GB2418185A

GB2418185A - Ball and socket type landing gear for an airship

Info

Publication number: GB2418185A
Application number: GB0417224A
Authority: GB
Inventors: Michael Joseph Zabrana
Original assignee: Individual
Current assignee: Individual
Priority date: 2004-08-03
Filing date: 2004-08-03
Publication date: 2006-03-22
Also published as: WO2006013392A3; GB0417224D0; WO2006013392A2

Abstract

A lighter-than-air airship has self sealing capacity and comprises landing gear having a ball and socket design which is, preferably, filled with lighter-than-air gas and has a socket that may swivel in order to cover the ball during flight to give an aerodynamic shape. A hull of the airship has a wing profile which provides a smaller radar footprint. The airship is provided with a pressure equalisation system for active control of roll and yaw rate between damaged and undamaged sections. The pressure equalisation system comprises a gas distribution valve system which also affords pressure distribution/equalisation with a front section of the airship in order to regain stability and gain maximum benefit from a counter acting flap system. A passenger/cargo compartment that may be raised or lowered is also provided and the airship may be anchored by landing anchors shot into the ground and used to wind the airship down without using ballast. The airship has flat planes on which may be mounted film screens and/or solar panels etc. In another invention a propeller has an outer blade rim which is driven by a belt connected to one or more engines/motors.

Description

Self-Sealmg, I ghter-than-Air Airship with Revolutionary Landing Gear This

invention relates to a Lighter-than-Alr Airship, preferably composing a ser=-rigid hull filled with lghter-than-ar gas, (heremaftcr referred to as Aircraft), a landmg gear arranged so as to be spaced apart equally on Other side of the longitudinally extending central vertical plane of the Aircraft, preferably incorporating an Internally situated, separable, longitudinal cargo/passenger unit with optional mechanism to vary it's position with relation to the Au-craft, while the reinforced structure of the hull composes capsule shaped sealed tubes, a seif-sea] ing system preferably using freely floating objects of various shapes vthn the individual compartments of the Aircraft filled with Dghter-than- ar gas, counter-acting missile flaps, as described In previously published invention - (application GB 0119627.8), a new design of propeller engine with the capacity for centre- less propellers, and an explosive anchoring system, consisting of a re- loadable gun type barrel fitted with an explosive charge above the anchor, with a vertical side slot to enable the carrying through of the belt with it, to enable the An-craft to land, unload, and lift-off In extremely short span of time (approximately five minutes) without the need for regulating the difference between the partially unloaded mass of cargo, by adding on ballast, as Is the case m every other known airshup design to date. In particular, but not exclusively, this invention relates to airships of sem-rigd, parhay rigid, or nod type. the design and positioning of flaps and engines also allows this Aircraft to be preferably flown as a rudderless craft with horizontal turning ability achieved by the control of power to the engines which are side mounted. Manocuvrmg capability Is enhanced by the use of counter-actng flaps, each with the active and Instant capability to act, automatically, or manually, with, or against the other flaps, or individually, as required. Their design enables avoiding a missile lut, or In case of a missile application, a second pass at a target.

The sem-ngld structure of the Aircraft, it's exhreme flexibility, and It's ability to respond instantly to manoeuvre commands, across the spectrum from maximum to extremely slow velocity, Is preferably provided by combining the frame supported hull with inner capsule type tubes that are each filled with lghter-than-alr gas such as helium. These capsule tubes are supported within the overall structure of the Aircraft using laterally positioned, lightweight frames with onfices, blocked against moving forward by the forward most positioned frame. Space in front of this frame, forms an additional compartment provdmg the Aircraft with an aerodynamic front facula, which Is also filled with lghter-than-air gas, which in an instance of frontal impact provides similar properties to an arbag. The shape of the front end of the Aircraft is also designed to facilitate cargo movement by giving the ability to use both ends of the Aircraft for loadmg/unloadmg purposes as well as provdmg a suitable location for pllonug.

Known ghter-than-ar aircraft In the form of airships are mostly using the shape of a Zeppelin (rum) design, or multiples of flus shape, with slight variations, positioned either next to each other, or above each other. Use bas1caily use landing mechanisms composing venous designs or wheels on the underside of the hull to facilitate the landing and talDng-off of the airship. More recently an apparent version of a Hovercraft (rtm) design ("landing skirts") was Introduced. Land.,ng wheels on such airships are maunly in lowered positions when attempting a landing or In the process of taking off, but In some instances can be refracted when the airship Is In fight to reduce drag. Landing skirts used on a more recently presented version of alrshups are optically protudmg from the underside of such an pushup.

The second mentioned landing gear vanahon supports the hull on cushions of air, normally bounded by so-called "skirts" The overall structure of the Aircraft, and each ndTdual capsule type tube, as well as the front section of the An-craft preferably Contain a collection of variously shaped and sized platelets, balls, or Inflated disc shapes, which provide a self-sealing system In the event of a breach of the hull, whether occurring due to an accident, or as a result of attack by bullet/s, musslles, and the like TIus function of the Alrcraft operates on the simple physics principle that the lghtel-than-air gas Is contained In a pressurlsed manner, where If the hull should breach at any time the Lghter-thar!-atr gas will n.lsh out through the breach' and as In an aeroplane with a pressured hull, flus forms a suction drag until outer and Inner pressures are cquallsed Preferably platelets, or other variously shaper objects held withy the multiple lghter-than-air gas filled compartments are then dragged with the flow of escaping gas towards the breach In the skin of the ndidual compart.1nent and form a seal by bemg forced to remain positioned over the breach, similar to the way a cut IS blocked by blood platelets. This allows the Aircraft to be stabtllsed, within a very short span of fume. The pressures w1thm corresponding capsule tubes on each side of the craft, as well as between the two main hull sections, are subsequently equallsed using a multiple valve mechanism. Thus allowing the Alrcraft to complete Its journey, or simply proceed to the nearest safe landing zone In a controlled manner This invention, In comparison to the airships m current use, provides a lghter-than-air Aircraft of semi- ngd construction, preferably Incorporating a landing mechalusm composed of multiple sets of "ball & socket" type units, where preferably two balls inflated with lghter-than-ar gas are held securely in position withm an aerodynamically shaped, lightweight "socket", which IS strong enough to withstand required Impacts, friction, wear and tear caused In process of landing. Nevertheless, although the landing gear balls are securely held in position, they are able to rotate freely. Due to being preferably coated with Teflon (rum), they have an addmonal capability of withstanding Impacts and are given an extended lifespan. The free rotation of the balls w1thm the landmg gear units provides the Aircraft with a hue taxiing ability once landed on surfaces other than water governed directionally by thrust of Its engines. Although the "ball & socket" design Included in the tllushrahons are spherical, It IS stated that tints IS stinply the preferred shape for llushrafion purposes. Any shape that will rotate through a longitudinal plane, such as those for rugby balls, or chair castors Wt] also provide star function suitable for this purpose This composition of landing gear enables landing on venous surfaces, such as water, grass, gravel, sand, rock, concrete, Tarmac (rum) . Tfus capabtllty, when combined with the Aircraft's other features, allows for a larger variety of uses. The landing gear design also, preferably, gives the ability to use the explosive anchoring system by virtue of its shock absorption quakes when substantial impact and frlchon occur during fast, or otherwise complicated landing. It is preferable for uhc socket of the!:3nAg gear ro be one about a joint at either end to enable it to swivel In order to cover the ball components during flight to give a more aerodynamic shape. Tile shape of the Aircraft IS designed to Chemise Its radar footprint. For military applications, the properties of Its basic shape, already very effective, can be enhanced by the application of an appropriate radar wave absorbent matenal.

Preferably, but not exclusively, a small version of this Atcraft could also be used for safety proposes, anchored In place on the structure, in hgh-t1sk environments such as otl-rigs, hugh rise buildings, etc. In a stuanon where it is necessary to evacuate people, they can enter the passenger compartment of the Aircraft to safely leave the area In an Instance where the Aircraft becomes damaged in the process of cvacuahon. It can skill be able to provide passage to a safe location. This is due to its buoyancy, which enables it to be landed on water, at Welch pomt it can move, usmg its engines, over the water Cowing completion of rescue. In either event the low fuel consumption will, In many stuahons, even allow progress to nearest landfall It could replace, or compliment "lifeboats" with a muln-opton survival method.

Embodiments of the nvenhon will now be described, by way of example only, with specific reference to the accompanying drawings. Fig 1 presents an overall view of the basic outer shape of the Atcraft shell, showing the contours of the structure with the aerodynamic styling of the front pornon and the STINT fair nsertcn of preferably same shape cargo hold, or passenger cabin This pornon of the Aircraft, which IS purposely not shown on Me drawing, as it Is obvious from the shape of the Aircraft, IS preferably designed to lank precisely v.7th the shape cut out from the hull, not prou-udng In any way for the purpose of best aerodynamics, but It can also be varied in shape and built with a downwards extension to provide extended vewmg areas for passengers.

tile passcnger/'ca,-go compartment can be fitted with devices, preferably pulleys, or bydralllc arms, i,chou Hi Lie Inca b ctween the outer shell of to Alrc* anal the nbc,7e-tT:enhoned compartments.

Thus allows for the lowering of the compartment during flight, or when In stationary hover position. It

-

( also provides a familtar perspecttve for pilots who are more used to flymg a tradttional lighter-than-atr craft. ThIS is not considered a necessary feature, but where used, provides an alternative, traditional flytng/v1cwmg experience for those who do not wish to use transparent flooring, or artificially generated, side views, provided by externally mounted cameras However, it will be kept as outlined In figure I numbered (1) for cargo type Atrcraft.

In figure 1, Internal cross sections, marked (2) on all composite drawings, can be seen showmg the successive frames made, preferably, of polystyrene plates, reinforced by outer layers of carbon fibre, or I<:evlar (rtm). These are designed for multiple purposes, but basically work as a retainer for the gas-filled capsule tubes to fit Into. This provides for additional reinforcement of the Atrcraft, but it tS also a device enabling the hull to bend and return without damage, therefore It IS a crucial aspect of the hull's structure.

The overall assembly preferably fits together to preferably give a semirigtd Atrcraft that is completely sealed, other than the cargo/passenger compartment, incorporattug, preferably, three main gas-filled compartments' in general. The compartment numbered (3) bemg the front facie of the wing-shaped section of the Aircraft, a compartment as depicted In figure 2, numbered (8), consisting, preferably, of a number of Individual gas-filled capsule type tubes, and a compartment numbered (4), being the space between the capsule type tubes, and the actual outer skin of the Atrcraft In figure 3 the placement of the "ball & socket" type construction of the landing gear, numbered (5) on all composite figures, IS shown from an aerial view, along with the positions of the engines, numbered (6) and the flaps numbered (7). A front view, using the same numbering, Illustrates the positions of the landing gear, engmes and flaps in figure 4. The number of sets of landing gear fitted is dependent solely on the size and planned welght-carryng capability of the Atrcraft. The landing gear perspective IS Reacted clearl'T In figure wash an n1 lT1UT chews in figure. (I. Here It IS possible to clearly see the relationship of the balls to the socket. These, along with the propeller engines, and explosive anchoring system may be sublect to separate dependent patent applications, but are depicted In basic design shapes as a consistent part of tints Atrcraft. In figures 7 and 8 respectively, the basic engine outline IS depicted from a perspective and front view. Neither the engine, nor the flaps, which are separately depicted In figures 9 and 10, are Integral to the Invention, but have been selected and added to the overall views In order to Illustrate the recommended positions of the relevant parts of this design. The front panel of the cargo/passenger carrying section Is preferably glazed, or partially glazed, and fronts the "cockpit" area for piloting of the Aircraft. Individual requirements can be catered for preferably by "bulbng" the structure at top or bottom and structuring the pilot seating accordingly. Preferably, aditttonal viewing capability at rear, or sides Will depend on model and proposed use.

The new design of propeller driven engine, which Is expected to be subject to a divisional filing and is only outlined in figures 7 and 8, functions on the basis of, preferably, two separate electro- motors/combustton engines, 1ndcpendently providing rotational force to separate drive shafts, positioned at 180 degrees about the central pomt of the propeller assembly. The drive shafts simultaneously propel from both sides the centrally positioned housing, mcorporahng the rotor blades, by means of one drive belt, which finks the whole revolving assembly. Additional aunount of rotational force Is enabled by the use of passive magnetic bearings surrounding the cenurally located propeller homing The number of propeller blades IS optional. and IS restricted solely by the resultant capacity of the now sideways installed combustion cngmes/elechro-motors, which themselves double the rotational force of the previously centrally held single elechro-motor/combustton engine. The basic engine outline shows an extension finked with the hull of the =craft. However, this IS fitted on the Inside of the Aircraft hull with a centrally revolving gear cog, which IS in turn driven from Its side through the means of a parha1 opening In the shaft casing by an elecho- motor located m lateral position next to it This principle gear cog assembly enables the sdeways/horlzontally positioned complete engme assembly to rLLrn 80 defies iG-i-isC//aI-.t; clociwvse Inroad He lateral arms, in Seaport of the Aircraft hull by means of passing through the primary rotational force to the hollow shaft connecting the engine with the Aircraft hull. The outer engine casng/holder, which forms, preferably, a 200 degree arc, preferably, degrees either side of the central axis of the engine, Incorporates two hollow swivel shafts also fitted with gear cog assembly each side respectively. Both these shafts are then driven by two smaller electro-motors Installed within the "arms", which even though forming one part, are optically facing each other at opposing sides of the engine, seemingly thereby bemire also nsihnne nt 19() honoree ( 5 - themselves in a screw like moron into the ground to achieve magnum load carrying capability and grip. The counter mass of the unloaded cargo IS then evenly distributed, during patterned unloading, between all the anchors, which mnmses the stress on the Arcraft's hull structure. Preferably, belts Incorporated within the mechanism on spools are then reeled in to bring the Aircraft into contact with the ground in a rnmum span of time. The Aircraft is then held totally steady while unloading, and once this process Is completed, the anchors are disengaged preferably using explosive bolt devices Instantly, resulting in rapid ascent. The anchors can be left In place, in the ground and new anchors loaded, so that the process can be repeated at the next landmg site. this Is particularly useful in situations such as delivery of combat units Into battle zones. As there is no ballast it would be necessary to release a substanha1 amount of 1lghter--than-ar gas for subsequent landing at base, and gas replacement before taking off again. However, it is crucial to note that this contraption is for optional use only, as it Is apparently more economical to land in one place and hold a stable position by simple adjustment/rotaton of flaps and engines, while the cargo unloading process would then result In taking on ballast. Nevertheless, if people/supples were being delivered ultO a hugh-risk area such as a combat zone it is critical to achieve the most stable and expedient landing and take offpossble. With preferably smaller versions of the Aircraft that would be used for pleasure trips, or other activities where normal load variations do not compare to that of cargo Carrying, the ad1ustmcnt/rotaton of flaps and engines is sufficient to enable the landing, and subsequent restraint of Tne Aircraft on the ground without the necessity of taking on ballast In exchange for unloaded mass.

An additional function of the design allows the extensive flat surfaces of the Aircraft, preferably on three planes, to be used to mount preferably full area, lightweight I,CD or Plasma screens, externally.

This would allow playing of DVI)'s, or any other type of media to be viewed by audience. The uses range preferably from Advertlsmg to Public Information, etc., and are looted only by the Imagination.

The dimensions shown on the figures are simple proportions and for best function of the Aircraft it is preferable-i use aliymultiple-ofven proportions wit.Uthc--addtioncapacty-to-vary-length-by=- to one-third additional length without a requirement to vary width, or height. The diameter of the "ball and socket" landing gear may also be varied with size, as Instead can the number of sets used. Naturally, lift capacity varies with size, as maximum speed is dependent on a combination of size, load, and number/type of engules used, etc. Preferably, the illustrated propeller engines, or any other suitably constructed, have full rotational capabilities in all directions, to act together, or In conjunction with the flaps in order to overcome the basic airship problem of lack of control, which usually manifests Itself best at low speeds, or In adverse conditions The choice of engines will, understandably, vary with the requirements of the main use of each, uldvdual Aircraft. Other than those engmes shown in the Illustrations the Aircraft will function with any other type of propeller type engine, solar power driven electro- motors, and can even be used successfully with let engne/s, whuch will give the capacity to increase speeds to those comparable to an aeroplane. However, the use of the design will still give the 1rnmense fuel savings and "floating" safety in the event of engine failure that no let, or propeller engme powered aeroplane, currently available, possesses.

It Is stressed that the wing shaped front section of the Aircraft enables It to fly with any of these engines, even without the preferable benefit of "lghter-than-ar" gases however the fuel efficiency and major benefits come from the Inflation of the structure using a gas such as helium both because of its lightness and because of Its and Inflammatory properties, which act as protection for the passengers and cargo.

Claims

1. A lghter-than-air Airship having enclosed, gas-filled components and hull where the front of the airship is aerodynamically shaped to a wing type profile, whose design gives a smaller radar footprint, and 1ncorporatcs landing gear that comprises a "ball and socket" design, whuch IS, Itself, preferably filled with 1lghter-than-alr gas; along with an Integral passenger/cargo carving compartncot.

2. 'en Anblui, sibbtanLIaLy as in clang 1, mat incorporates a seif-seanng tuncuon that maxuruses safety by restricting gas loss when the hull IS breached

3. An Airship, substannallTT as In claim 1 & 2 with pressure equallsahon system for the active control of roll and yaw between corresponding, damaged and undamaged, sections given by a gas distribution valve system, this stabllisanon mechanism In addition includes pressure dshlbuhon/equaltsaaon with the front section of the Aircraft In order to instantly regam stably of the Aircraft and enable maximum benefit from the installed counter-actng flaps system.

A. ran Catnip, substantially as aesctlbed In claims I, 2, aria a, with the ability to raise and lower the passenger/cargo compartment.

5. An Airship, substantially as described In claims 1, 2, and 3, where the "socket" mounting for the landing gear is rotational about a Font at either end to enable It to swivel, In order to cover the ball components during flight to give a more aerodynamic shape.

G. An Airship, substantially as described in claims 1, 2, and 3, where the flat planes can be used to mount screens for showing film, video and any other media composihc>ns to an external audience.

7. An Airship, substantially as In claims 1 - 2, using a propeller structure thatis drive l by one or mv'c engnes/motors that drive a belt on the external circumference of the propeller run as opposed to being driven by a central shaft rotating mechanism

8. An Arshup, substantially as In clanns 1 & 2, that can be grounded rapidly by the 1ncorporahon of landing anchors that are shot into the ground and used to wind the craft down, allotting it to function and unload without taLmg on ballast.

9. A propeller, where propeller blades are fitted with an outer, rim that IS driven by one or more engnes/motors that drive a belt on the external circumference of the propeller rim as opposed to being , UllVC11 I)y a ccllua1 snalL roll LUl[,T lilecilalllbtil

10. A propeller, substantially as In claim 9, that Is cenhre-less.

11. An rshlp, substantially as In claim 1 & 2 that can be driven by solarpowered engme/s; having an appropriate external profile, whuch gives a sufficlelat effective area for the mounting of the required solar panels, with the ability to achieve maximum energy potential

12 An Airship, substantially as In claim 1 & 2 that Is capable of bemg powered by et-engine/s, with a benehclal side ettect of unprovmg aerodynamic characterlshcs by ncreasmg suction behmd the Airship over its outer surfaces, thus galrung additional that.

13. An Airship substan-tial-' as ill claw 1, =..'hick has co! Go! e-knced by the lose of co'n+.er-ac+n multi-dectional flaps that were first referred to in patent application GB 01 19627.8.

13. An Airship, substantially as In clam 1, which has control enhanced by the use of counter-acting mulh-drectlonal flaps that were first referred to In patent applicator GB 0119627..

Amendments to the claims have been filed as follows 1. A lighter-than-air Airship having an envelope containing multiple, enclosed, gas-fled components inside the larger outer, gas filled envelope, and also having a hull where the front of the airship is aerodynamically shaped to a wing type profile, whose design gives a smaller radar footprint, and incorporates landing gear that comprises a "ball and socket" design, which is, itself, preferably filled with lighter-than-air gas; along with an integral passenger/cargo carrying compartment.

2. An Airship, substantially as in claim 1, that incorporates a selfsealing function within the inner tubes by use of floating platelets that maximses safety by restricting gas loss when the hull is breached.

3. An Airship, substantially as in claim 1 & 2 with pressure equalisation system for the active control of roll and yaw between corresponding, damaged and undamaged, sections given by a gas distribution valve system, this stabilization mechanism in addition includes pressure distribution/equalisation with the front section of the Aircraft in order to instantly regain stability of the Aircraft and enable maximum benefit from the installed counter-acting flaps system.

4. An Airship, substantially as described in claims 1, 2, and 3, with the ability to raise and lower the passenger/cargo compartment.

5. An Airship, substantially as described in claims 1, 2, and 3, where the "socket" mounting for the landing gear is rotational about a joint at either end to enable it to swivel, in order to cover the ball components during flight to give a more aerodynamic shape.

6. An Airship, substantially as described in claims 1, 2, and 3, where the flat planes can be used to mount screens for showing film, video and any other media compositions to an external audience.

7. An Airship, substantially as in claims 1 & 2, using a propeller structure that is driven by one or more engines/motors that drive a belt on the external circumference of the propeller rim as opposed to being driven by a central shaft rotating mechanism.

8. An Airship, substantially as in claims 1 & 2, that can be grounded rapidly by the incorporation of landing anchors that are shot into the ground and used to wind the craft down, allowing it to function and unload without taking on ballast.

9. An Airship, substantially as in claims 1 & 2 that incorporates a propeller, where the propeller blades are fitted with an outer, rim that is driven by one or more engines/motors that drive a belt on the external circumference of the propeller rim as opposed to being driven by a central shaft rotating mechanism.

I 0. An Airship, substantially as in claims 1 & 2 that incorporates a propeller, where the propeller blades are fitted with an outer, rim that is driven by one or more engines/motors that drive a belt on the external circumference of the propeller rim as opposed to being driven by a central she* rotating mechanism and the said propeller is centre less.

11. An Airship, substantially as in claim 1 & 2 that can be driven by solar-powered engine/s; having an appropriate external profile, which gives a sufficient effective area for the mounting of the required solar panels, with the ability to achieve maximum energy potential.

12. An Airship, substantially as in claim 1 & 2 that is capable of being powered by jet-engine/s, with a beneficial side effect of improving aerodynamic characteristics by increasing suction behind the Airship over its outer surfaces, thins gaining additional thrust.