F41H5/0457—Metal layers in combination with additional layers made of fibres, fabrics or plastics
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C2001/0054—Fuselage structures substantially made from particular materials
- B64C2001/0072—Fuselage structures substantially made from particular materials from composite materials
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
Abstract
An aircraft structure having a cargo or luggage compartment for the storage of luggage containers which compartment has strengthened faces made from and/or reinforced by blast resistant and absorbant material the said strengthened faces including at least the ceiling and the floor of the said compartment. The material is a multi-layer laminated sheet. In Fig 1 an aluminium or aluminium alloy honeycomb 21 filled with plastics foam 23 is bonded between laminated sheets 25, 27 each comprising alternate layers of fibre reinforced composite, e.g. with polyaramid or carbon fibre, and aluminium. Either material may form the outer layers. In Fig 2 layers 53 of rigid reticulated plastics foam alternate with layers 55 of glass fibre reinforced plastics. Layers of aluminium foil are situated at the first six interfaces from the outer surface S on which the blast will be incident. All the layers 25, 27 or 55 have holes 29 or 57 therethrough. <IMAGE>
Description
THE PROTECTION OF AIRCRAFT STRUCTURES
The present invention relates to the protection of aircraft structures from the effects of explosions.
There have been a sufficient number of aircraft bombings, suspected bombings and foiled bombings recently for there to be dawning in the consciousness of those who travel frequently by air the worry that their lives may soon be more at risk from deliberate damage to, as opposed to accidental failure of, the complex structures in which they travel.
The precise sequence of events following the detonation of a bomb on board an aircraft depends upon the location of the bomb and the size and design of the aircraft. However, certain features are common to most events which have been investigated.
It has been observed that aircraft can survive the detonation of bombs on board, provided certain features are present. A bomb placed near the outer skin of the aircraft will, most probably, blow a hole in the skin and cause explosive decompression. However, it has often been the case that the aircraft can still land normally.
The same seems to be the case even for bombs which have exploded in the luggage compartments of the older types of aircraft. Luggage in these aircraft is contained in cargo nets, rather than the standard international luggage containers that the more modern wide-bodied aircraft use. Indeed, the accepted minimum risk position for a bomb discovered on board any type of aircraft is to place it by a door, with the interior side of the bomb tamped with cushions.The reason for choosing this position is because of the high survivability rate observed in cases of bombs planted against the aircraft hull in regions that passengers or cleaning staff have access to, which rarely destroy vital electronics or hydraulic systems and do not always damage significant load-bearing members so as to weaken the overall structure and because of recent cases of aircraft surviving massive losses of skin around regularly shaped fatigue failures in the hull.
However, in cases where the bomb is placed in a position not adjacent to the outer skin, severe, often fatal, damage can be caused.
Passenger cabin floors are relatively light structures laid on load-bearing beams. These floor beams may be tension load carriers.
It is thus very possible for a bomb to damage the floor beams and, as a result, load the aircraft skin remotely from the site of the explosion asymmetrically both before and after the hull is breached by the bomb.
Blast may also travel significant distances by different routes within the hollow and open channels in the aircraft structure to emerge at points well removed from the site of the bomb to cause skin and stringer rupture at several locations on the aircraft skin. Blast may also emerge into the relatively large free space of the passenger cabin and, because of the presence of rigid and substantial structures such as galleys or toilets, reflect on to the inside of the aircraft skin remote from the site of the bomb and cause unexpected damage there.
Blast emerging from the aircraft skin at, and remote from ,the site of the bomb, tends to tear irregularly shaped holes (as opposed to the cases of the more regular skin failure due to fatigue or, say, loss of a hold door). Regularly shaped holes are less often associated with catastrophic failure of the aircraft than irregularly shaped ones. Irregular holes tend to suffer enlarging and further skin damage due to the outrush of cabin air and slipstream effects.
It is possible that some modern wide-bodied aircraft may be more vulnerable to bombs of a similar size to those that have not always caused crashes of smaller aircraft. One theory is that, since the wide bodied aircraft employ a skin sheeting alloy which is only slightly thicker than that used in very much smaller aircraft, the latter are much stiffer structures than the former ones.
Consequently, the smaller ones can withstand greater relative damage to their skin and stringers than the larger ones.
The purpose of the present invention is to reduce the risk of failure of an aircraft structure caused by the detonation of a bomb or other explosive device thereon.
According to the present invention there is provided an aircraft structure having a cargo or luggage compartment for the storage of luggage containers which compartment has strengthened faces made from and/or reinforced by blast resistant and absorbent material the said strengthened faces including at least the ceiling and the floor of the said compartment.
The principle of the invention is to contain blast from a bomb or other exploding device within the cargo or luggage compartment, the "hold", thereby preventing damage to parts of the aircraft structure distant from the hold.
The present invention is preferably used as a protective measure in conjunction with the various means described in co-pending UK
Patent Applications Nos. 8925191, 8925192, 8925193, 8925195 of even date by the present applicants and subsequent International Applications one based upon UK Patent Applications 8925192 and 8925194 and another upon 8925193. Such other measures include the use in the hold of luggage containers having strengthened blast resistant material on certain faces, but at least one weakened face which preferentially fails in order to direct the blast, eg. out through the nearest part of the aircraft hull; and the provision of lightweight blast attenuating material in various strategic locations over or in ducts and channels communicating between different parts of the aircraft structure to prevent spread of blast waves throughout the aircraft structure.
The protective means according to the present invention, as an illustration, functions as follows when a bomb or other explosive device in a luggage container within the hold is detonated.
The bomb produces blast and some fragments. It is likely that the blast field will be highly asymmetrical because of the manner in which luggage is stowed within in the container, hard luggage cases giving a more directional effect than soft baggage.
The blast and fragments impinge on the interior walls of the luggage container within a millisecond. The luggage container is intended to maintain the confinement for a short period of time (up to a millisecond) while, at the same time channelling the effects in a given preferred direction, eg. toward the aircraft hull. By this time, the full effects of the explosion will have developed and it is possible that there may be a failure taking place somewhere else in the structure of the luggage container. The container is preferably constructed so that it fails preferentially in regions nearer to the aircraft hull, as a further aid in mitigating the effects of the bomb.
The ejecta, blast and fragments, from the side of the container nearer to the hull travel at about lkm/s across the gap between the container and the inner part of the aircraft hull, a distance typically of about 300mm, in about a further 0.3 milliseconds, fly the 150mm gap to the aircraft outer skin in about 0.25 milliseconds and puncture it within a further 0.2 milliseconds after the bomb initiation.
At about 1-2 milliseconds after initiation, there is a free field blast focus initiated at each of the one or more points of failure in the luggage container and the residual effects of the explosion begin to influence the cargo hold in which the luggage container is normally stowed. The hold is a compartment, or compartments, normally situated beneath the passenger cabin, which usually occupies the full width of the aircraft and which can normally accommodate luggage containers in two lines. Luggage containers may be loaded from the outside through a door and slid along rails to their locations where they may be locked in place with latches.
The cargo hold is usually lined with a thin plastics composite material and sound and thermal insulation packs. Many channels formed by adjacent 'I' beams and ribs or stringers running laterally or fore and aft both open and closed, normally have open ends readily accessible from this cargo hold area. Thus, blast escaping from the bomb-containing luggage container would without the measures provided by the present invention enter many of these channels and be conducted to distant points in the aircraft structure to which it would seemingly have no access. Furthermore the usual thin composite lining is insufficient to protect either the passenger cabin floor support beams or the flimsy passenger cabin floor, both of which would be subject to substantial damage due to blast and/or fragments.A large measure of blast and fragment protection can be afforded for the passenger floor beams, the floor itself, the open structure channels and the aircraft belly below the cargo hold by lining the hold with a layer of blast absorbent and resistant material (similar to that used to construct the luggage or cargo containers themselves) in accordance with the present invention. This material is desirably placed at least in regions adjacent to the ceiling of the cargo hold and its floor, especially over areas of openings of longitudinal or transverse structural channels. It is unlikely to be possible to instal the material as a single unbroken protection.It may be necessary to cut holes in it at certain locations to accommodate necessary access panels, but the aim should be to utilise the material lining the hold in such a way as to protect as large as part of the vulnerable passenger cabin floor (above the ceiling of the hold) and aircraft belly (below the floor of the hold) as possible.
The cargo hold lining will be subjected to the blast typically a further 0.1 milliseconds after failure of the luggage container. At this time, fragments and reflected and direct blast from within the luggage container will be subjected to further absorption by blast and fragment attenuation material lining of the cargo hold and by blast absorbing materials and/or structure located between the passenger cabin and the cargo hold.
Blast absorbing material and/or structures forming the basis of a blast valve and blast absorbing materials are preferably provided as described in the aforementioned UK Applications 8925191 and 8925195 and have to function for a period of between a few tens of microseconds to a few hundreds of milliseconds to reduce the intensity of the blast entering the large open space of the passenger compartment or being transferred along open channels to distant parts of the structure. Provided such valves, blast absorbent materials, the hold lining material and the luggage container structure function correctly, the floor beams and the passenger cabin above the container will remain substantially intact. This will prevent the aircraft hull undergoing massive structural failure as a result of its distortion due to the blast.The hull may have blow-out panels designed to withstand normal operational stresses but to be ejected in the event of being subjected to a blast field.
Furthermore the presence of blast attenuating material preferably located in channels within the structure will further reduce the effects of blast along them. Hence, it is unlikely that blast which has succeeded in penetrating them will be intense enough to cause hull damage remote from the explosion site.
A frequent major cause of damage produced from a blast originating in the cargo hold is the outflow of pressurised cabin air to the atmosphere. This may take several seconds to complete for a wide-bodied aircraft. The effect of the outflowing cabin atmosphere and the slipstream on jagged ends of ruptured skin is to increase the damage to the full and exacerbate the overall weakening of the aircraft. The effect may also be to render the aircraft difficult to control, because of offset loads.However, the protective means described herein would reduce the possibility of damage to electrical or hydraulic services by confining skin loss to preferred regularly-shaped areas surrounded by properly stressed structures, so the pilots would be afforded the fullest flying control augmentation, without the progressive deterioration of aerodynamic performance which accompanies the slipstream and air outflow effects on jagged-edged holes.
The strengthened faces of the luggage container and the aircraft hold liner may be made of and/or reinforced by similar blast resistant material preferably in the form of a sandwich structure comprising a foamed or cellular material contained between sheets of rigid lightweight impact resistant material having holes therethrough. The exception is the deliberately weakened face of the luggage container, eg. adjacent to the aircraft hull in one form of the container, to encourage channelling of blast and fragments towards the aircraft hull.One or more of the layers of the impact resistant material of the said sandwich may itself be formed from a rigid honeycomb or reticulated structure eg. of metallic material such as aluminium or alternatively it may comprise a layer of perforated fibre reinforced composite material or a sandwich formed of metallic and non-metallic materials the non-metallic material comprising a fibre reinforced polymeric structural composite. The polymer of such a material may be any of the polymeric matrices known in the composites art, eg. thermosetting (such as epoxy) or thermoplastic (such as polytetrafluoroethylene, polyolefin polysulphone, PEEK or polyamide) resins. The composite may itself be in the form of a composite/thermoplastic structural laminate. The reinforcing fibres may be selected from known reinforcing fibres such as glass, polyolefin, polyamide, polyaramid and the like and blends thereof. Polyaramid fibres in the form of a flexible cloth with or without fibres of other types are preferred.
The foamed or cellular material of the said sandwich may be a compressible inorganic or organic material which may comprise for example foamed polyethersulphone or mica.
The individual layers of the sandwich structure may be bonded together by any suitable known means well known in the composites art, eg. by an adhesive of epoxy or other non-toxic resin.
The novel blast resistant/absorbent materials described herein are the subject of the said International Application based upon UK Patent
Applications 8925192 and 8925194 the contents of which are incorporated herein by reference.
Embodiments of the present invention will now be described by way of example with reference to the accompanying drawings, in which:
Figure 1 is a cross-sectional end elevation of a laminate material employed as a reinforcement liner for the walls of an aircraft cargo or luggage hold.
Figure 2 is a cross-sectional and elevation of an alternative laminate material which may be employed as a reinforcement liner for the walls of an aircraft cargo or luggage hold.
The laminated material which is shown in Figure 1 lines the faces of the aircraft hold at least in its ceiling and floor regions. The material comprises aluminium/aluminium alloy honeycomb layers 21 eg.
made of Type 3003 A1 alloy foils 38 to 76 micrometres thick to BS 1470, filled with a rigid or compressible non-inflammable plastics foam 23, the filled layers 21 themselves being contained between sandwiches 25, 27 each comprising alternate layers of aluminium or aluminium alloy and a high strength, high modulus fibre reinforced composite, eg. polyaramid and/or carbon fibre reinforced polymeric material. As shown in Figure 1, one of the sandwiches 25 is formed of fibre reinforced composite/aluminium/fibre reinforced composite layers and the other sandwich 27 is formed of aluminium/fibre reinforced composite/aluminium layers although these two sandwiches may be optionally interchanged or one substituted for the other.
Preferably the plastics foam has a cellular structure having cells of from 5mm to 20mm average size, the average thickness of the foam layers being l0mm to 55mm.
The layers of the sandwich shown in Figure 1 may be bonded together by epoxy resin adhesive.
The alternative composite material shown in Figure 2 comprises layers 53 of a rigid, reticulated plastics foam typically ( )mm thick, alternating with layers 55 typically lmm thick of a glass fibre reinforced plastics material, eg. epoxy resin, each having a multiplicity of holes 57 of approximate diameter lmm therethrough. The holes 57 in adjacent layers 55 are offset relative to one another so that the shortest path length between any one pair of holes 57 in adjacent layers 55 is maximised.
The outer layers of the laminate are formed by layers 55 and these outer layers may be slightly thicker, than the layers 55 inside the laminate, eg. 1.5mm thick.
Layers of aluminium foil are deposited at the first six interfaces between the layers 55 and 57 nearest the outer surface labelled S which in use will be the surface upon which any blast to be absorbed by the material will first be incident.
The various layers of the composite material shown in Figure 2 are bonded together eg. by an epoxy resin adhesive (not shown).
Panels of the material shown in Figure 1 or Figure 2 may be attached as lining material to the inner faces of the aircraft cargo or luggage hold by any suitable means, eg. by adhesives, bolts, screw or the like.
Panels to line the hold may alternatively be formed of other material as described and illustrated in the International Patent Application based upon UK Patent Applications 8925192 and 8925194.
Claims (13)
1. An aircraft structure having a cargo or luggage compartment for the storage of luggage containers which compartment has strengthened faces made from and/or reinforced by blast resistant and absorbent material the said strengthened faces including at least the ceiling and the floor of the said compartment.
2. An aircraft structure according to claim 1 and wherein the blast resistant and absorbent material is in the form of a multiple sandwich of a foamed or cellular material contained between sheets of rigid lightweight impact resistant material having holes formed therethrough.
3. An aircraft structure according to claim 1 or claim 2 and wherein the impact resistant material of the said sandwich is itself a sandwich formed of metallic and non-metallic materials the non-metallic material comprising a fibre reinforced polymeric structural composite.
4. An aircraft structure according to claim 2 or claim 3 and wherein the foamed or cellular material of the said sandwich comprises a compressible organic or inorganic foam.
5. An aircraft structure according to claim 2, 3 or 4 and wherein one or more layers of the impact resistant material is provided with boundary layers applied transversely to the said sandwich to minimise lateral spread of the shock waves.
6. An aircraft structure according to claim 5 and wherein the foamed or cellular material is contained between boundary layers comprising thin metal layers provided at various depths.
7. An aircraft structure according to claim 6 and wherein the positions of holes through adjacent layers of the impact resistant material are staggered relative to one another whereby the path length for gas to travel through the holes of the layered structure is enhanced.
8. An aircraft structure according to claim 6 and wherein the blast resistant and absorbent material comprises a multilayer structure formed from impact resistant material having two different hole patterns therethrough, the patterns of the two types appearing alternately in adjacent layers.
9. An aircraft structure according to claim 6, 7 or 8 and wherein the impact resistant material comprises a fibre reinforced composite comprising a polymeric material matrix.
10. An aircraft structure as claimed in any one of claims 6 to 9 and wherein between 30% and 70% of the surface area of the layers of the said impact resistant material is formed of solid material, the holes forming the remainder of the surface area.
11. An aircraft structure as claimed in any one of claims 6 to 10 and wherein of the layers of impact resistant material in the said multilayer structure are lined with a thin frangible material.
12. An aircraft structure as claimed in claim 11 and wherein the said frangible material is included only at selected interfaces in the multilayer structure forming the blast resistant material.
13. An aircraft structure as claimed in claim 1 and wherein the blast resistant material is substantially the same as any of the examples of such materials described hereinbefore.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB898925194A GB8925194D0 (en) | 1989-11-08 | 1989-11-08 | The protection of aircraft structures |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB9024267D0 GB9024267D0 (en) | 1990-12-19 |
| GB2238283A true GB2238283A (en) | 1991-05-29 |
| GB2238283B GB2238283B (en) | 1993-08-25 |
Family
ID=10665916
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB898925194A Pending GB8925194D0 (en) | 1989-11-08 | 1989-11-08 | The protection of aircraft structures |
| GB9024267A Expired - Fee Related GB2238283B (en) | 1989-11-08 | 1990-11-08 | The protection of aircraft structures |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB898925194A Pending GB8925194D0 (en) | 1989-11-08 | 1989-11-08 | The protection of aircraft structures |
Country Status (1)
| Country | Link |
|---|---|
| GB (2) | GB8925194D0 (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2251925A (en) * | 1991-01-11 | 1992-07-22 | Dowty Armourshield Ltd | Protective cover |
| US5195701A (en) * | 1992-02-04 | 1993-03-23 | Willan W Craig | Air cargo container with bomb damage mitigation features |
| GB2262798A (en) * | 1991-12-24 | 1993-06-30 | British Aerospace | An aircraft cargo container |
| GB2262885A (en) * | 1991-12-12 | 1993-07-07 | British Aerospace | Blast absorbing structure |
| US5540402A (en) * | 1993-08-11 | 1996-07-30 | Carducci; Robert F. | Cargo conversion system for passenger aircraft |
| FR2737437A1 (en) * | 1995-08-04 | 1997-02-07 | Perrot Rene | Composite material made from series of flexible leaves - has leaves connected by layers of synthetic resin and fibrous material |
| WO2001034381A1 (en) * | 1999-11-11 | 2001-05-17 | Bae Systems Plc | Reinforcement of a laminated member for an aircraft |
| US6568310B2 (en) * | 2001-10-25 | 2003-05-27 | Timothy W. Morgan | Lightweight armored panels and doors |
| DE102006055377A1 (en) * | 2006-09-07 | 2008-03-27 | Airbus Deutschland Gmbh | Fireproof bulkhead used in aircraft construction, comprises highly porous structure formed as reticulated metallic foam or as highly porous pimple or nub structure coated with intumescent lacquer |
| US7748307B2 (en) | 2006-08-04 | 2010-07-06 | Gerald Hallissy | Shielding for structural support elements |
| CN102853723A (en) * | 2012-03-19 | 2013-01-02 | 西安交通大学 | Novel light composite sandwich protection device |
| US8651423B2 (en) | 2006-09-06 | 2014-02-18 | Airbus Operations Gmbh | Fireproof bulkhead of a highly porous structure with intumescent coating and method for its production |
| CN111678382A (en) * | 2020-05-06 | 2020-09-18 | 吉林大学 | Lightweight impact-resistant bionic bulletproof plugboard |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103640685A (en) * | 2013-12-29 | 2014-03-19 | 陈俞任 | Glass fiber reinforced plastic bulletproof stealth aircraft with aluminum net keel |
-
1989
- 1989-11-08 GB GB898925194A patent/GB8925194D0/en active Pending
-
1990
- 1990-11-08 GB GB9024267A patent/GB2238283B/en not_active Expired - Fee Related
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2251925A (en) * | 1991-01-11 | 1992-07-22 | Dowty Armourshield Ltd | Protective cover |
| GB2262885A (en) * | 1991-12-12 | 1993-07-07 | British Aerospace | Blast absorbing structure |
| GB2262798A (en) * | 1991-12-24 | 1993-06-30 | British Aerospace | An aircraft cargo container |
| US5195701A (en) * | 1992-02-04 | 1993-03-23 | Willan W Craig | Air cargo container with bomb damage mitigation features |
| US5540402A (en) * | 1993-08-11 | 1996-07-30 | Carducci; Robert F. | Cargo conversion system for passenger aircraft |
| FR2737437A1 (en) * | 1995-08-04 | 1997-02-07 | Perrot Rene | Composite material made from series of flexible leaves - has leaves connected by layers of synthetic resin and fibrous material |
| WO2001034381A1 (en) * | 1999-11-11 | 2001-05-17 | Bae Systems Plc | Reinforcement of a laminated member for an aircraft |
| US6568310B2 (en) * | 2001-10-25 | 2003-05-27 | Timothy W. Morgan | Lightweight armored panels and doors |
| US7849780B1 (en) | 2006-08-04 | 2010-12-14 | Gerald Hallissy | Shielding for structural support elements |
| US7748307B2 (en) | 2006-08-04 | 2010-07-06 | Gerald Hallissy | Shielding for structural support elements |
| US8651423B2 (en) | 2006-09-06 | 2014-02-18 | Airbus Operations Gmbh | Fireproof bulkhead of a highly porous structure with intumescent coating and method for its production |
| US9266143B2 (en) | 2006-09-06 | 2016-02-23 | Airbus Operations Gmbh | Fireproof bulkhead of a highly porous structure with intumescent coating and method for its production |
| US9427772B2 (en) | 2006-09-06 | 2016-08-30 | Airbus Operations Gmbh | Fireproof bulkhead of a highly porous structure with intumescent coating and method for its production |
| DE102006055377B4 (en) * | 2006-09-06 | 2017-02-23 | Airbus Operations Gmbh | Firewall of a highly porous structure with intumescent coating and method for its production |
| DE102006055377A1 (en) * | 2006-09-07 | 2008-03-27 | Airbus Deutschland Gmbh | Fireproof bulkhead used in aircraft construction, comprises highly porous structure formed as reticulated metallic foam or as highly porous pimple or nub structure coated with intumescent lacquer |
| CN102853723A (en) * | 2012-03-19 | 2013-01-02 | 西安交通大学 | Novel light composite sandwich protection device |
| CN111678382A (en) * | 2020-05-06 | 2020-09-18 | 吉林大学 | Lightweight impact-resistant bionic bulletproof plugboard |
Also Published As
| Publication number | Publication date |
|---|---|
| GB8925194D0 (en) | 1991-01-02 |
| GB9024267D0 (en) | 1990-12-19 |
| GB2238283B (en) | 1993-08-25 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19991108 |