GR1009307B - Fire-fighting method applied via a fire-fighting tube carried by three flying multi-propellr aircrafts - Google Patents

Abstract

Novelty: an air-born fire-fighting system is disclosed. Technical features: three flying multi-propeller vehicles and an air-born fire-fighting tube connecting the water sources to the fire front. The flying vehicles (1,3) retain the front and rear ends of said fire-fighting tube which hangs, via netting, from the rope 1 being held and controlled by the radially-arranged ropes of the automated rope reels. Hanging from the vehicle 3, the main water pump absorbs the necessary water quantity to be supplied to the fire-fighting tube and therefrom discharged via an automated hose or vat on the fire front. The flying vehicle E is the main vehicle and is characterised by one main propeller 1 and two auxiliary main propellers (2,3) rotated by independent motors in the opposite direction with regard to the main propeller 1 while the propellers (4,11) are assisting the automated navigation of the main vehicle E. The flying vehicles (A,D) constitute two alternatives of the main flying vehicle E.

Description

Fire Extinguishing Method Via Airborne Fire Hose From Three Flying Multi-Propeller Vehicles

The upward trend in the Earth's temperature, due to the greenhouse effect, is now developing into a global concern, which as a result brings significant climate changes with an increase in extreme weather phenomena. One such negative development is the increase in fires around the world in forested areas and beyond. The intensity, the extent and the large number of fires that break out especially in summer periods, increasingly look like an asymmetric threat to humanity, with huge costs in human lives, the economy and the ecosystem. Only in our country, from the data provided by the fire service for the last decade, the effects of fires are dramatic. Dozens of people have lost their lives, hundreds of houses destroyed and tens of thousands of acres of forest and crops burned. The damage to the flora and fauna of our country is incalculable, but also industrial sites, settlements, military installations and even archaeological sites were seriously endangered. All the above effects from the fires must raise the awareness of every citizen and concern the authorities of the state to show maximum interest not only to limit the causes that cause the fires, but also the continuous support for upgrading, preparedness and increasing efficiency. of the fire brigade. My work, in the form of a patent, which I present below, has to do with this sensitivity and reflection.

In extinguishing a fire, the reaction time from the moment of its occurrence, the access of the fire hose to the place of the fire, but also the persistence, i.e. the continuous extinguishing until the fire is extinguished, are the main factors in the effectiveness of the extinguishing. Until today, the fire brigades are trying to improve the above factors and act effectively to extinguish the fires, many times even sacrificing their lives and we are all grateful for that. On the other hand, seeing the great disasters and effects we have from fires, the gaps in technology that do not offer more flexible and effective methods and equipment for extinguishing fires appear.

Ground forces limit their action, mainly to the protection of inhabited areas and immediate intervention at the beginning of a fire. When the fire develops in a large front, in a wooded area and with strong winds, the forces on the ground are unable to deal effectively with extinguishing and limiting it. In the weakness of the action of the firefighting forces, the limitation of visibility due to the darkness and the intense smoke caused by the fires have a negative effect. Their risky action in such cases traps them, endangering their lives and expensive equipment.

The air forces with the speed that characterizes them essentially contribute to the extinguishing of a fire both at the beginning of the event and after its development. But even in them, despite their development, weaknesses appear such as:

-Long distances from the water supply point.

-Difficulty in supplying water.

-Breaking of water with intervals and with difficulty of visibility.

-Difficulty extinguishing in strong wind conditions.

-Refueling with fuel only at airports.

-Precise equipment such as airplanes and helicopters.

The new method that I present below surpasses the methods and equipment used by the firefighting forces to date, significantly and substantially improving the basic factors of extinguishing such as access to the space, reaction time and persistence of extinguishing. Thus the new method ensures:

-Maximum possibility of access to any point of occurrence of a fire.

-Improves and reduces to a minimum the reaction time of the fire brigade from the moment of notification until the moment when they start extinguishing.

-Due to the many propellers of the flying vehicles, absolute automation and quick balancing of all the forces acting on the flying vehicle is ensured, ensuring maximum extinguishing capability regardless of the weather conditions.

-Protects human resources, since at the front of the fire and at the dangerous extinguishing points, operates the first and follows the second unmanned multi-propeller flying vehicle and at a distance of up to -1 km from the fire, operates and guides the fire extinguishing operation the third manned multi-rotor flying vehicle.

-Saves time since refueling can be done in the air and close to the business area.

-Eliminates the failure of water bursting at the necessary extinguishing points regardless of day / night visibility or the dense smoke of fires.

-Ensures the necessary persistence, i.e. continuous extinguishing, since it aerially connects the fire hose to the water sources or the fire extinguishing material.

The sources of water can be natural such as lakes, seas, rivers, but they can also be artificial such as designated points by the fire department, mainly inside residential areas but also outside them. When we talk about forests, they are always accompanied by a rich water table, so even prefabricated water sources from the fire brigades will not be a difficult task. The fire extinguishing material can be supplied to the flying multi-propeller vehicles, from the ground tankers of the fire brigade, which follow the extinguishing operation.

We will begin the description of the new fire extinguishing method with a brief description of the attached drawings and then with a more detailed description of the members that make up the new fire extinguishing system.

In vehicle 1 we present three multi-propeller flying vehicles (ΠΙ1), (ΠΙ2), and (ΙΠ3) which hold a long fire hose (ΠS), the two ends of which are held by the flying vehicles (ΙΠ1) and (ΙΠ3) ), while its entire length is held by means of the radial ropes (AS ) of the automated reels (AK ) of (YP2) . Figure 1 shows the flying vehicle (YP3) through the main pump (AN ), where it is mounted on a floating base (PB ) adapted for all environments, which absorbs water from a natural water source (PN ) where through of the vertical fire hose (KPS) raises it to an altitude of up to 500 m, where through the auxiliary suction and pressure pump (BAN) it feeds the long, up to 1 km, flying fire hose (PS), which hangs through a grid ( PG ) under the main rope (S1 ) which you control and hold bone the radial ropes (AS ) of the automated reels (AK ) of the flying vehicle (YP2) and then the fire hose (PS ) feeds the automated hose (AM ) or the water bucket (K) where they are placed at the bottom of the vehicle (YP-1), from where they throw the water on the fronts of the fires (ΠΠ).

In figures 2 and 3 we present the new fire extinguishing system in dynamic operation where the distance of the fire fronts (MP) is less than Icm from the water sources (PN) and the use of the flying fire hose (PS) is configured according to the distance in the form undulation as shown in figure 2 or in the form of an upward arc as shown in figure 3, where the main control of this function is done by the automated reels (AK ) of the flying vehicle (YP2). controlling the distances of the radial ropes (AS ) which hold the entire length of the fire hose (PS).

In figure 4 we present in more detail the flying vehicle (YP1) in which we see two main parts, where the first part has to do with the multi-propeller flying vehicle (YP-E) which ensures the automated remote-controlled flying operation of the entire flying vehicle (ΙΠ1) and the second lower part which is the automated mechanism for breaking water on the fire fronts (ΠΠ) through the automated hose (AM ) or the bucket (K ) where it hangs below it and serves to break a concentrated mass of water in the most hot spots of the fire. In addition, we also show the retention of the front edge of the fire hose (PS) through the main rope (S1) and the looser connection of the water hose (KSN), the fuel hose (SK) and the optical fiber (OI), avoiding thus the holding and swinging forces which are absorbed by the main holding rope (S1) through the mesh (PG).

Figure 5 shows the flying vehicle (YP2) where it also consists of two main parts, where the first is the multi-propeller flying vehicle (YP-E) which ensures the automated remote controlled operation of the entire flying vehicle (YP2) and the second shows the mechanism of the automated reels (AK1....AK9 ) which through the radial ropes (АС1....АС9 ) control the retention and handling of all the fire hose (PS) which hangs below the main rope ( ΣΙ) through the mesh of ropes (PG), which is connected to the radial ropes (ΑΣ1...ΑΣ9) through smaller radial ropes of the nodes (Κ1...Κ9).

Figure 6 shows the flying vehicle (YP3) which consists of three main parts, where the first is the multi-propeller flying vehicle (YP-E) which ensures the automated flying function of the entire flying vehicle (YP3), the second part it consists of the auxiliary water absorption and pressure pumps (BAN) and fuel (BAK), while the third part is made up of the main water (KAN) and fuel (KAK) pumps which are placed on a floating base (P B ) which you can adapt to various environments and hangs below (YP3), where through the main water pump (KAN) the water is absorbed from its natural or artificial sources (PN) or through the water valve (BN) the absorption of water from the fire brigade tankers or from the water supply points specified by the fire service, while through the fuel valve (BK) liquid fuel is absorbed from the fire brigade tankers for refueling in the air a of flying vehicles (ΠΙ1, ΠΙ2 and ΙΠ3).

Figure 7 shows the multi-propeller flying vehicle (YP-E), which is the main flying vehicle in the construction of the three flying vehicles (YP1, YP2, YP3) and ensures their fully automated, remote-controlled, flying operation. The basic flying, multi-propeller vehicle (YP-E), as shown in figure 5, consists of the main propeller (E1) which receives torque from the main engine (Meli) and ensures the main lifting force. The two main auxiliary propellers (El2) and (El3) which receive torque from the respective engines (Mel2) and (Mel3) by rotating in the opposite direction of the main propeller (Eli), where they not only balance the torsional force where it causes, but they help with their power the main lifting force and with the possibility of differentiation they enable the automated movement, forward-backward course of the flying vehicle. The propellers (E4, E5, E6, E7, E8, E9, E10 and E11) which get torque from the respective electric motors (Em4, Em5, Em6, Em7, Em8, Em9, Em10, and Em11) where, with their targeted independent operation, they create the necessary forces for absolute automated, flying navigation and the quick reaction for ensuring the flying balance of the flying vehicle (YP-E) from the necessary operating forces or the different in size and direction wind forces where they are exerted on it. The four hydropneumatic legs (YS1), (YS2), (YS3) and (YS4)) ensure the stable support of the entire flying vehicle (YP-E) during its take-off and landing. The tanks (DK) and (DA) serve respectively to store fuel and fresh air, necessary for the operation of the internal combustion engines (Mel1), (Mel2) and (Mel3).

Vehicle 8 shows the layout of the automated operation and logical processing of various measurements and commands in a logical local circuit which ensures the fast processing of the above data and their conversion into automatic controllers of the forces of the engines (Mel1), (Mel2) and (Mel3 ) and electric motors (Em4. Em11).

The main electronic measurements from:

-The electronic protractor (Imka) measurement of the call left-right of the course of the flying vehicle (YP-E).

-The electronic protractor (Emkp) measurement of the forward-backwards call of the flying vehicle's course (YP-E).

-The electronic protractor (Ima) measurement of the azimuth of the course (YP-E).

-The electronic meter (Emy) measuring the height of (ΙΠ-Ε) separately for (ΙΙ1), (ΙΙ2) and (ΙΙ3) automatically calculating the difference in style between (ΙΙ2) and (ΙΙ1) or (ΙΙ2) and (YP3).

-The electronic meter (Hima1) measuring the distance of (YP-E) from a fixed point on the horizon.

- The electronic counters (Hima2), (Hima3), and (Hima4) measuring distances respectively (Π1) to (Π3), (Π1) to (Π2) and (Π2 to Π3).

They feed continuously through the electronic measurement adjustment unit (EMU) / the local central unit (LCU) for calculating the data, which also calculates the selected flight conditions (ECF) with the manual commands (XE) of the operators (YP3) for the flight status of flying vehicles, determines, through the output unit (ME), the size and polarity of the various outputs such as:

- Controllers (AM1), (AM2), and (AM3) for the amount of fuel supplied to the respective engines (Mel1), (Mel2) and (Mel3).

-The controllers (AM4 ), (AM5 ), (AM8 ), (AM9 ), (AM10 ) and (AM11) for the size of the polarity of the supply voltage of the respective electric motors (Em4 ), (Em5 ), (Em8 ), ( Em9 ), (Em10) and (Em11).

- The controllers (ΑΜ6 ) and (ΑΜ7 ) for the size of the supply voltage of the respective electric motors (ΕΜ6 ) and (ΕΜ7 ).

Figure 9 shows the direction of the forces produced by all the propellers of the flying vehicle (ΙΠ-Ε), of which F1, F2, F3, F6 and F7, where they are generated by the corresponding propellers (Ελ1), (Ελ2), (E3) , (E6) and (E7) are of constant upward lifting direction, while F4 , F5 , F8 , F9 , F10 and F11 are of alternating direction depending on the calculation of the local central computing unit (CMU) and determine the possibility of automated navigation of the multi-propeller flying vehicle (YP-E).

Figure 10 shows the electronic call measurement meter, where it consists of a light source (LED) type, the tubular light indicator (ΔΦ) with its weights (ΝΔ) and the arc of the photodiode (TΔ) where it characterizes that the photodiode stimulation surfaces (PHS) are placed perpendicular to the line of the arc to fit as many as possible, in order to increase the accuracy of the electronic measurement.

Figure 11 shows a typical electronic design of the implementation of the electronic meter of the call, where the light source is a photodiode (PV) of LED type which is fed by a constant voltage source with direct current (The) the (+) and (Ar) the (-), the same as the electronic arc (TD) of the photodiodes (FD), which is polarized using the resistors (R1...Rn) and (R'1...R'n) where the each of which feeds the data adaptation unit (DPU).

Figure 12 shows a logic electronic circuit which by the use of logic gates (AND) and (NOT) we obtain greater accuracy of the electronic call meter in the intermediate measurements of the unit when the light indicator (ΔΦ ) simultaneously excites two related photodiodes (Φ ) of the photodiode arc (TD ). The three digital inputs (iS1), (iS2) and (iS3), where they represent the excitation state of the photodiodes (PV) with state (1) excited photodiode and (0) state of rest, feed the electronic logic circuit where at its output it will intermediate values are ensured, e.g. (1.5) or (2.5), when the light index (ΔΦ) simultaneously excites two related photodiodes. This circuit has the significance that, unlike other ways of calculating this phenomenon, it ensures the immediate determination of the intermediate value, avoiding the time delays from the calculation of the local host computer (TMY), where the time - calculation of the other necessary measurements is very critical since it has to do with the calculation of the forces to quickly enforce the flying balance of the flying vehicle (YP-E).

Vehicle 13 shows an automatic mechanism for relaxing the power supply cable (σ2 ) or a water supply pipe , a hanging object (KB ) in relation to the taut rope (σ1 ) where it holds the entire weight of this object, thus protecting the cable (σ2 ) or the tube from the large holding forces which correspond to the main holding rope (σ1 ) during the raising and lowering of this object. Consisting of two constant speed motors of which one (μ2 ), using a simple arrangement of gears small (γ1 ) to large (γ2 ,) ensures the necessary force of holding and raising and lowering the entire weight of the object (KB ) where it hangs through the reel (Ka1 ) and the rope (σ1 ), while the other motor (μ1) through two gear arrangements or a large (γ5 ) to small gear arrangement (γ6 ), ensures the fastest unwinding of the cable (σ2 ) in relation to the rope (σ1), while the other arrangement of the gears, small (γ3) to large (γ4), determines the slow winding of the cable (σ2), through the spool (Κα2), in relation to the rope (σ1) during the of uploading the hanging object (KB). The activation of one or the other device is done automatically using the ratchet bearings (p3 ) and (p5 ) opposite to each other.

In figure 14, we present a new type of flying vehicle (YP-A), where it radically changes the idea of lift as we have known it up to now, benefiting us in two major advantages:

- The use of the most efficient part of a propeller in creating the lifting force.

- The transition from the conical instability of today's helicopters during take-off and in the air but also during their landing, where the whole helicopter hangs under a large propeller, to the cylindrical stability where the two main propellers, one above the other, not only ensure a strong balanced lift force but they hold, spread and hug the flying vehicle within the perimeter of the circle where they spin.

In the figure we see the cylindrical body (Ksa) of the flying vehicle (YP-A), where below the top and below the middle two main large propellers (Ela1) and (Ela2) rotate opposite to each other, which are placed on respective metal rings (MD1 ) and (MD2 ), which are supported by means of bearings (ra ) on the perimeter of the cylindrical flying vehicle and rotate against each other by the force exerted by the high pressure of the liquid, where hits the small propellers (with ) which are placed below and on the outside of the metal rings (MD1 ) and (MD2 ) in two points (Mka1 ), (Mka2) and (Mka3), (Mka4) opposite each other of each metal ring. Also in figure 14 we show the propellers (Ela3) and (Ela4) placed left and right at the bottom of the flying vehicle and (Ela5), (Ela6), (Ela7) and (Ela8) placed front to back at the bottom of the flying vehicle where they serve for the automated navigation of the flying vehicle (YP-A). The entire flying cylindrical vehicle rests on six hydropneumatic legs (Psa) placed at the bottom of the flying vehicle (YP-A).

In diagram 15 we show one of the four points (Mka1), (Mka2), (Mka3) or (Mka4) of the flying vehicle (YP-A) where the rupture of pressurized liquid occurs which, hitting the small propellers (with ), which it is part of the metal rings (MD1) or (MD2) placed on the bottom and outside and around their perimeter. On the other hand we see the support bearings ( ρα1...ρα5 ) placed above and below the circular fixed support base, where it is one with the main body of the flying vehicle (YP-A). In figure 15 we also show the points (Spli . Spl5) where the pressurized lubricating oil in the form of a spray continuously lubricates the bearings (ra1....ra5). While (Pal1) and (Pal2) are oil absorbing faunas and (Pani) and (Pan2) are water absorbing faunas.

In figure 16 we show the water pipelines of the flying vehicle (YP-A), where the pressurized water pipelines (SPN) transport the highly pressurized liquid, water, from the pressure vessels (Pna1) or (Pna2), where they are driven by the respective engines (Ka1 ) and (Ka2) in the drive mechanisms of the propellers (Mka1), (Mka2), (Mka3) and (Mka4). The pipes (SAN) transport the absorbed water from the water traps (Pan1) and (Pan2) of the corresponding mechanisms ( Mka1....Mka4) and through the refrigerators (ψn) and the decompression and ventilation spaces (APN) they send it back to the water tanks (Dna1) and (Dna2) of the corresponding pressurizers (Pna1) and (Pna2). The pressurized oil piping (Spl) transports the pressurized oil to the sprayers of the mechanisms (Mka1...Mka4) where the bearings (ra1. ra5) of each mechanism are continuously lubricated and cooled, and then through the oil absorption traps (Pal1) and ( Pal2), of the absorbed oil transfer pipes (Sal) and the oil cooler (pl), send to the tanks of the corresponding oil pressures (Pla1) and (Pla2).

In figure 17 we show the flying multi-propeller vehicle (YP-D), where four independent propellers (Eld2), (Eld3), (Eld4) and (Eld5), which are driven by respective independent engines (Kd2), (Kd3) , (Kd4) and (Kd5), rotate in the opposite direction of the movement of the central large propeller (Eld1) which is turned by the power of the engine (Kd1). The propeller (Eld1) ensures the high lifting force, while the smaller propellers (Eld2...Eld5) ensure the compensation of the torsional force of the main propeller (Eld1) and the automated tele-navigation of the flying vehicle (YP-A).

In figure 18 we present the fire hose (PS) where the main rope (SI) holds through the mesh (PG) the entire fire hose, while from the top through the radial ropes of the nodes (K1....K9) and the of main radial ropes (ΑΣ1...ΑΣ9) are held and controlled by the mechanism of the automated reels (AK) of the flying vehicle (YP-2). The lower rope (S2) wraps through thin fibers and holds the entire main water pipe (KSN), where at the top of its cross-section it also holds the fuel pipe (SK) and the optical fiber (OI).

The fire extinguishing system through an airborne fire hose from three or more multi-propeller vehicles, as shown in figure 1, 2 and 3, is based on:

1) -Three basic flying, multi-propeller vehicles (YP1), (YP2) and (YP3).

2) - Flying Airborne Fire Hose (PS).

FLYING MULTI-PROPELLER VEHICLES

The ability to airlift and use a long fire hose with existing aircraft is difficult and impossible.

- The airplane, a slow flying vehicle, whose lifting power is based on the high speed where its aerodynamic wing cuts the mass of air creating the pressure difference between the lower and the upper side of the wing, cannot meet the needs of lifting, transportation and use of the flying fire hose. The high speed and fragile flying balance that characterizes it, are unable to respond and balance the fast and variable forces of lifting, marching and extinguishing that characterize the fire extinguishing method we describe.

-The helicopter, another flying vehicle through which its lift is based on the rapid rotation of a main propeller and the balancing of the twist caused by a second tail propeller, thus ensuring a high lifting force and low ground speeds, seems to solve some of the needs that we have in the firefighting method that we analyze such as vertical lifting and low speeds. However, the fragile balance that characterizes it due to a helix (a dynamic direction), cannot quickly and effectively balance the variable forces of the weight of the fire hose but also of the different wind forces, with different sizes and directions, exerted over the flying vehicle and fire hose.

- Drones, these new unmanned flying vehicles, give an idea of flying automation and complex flying balance, but they are absolutely weak KOL will remain so since they lack a central propeller where it will ensure the great power of thrust and lift. Drones cannot meet the high lifting forces we need in the firefighting method we are analyzing, so they will remain flying vehicles for advertising, propaganda, film, police and information purposes, as we have seen them to date.

To support the method of aerial transport and use of a fire hose we must rely on the creation and construction of an aerial vehicle that ensures:

- Great lifting power.

- Fast and slow movement.

- Quick and immediate balancing of the flying balance from variable forces of the vehicle's weight, the fire hose's weight, but also the variable wind forces exerted on the flying vehicle and the flying fire hose.

- Fully automated and remotely controlled navigation and action of the flying vehicle, to be able to operate effectively, without endangering the operators in the dangerous environments of the fires.

To ensure these specifications of a flying vehicle that will support the firefighting method we are analyzing, we propose three types of flying vehicles:

- Flying vehicle type 1 with abbreviation ( YP-E ), figure 7 .

- Flying vehicle type 2 with abbreviation (ΙΠ-A), figure 14.

- Flying vehicle type 3 with abbreviation (ΙΠ-D), figure 17.

TYPE 1 FLYING VEHICLE ( YP-E) .

The flying multi-helix vehicle ( YP-E ) as in figure 7 forms the basis of the new firefighting method I present. In its description and analysis we will be more detailed in relation to the other types, since (ΙΠ-Ε) is more close to the theories and practices applied to date.

The multi-propeller flying vehicle (YP-E) figure 7 is the basis of the three multi-propeller flying vehicles (YP1), (YP2) and (YP3) figure 1, 2 and 3. Despite the similarity that all three have these flying vehicles perform separate tasks. For our convenience in their description and analysis, we call them:

- (ΙΠ1), the first vehicle on the left of Figure 1.

- (ΙΠ2), the middle vehicle of figure 1.

- (ΙΠ3), the vehicle to the right of Figure 1.

All three multi-propeller flying vehicles (MP1), (MP2) and MP3 ensure smooth, automated lift-off and movement from the standby base to the fire front (FP), synchronized with each other and guided by the manned aerial vehicle operators (ΙΠ3) and the operations center of the fire service.

The flying multi-propeller vehicle (YP-E) is the basic vehicle on which the construction of (YP1), (YP2) and (YP3) is based.

- Through the different forces with different directions created by the three main helices (E1), (E2) and (E3) but also the eight auxiliary ones (E4...E11) of ( YP-E ) can balance the variables forces with different directions of the load, the wind and also the oscillations created by the retention of the long fire hose (PS).

The flying vehicle (YP-E) as shown in Figure 7 consists of:

- Central propeller (El1), which ensures the main lifting force of the flying vehicle (YP-E). Its size will be determined according to the size of the flying vehicle, the force that will be needed to lift it and in relation to the tasks that it will solve according to the flying vehicles (ΠΙ1), (ΠΙ2) and (ΙΠ3). Its aerodynamics will be based on the best theories and practices that until today are based on the construction of propellers, which have great performance and maximum resistance to strong winds.

- Vertical metal shaft (Al1) which holds the main propeller (El1) and rotates with it by the power of the main motor (Mel1). The vertical angle of this axis (Al1) with respect to the horizontal plane of the multi-helix vehicle is fixed and does not move separately inside the (YP-E) but together with it. So its construction will be much simpler than the complex axis displacement system used by today's helicopters.

- Support base (Al1) of the main axis (Al1). Its construction will ensure the vertical support of the main axis (Al1) but also its rotation within it.

- Main auxiliary propellers forward (El2) and rear (El3). These two auxiliary propellers, smaller but comparable to the central propeller, ensure three important functions:

a) Balancing the twisting force of the flying vehicle (YP-E) from the rotation of the central propeller (El1), eliminating the tail propeller that accompanies today's helicopters. The direction of rotation of these two helices is opposite to the direction of rotation of the central helix (E1).

b) They ensure the forward or backward course of the flying vehicle ( YP-E). By increasing the revolutions of the rear propeller (El3), the force P-3 increases, figure 9 and as a result the flying vehicle (YP-E) leans forward taking with it the axis (Al1) of the central propeller. Thus the direction of the force thrust of the central propeller (E1) changes forward angle causing a forward change in the component of the forces F-1 and the weight of the flying vehicle (YP-E), thus eventually drifting the flying vehicle in a forward direction.

c) It helps in the general lifting force of the flying vehicle (ΙΠ-Ε) since the direction of these forces F-2 & F-3 coincides with the direction of the force F-1 of the central propeller (Ε1).

FI construction of the two propellers (El2) and (El3), with autonomous movement of each one, enables automated control of the forward and backward movement of the flying vehicle (YP-E), since the existence of the pilot is not necessary as in the helicopter, but only by changing the gears in the motors (Mel2) & (Mel3), the flying vehicle (YP-E) makes a corresponding course forward or backward. The propellers (El2) & (El3) take part in the automatic balancing of the flying vehicle (YP-E) when this balance is suddenly changed by the forces of the air.

-Vertical axes (Al2) and (Al3) where the auxiliary main propellers (El2) and (El3) are respectively supported, which rotate in the opposite direction from the central propeller (El1). These OL axes pass the circular, kinetic force respectively from the motors (Mel2) and (Mel3).

- Support bases (Bl2) and (Bl3) of the vertical axes (Al2) and (Al3) on which the auxiliary main propellers (El2) and (El3) are installed. These bases ensure stable support of the axes (Al2) and (Al3) at an angle perpendicular to the horizontal plane of (YP-E ), or adjusted so as to facilitate in the best way the relationship between performance and the interaction they will have with the central helix (El1).

- Central internal combustion engine (Mel1), which ensures the necessary power for the rotation of the main propeller (El1).

- Auxiliary internal combustion engines (Mel2) and (Mel3), which ensure the necessary power for the rotation of the two main auxiliary propellers (Mel2) and (Mel3) oppositely.

- Hub (MT1) for the transmission of the movement from the main motor to the main propeller (El1) through the vertical axis (Ali).

- Nodes (MT2) and (MT3) which are used for the respective transmission of the movement from the motors (Mel2) and (Mel3) to the horizontal axes (OK2) and (OK3).

- Horizontal axes (OK2) and (OK3) which transmit the movement from the motors (Ml2) and (Ml3) to the corresponding vertical axes (Al2) and (Al3).

-Two electrified propellers (ElB ) and (El10) installed on the left side in terms of the flight path of the flying vehicle (YP-E).

- Two electrified propellers (El9) and (El11) installed on the right side in the direction of the flying vehicle (YP-E). The propellers (E8...E11) determine the horizontal displacement, twisting, left and right of the entire flying vehicle (YP-E), 360° around its vertical axis of symmetry.

- Two electrified propellers (E4) and (E5) installed respectively in front and behind the flying vehicle (YP-E) which help in the slow movement of the flying vehicle during the extinguishing of the fire.

-Electric motors (Em4), (Em5), (Em8), (Em9), (Em10) and (Em11) for the rotation of the respective propellers (Em4), (Em5), (Em8), (Em9), (Em10 ) and (E11), where (Em8....Em11) are not shown in figure 7.

-Fuel tank (DK ) for supplying liquid fuel to the motors (Mel1), (Mel2) and (Mel3). The refueling and filling of the tank is also done during the extinguishing operation through the fire hose (PS) and of the fuel pump (FAQ) .

-Central calculation and automation unit (CMU), which analyzes all the data from the measuring instruments and the manual commands from the flying operators (YP3) and converts them into various automation commands, to ensure the flying balance of the vehicle (YP -E) but also the execution of various orders to ( ΙΠ1), ( ΙΠ2) and ( ΙΠ3) .

- Support base (BSM) of the special automation machines which are different for each flying vehicle (ΠΙΙ), (ΠΙ2) and (ΙΠ3).

-Two electrified propellers (El6) and (El7) installed on the underside of the flying vehicle (YP-E), which assist the respective main auxiliary propellers (El2) and (El3). Placed from the bottom of the flying vehicle (YP-E), they are protected from the force of the winds and their use in specific conditions is critical, since they will significantly help the resistance of the flying vehicle (YP-E) to the pressure it receives from the strong winds.

-Four hydraulic legs (YS1...YS4) where they serve to support it

flying vehicle (YP-E).

- Bottom of the hydraulic legs (PK1...PK4) which can be fixed rubber, the inflatable wheels, which will withstand the weight of the flying vehicle (YP-E).

- Compressed air tank (DA), which stores air when the multi-propeller flying vehicles (ΙΠ1), (ΙΠ2) and (ΙΠ3) are in clean environments away from the smoke of fires and serves to create the fuel mix of the of engines (Mel), (Mel2) and (Mel3) during extinguishing in environments

of fires with intense dense smoke for a long time.

Multi-rotor flying vehicle (MVV) operation.

The multi-propeller flying vehicle (YP-E) that forms the basis of (YP1), (YP2) and (YP3) must ensure the following basic functions such as:

a) Take-off, lifting and immobility in the air.

b) Forward and backward course of the flying vehicle (YP-E).

c) Turns to the left and to the right of the course of the YP-E flying vehicle. d) Short sequence for the need to extinguish the fire. e) Resistance and reaction of the flying vehicle (YP-E) to strong winds from any direction.

a) Take-off of the flying vehicle. In the take-off of the flying vehicle (YP-E), the main propeller (E1) takes part, which is responsible for creating the main lifting force F1. The lifting force Fa = F1 F2 F3 , where F2 and F3 are respectively generated by the propellers ( El2 ) and ( El3 ) as shown in figure 9 . The forces F2 and F3 are opposite to the direction of rotation created by F1. (El2) and (El3) not only take part in the lifting of (YP-E) but neutralize the torsional force of the central helix (Eli). After a few meters of raising the (YP-E), the auxiliary electric propellers (El6 and El7) which are not exposed to the wind, help the YP-E to resist the pressure it receives from the wind.

b) In order for the flying vehicle (YP-E) to move forward, the direction of F1 must be changed from absolute vertical during take-off and lift-off, to vertical forward (tilting forward) in order for the component of the forces that will result from the weight of (ΙΠ-Ε) and F1 will be the force of march Fπ . The slope of ( ΙΠ-Ε) forward is based on the increase of the force F3 generated by the propeller (Ελ3) and the reduction of F2 through the propeller (Ελ2) figure 9 . So when (YP-E) marches forward F3 > F2. The opposite happens when (YP-E) marches backwards then F2 > F3. Depending on the flight conditions, these dynamics are helped by F6 and F7 created by the propellers (El6) and (El7).

c) To turn left and right of the course of the YP-E flying vehicle, the side propellers (El8 & El9) and (El10 & El11) come into operation. When (YP-E) wants to turn left the directions of the forces F8 & F9 coincide to the left. Opposite forces F10 & F11 are directed to the right. The opposite happens when the (Ministry of Economy and Trade) wants to turn to the right of its course.

d) When the flying vehicle (YP-E) wants to make a short course forward and back to follow the extinguishing of the fire, the propellers (El4) and (El5) come into use, which respectively create the forces F4 and F5. The forces F4 and F5 push in the same direction the (YP-E) to move it back and forth according to the direction of the forces F4 and F5. Propellers (E4) and (E5) can be activated to move the (YP-E) in the storage areas when its legs are supported on inflatable wheels. In the turns, the propellers (El8 & El9) and (El10 & El11) will work as they are used for the turns in the air.

e) When the flying vehicle (YP-E) will need to resist a strong wind from any direction, it must stand and reverse according to this force, lean in the direction from which the air pressure comes. Thus, the component of all the forces from F1 to F11 created by the respective propellers of (ΙΠ-Ε) balances the force of the wind. In this case, all the propellers ( YP-E) come into operation. (Eli) increases its strength and (El2) and (El3) turn (YP-E) in the opposite direction of the wind. The propellers (E8), (E9), (E10) and (E11) all operate in a direction to the left or right respectively to the wind where the (YP-E) will tilt to resist the force of the wind.

Central automation computer of the multi-propeller flying vehicle (YP-E)

Dealing with the different forces, such as the weight of (ΙΠ1), (ΙΠ2) and (ΙΠ3), the weight of the flying fire hose (Σ) but also the wind forces with different magnitudes and directions to balance the flying balance of ( YP-E), requires the immediate operation of all propellers which will quickly generate all the necessary forces from F1 to F11 with the correct direction and magnitude as shown in figure 8. For this to happen, a local computer in each flying vehicle must quickly read all the necessary measurements and not only convert them into indications that will be seen by its three operators (YP3), but also immediately activate the automatic mechanism for the corresponding function of all propeller motors. And all this under the guidance of a specific customized local IT program that will correspond to the quick solution of the equations related to the data of the measurements, the manual commands and the creation of the forces F1-F11 with specific magnitudes and directions as described in the diagram of figure 8. In this part, it will be useful to rely on measurement instruments that are used up to now, but also to create new ones that can offer the best possible measurement size with the shortest automated reaction time of the forces F1-F11, for the quick enforcement of the of flying balance of (YP-E) . For this reason it is a pillar to look at some new methods of measurement and calculation. The flying vehicle (YP-E) we are studying cannot make large movements in the forward, backward, left and right vertical planes. A slope of (YP-E) more than allowed in these vertical plans can spoil the strength of the balance between the lifting force and the weight force. These limitations of the inclination of (YP-E) forward, backward, left and right must be adjusted to corresponding instruments of inclination measurements, which will be adapted to an arc of measurements where its extreme points will be a little greater than the greatest inclination which can make (YP-E) in the corresponding direction. While the relationship of its course (YP-E) with the azimuth, which changes to 360°, will be based on the existing azimuth measurement instruments, adapted to electronic measurements using photodiodes. The electronic tilt meter of the flying vehicle (YP-E), as shown in figures 10, 11 and 12, is part of the control and automation mechanisms of the (YP-E) and consists of the LED type light source (LP) and the tubular light indicator (DF), which excites the photodiodes (FD) which are placed in a dividing arc (TD), where it determines the amount of gradient. The tubular light indicator (DF) supported by the weights (ND) near the center of the pointer ensures a stabilized gravitational direction by exciting the semiconductor surface (SSP) of the photodiodes (PS), which is placed perpendicular to the direction of the electronic arc (TS), thus enabling more photodiodes (PS) to fit in the arc, increasing the accuracy of the above meter. In order not to diffuse the light and excite several photodiodes at the same time, altering the value of the measurement, we use the shading surfaces (ΣF) which protrude beyond the limits of each photodiode (ΤD), as shown in figure 10. Two other smooth surfaces (AE) protrude from the top of the indicator which not only concentrate the necessary amount of light towards the tubular indicator (DF), but isolate the photodiode arc (DF) from the light source (PF) outside the light where it penetrates through the tubular indicator (DF) . The electronic inclinometer is surrounded by a shell adapted to its form, thus isolating external light from affecting its functionality. In figure 11 we show a typical electronic diagram to understand the operation of the meter, where a source of direct current with the positive (The) and negative (Ar) poles feeds through bias resistors (R) the photodiode of the light source (PP) led type and the circuit of the photodiodes (PD) where they are installed in the electronic arc (TD). The electronic slope meter is also supported by the logic electronic circuit, figure 12, where, through AND and NOT logic gates, it enables the determination of the intermediate value when the light indicator (ΔΦ) excites two related photodiodes (ΦD), thus increasing the accuracy of the meter . The electronic tilt meter will be useful not only for multi-propeller flying vehicles where we analyze, but also for various industrial applications, in the robotics industry, commercial airplanes and all helicopters.

Flying Multi-propeller Vehicle (YP1).

The flying multi-propeller vehicle ( YP1 ) as shown in Figure 4 holds, opens and guides the front end of the airborne fire hose (AP).

(ΙΠ1) ensures automated, controlled and targeted rupture of pressurized water from the automated hose (AM) but also rupture of a concentrated mass of water through the bucket (K) where it hangs below (ΙΠ1).

(ΙΠ1) ensures a long duration, as long as necessary for the extinguishing project, in all conditions, such as in fires that occur in forests, in residential areas, but also in special areas such as factories and military installations with dangerous chemicals or explosive materials. The (YP1) as a flying multi-propeller vehicle that performs extinguishing, ensures these capabilities by being unmanned and fully remote-controlled with air refueling.

The (ΙΠ1) through the bucket (Κ) where it hangs below it will ensure both the bursting of a concentrated amount of water in necessary targeted points of the fire, but also rescue in the most difficult conditions when people are trapped and surrounded by fires and smoke. moving them to safer places.

(ΙΠ1) secures visual information as well as other information from electronic sensors, on the state of the fire, the hot spots, the results of extinguishing, the possible targets for extrication and human assistance and transfers them to (ΙΠ3) and its operations center fire brigade.

As can be seen in Figure 4, the flying vehicle (YP1) consists of the basic multi-propeller flying vehicle (YP-E), where the automated mechanisms for targeted pressurized water fracturing are placed on a solid base (SBM) in its lower part on the fiery fronts of the fire (MP). In this context, the following stand out:

- Automated hose (AM) in horizontal and vertical plane, for targeted bursting of water in places where we want the extinguishing to take place.

-Three automated spools of the cable relaxation mechanism (MX1) of which:

a) The middle reel (K2) serves to hold and control the rope (SKI) that holds the bucket (K). The rope (SK1) at about 200m ensures that (YP1) can lower the bucket (K) in dangerous places to provide help to people who need it when they are trapped by fires and smoke.

b) The first reel on the left (K1) is used to control the mechanism of emptying the bucket (K).

y) The third reel on the right (Kr3) where it holds the pipe (KSN1) and the water supply of the bucket (K), which pipe does not need to be long, because the water supply of the bucket (K) will be close in the flying vehicle (YP1) where the bucket (K) has the ability to collect from the reel (Kr2) through the rope (SKI).

- Bucket (K), which is used to collect and burst a large mass of water at specific points, where the fire is very intense. The bucket (K) as described above will also be used as a lifebuoy to climb into it for people who are surrounded by fires and smoke and to offer them first aid and then to transport them to safer places.

- Electrical cable (KP) to control the rupture of the concentrated water of the bucket and automatic opening of the bottom of the bucket (K).

- Rope (SKI) to hold the bucket (K).

- Pipe (KSN1) for filling with water the bucket (K) where its height will be only a few meters below (ΙΠ1).

- Fuel pump (AFK) which helps to absorb fuel from the fire hose (PS) when we want to refuel in the air away from the fire fronts (MP).

- Water pump (AP) which helps to absorb and pressurize the water from the fire hose (PS), feeding the automated hose (AM) which throws the water at greater distances on the fire.

- Protector (Π), adapted to the size and shape of the flying vehicle (in the drawing they are only indicative) which you use to protect the airborne tube from its propeller blades (ΠΙ1).

-The front part, the tip, of the airborne fire hose (PS) is connected through the main rope (Σ1) to the bottom and rear part, holding point (σ1), of the flying vehicle (Π1).

- Point of retention and connection of the fuel pipe (cm2), where the fuel pipe (SK) is held much more loosely than the main rope (S1) is held.

-Retention and connection point (cm3) of the main water hose (KSN), where the water supply hose is kept looser than the main rope (Σ1) where it holds the front end of the entire fire hose (PS).

Flying Multi-propeller Vehicle ( YP2).

The flying multi-helix vehicle (YP2) as shown in figure 5 ensures the reservation of the entire airborne fire hose (PS).

(ΙΠ2) ensures the guidance and smooth opening of the fire hose (PS) during lifting, air transportation and during extinguishing in cooperation with (ΙΙ1) and (ΙΙ3). In this process, the automated spools (AK) play an essential role, through which YP2 controls and creates the correct distances between (YP1) and (YP3) for the needs of sequence and extinguishing (see figures 2 and 3).

- (YP2) receives visual information about all the situations and positions of (YP1), (YP3) and the fire hose (PS) and transfers it to the crew of (YP3) and the fire operations center.

As can be seen in figure 5, the flying vehicle (YP2) consists of the basic flying multi-helix vehicle (YP-E) where at the bottom of the base (BSM) is placed a frame with automated mechanisms that hold and control the reels (AK1 .AK9), which are used not only for the reservation but also for the management of the entire flying fire hose (FS). In this context we see:

- Nine automated electrified reels (AK1. AK9) which hold and control the opening of the entire flying fire hose (PS).

- Ten passive spools (PK) which are used for sliding, i.e. reducing the frictional forces, of the radial ropes (ΑΣ1. ΑΣ9) where they hold the flying tube (ΣΣ).

-Three spools (AK5,AK5' and AK5") of which (AK5') you use to hold and control the fuel supply pipe (SK) of (YP2), (AK5") for holding and control of the optical fiber that connects (YP2) to the central optical fiber (OI) where it is integrated inside the fire hose (PS), and connects (YPI) to (YP3), while the third spool (AK5) holds and controls the central vertical rope where it holds the fire hose (PS). The above three spools, of which (AK5') and (AK5") are not shown in the diagram, are the spools of the cable relaxation mechanism (MX2) of the flying vehicle (YP2).

- Rope (AS5) where he holds and controls the middle of the flying fire hose (PS).

- Optical fiber (OI) which carries digital data to and from (YP2).

- Fuel pipe (SK) for fuel supply of (YP2).

- Main node (K5) connection point of the radial rope (AS5) with the middle of the main rope (SI), where through the grid (PG) it holds the flying fire hose (PS).

- Flying fire hose (PS).

- Protectors (Π) to protect the airborne fire hose from the blades of its propellers (Π2).

- Conical base (KBS) for supporting, controlling and feeding the electric reels (AK1. AK9).

- Auxiliary fuel pump (BAK2) to absorb the necessary amount of fuel for (YP2) during refueling from the main fuel pipe (SK).

Flying Multi-propeller Vehicle (YP3) .

- The flying multi-helix vehicle (YP3) as shown in figure 6, holds, opens and guides the rear end of the airborne fire hose (AP).

- The (YP3) ensures a continuous supply of water through the pump (AN) where it can adapt to different environments and draw water from:

- Water tankers and firefighting vehicles that follow and take part in the extinguishing operation.

- Natural destinations such as seas, lakes and rivers.

- Prefabricated water supplies in residential areas.

- Prefabricated water supplies near wooded areas but also in other pre-selected areas that will need firefighting coverage through the new method.

- The (YP3) ensures, through the main fuel pump (KAK) where it is located next to the main water pump (KAN), fuel supply from fire brigade tankers by land, sea or air which accompany the company from safer points extinguishment.

- The (ΙΠ3), the only manned flying vehicle, with three operators ensures the guidance of the entire firefighting operation with the help of the firefighting operations center from a safer point, without the risk of fumes, since (ΙΠ3) is above the source of water (PN) and about 1km away from the front of the fire (MP), thus ensuring continuous extinguishing, an important factor in the effectiveness of firefighting. The three operators control through (ΠΙ-3), each one individually, the navigation and good operation of each vehicle (ΙΠ1), (ΙΠ2) and (ΙΠ3).

As shown in figure 6, the (ΙΠ3) consists of the basic multi-helix vehicle (ΙΠ-Ε) where a frame with automated mechanisms for holding and controlling the main pump (AN) which draws water from natural sources (PN) such as lakes, seas, rivers, but also from prefabricated water supplies or the tankers of the fire service that accompany the fire fighting operation. In figure 6, we can see parts of the machines that are placed on the lower part of the base (BSM) of the YP3 but also parts of the main pump (AN) where it hangs below it as:

- Main water supply pump (KAN) of the flying airborne fire hose (PS). This pump will have the ability to absorb water, pushing it up to a height of 500 m.

- Natural water source (PN). Lake, seas, rivers.

- Controlled water supply (BN) from artificial water supplies of the fire department or from tankers accompanying the fire fighting operation.

- Controlled fuel supply (BK) from tankers via dry sea or air which are selected by the fire service for air refueling of the three flying vehicles (ΠΙ1), (ΠΙ2) and (ΙΠ3) during the firefighting operation.

- The floating base (PB) where it holds the two main water pumps (KAN) and fuel pump (KAK) and is in the form of a boat in order to be able to sail to the natural sources of lake and sea water.

- The lower (KΦ) and upper (ΦΦ) water filter of the main pump (KAN) which ensure the necessary filtering of water from the natural sources (PN) in order not to close the flow of water to the flying fire hose (PS).

- Main fuel pump (KAK) which is used for pumping and supplying fuel to (YP1), (YP2) and (YP3) through the controlled supply (BK) during the extinguishing operation.

- Support legs (AP) of the main pump to support it on land, in shallow water or in rivers.

- Main electric water pump (KAN) of high power which absorbs and raises the water in a style greater than 500 m.

- Vertical reinforced pipe (VRP) for the transport of liquid fuels under high pressure vertically and on long slopes of more than 500 m.

- Rope (SA) that holds and controls the main pump (AN).

- Reinforced vertical pipe (Ksn) which is used for pumping water under high pressure and for long slopes of more than 500 m.

- Electric automated reel (AK12) to control the vertical water pipe (Can). The water is pumped after the entire pipe (Ksn) is opened and (YP3) will take shape at about 500 m.

- Electric automated reel (AK11) which controls and holds the rope that holds not only the main pump but also its power cable through the cable release mechanism (MX3).

- Electric automated reel (AK10) which holds and controls the vertical fuel pipe (KSK).

- Main water pipe (KSN) of the flying fire hose (PS).

- Fuel pipe (SC) of the flying fire hose (PS).

- The main rope (S1) from which hangs the rope grid (PG) where it holds all the long flying fire hose (PS).

- Protective (Π) which serves to protect the flying fire hose (PS) from the blades of its propellers (ΙΠ3).

- Connection and retention point (sp1) of the main rope (Σ1) at the front edge of the base (PSM) of (Π3).

- Auxiliary fuel pump (AFP) which helps to pump the liquid fuel from the vertical fuel pipe (PFC), which is fed by the main fuel pump (PFC).

- The lower frame (PSM) where the automated spools (AK10....AK12) and the auxiliary water (BAN) and fuel (BAK) pumps of the (YP3) are supported.

- Auxiliary water pump (BAN) which supports the main pump (KAN) for water absorption and continuous supply with that of the flying fire hose (PS).

The cable or pipe relaxation mechanism (MX3) as shown in figure 13 accompanies a suspended object (KB), e.g. a water pump hanger, in relation to a stretched rope (σ1) to hold the weight, it is part of the automated control mechanisms of the bucket (K) of (YP1) and the main pump (AN) where it hangs below (YP3). Consisting of two constant speed motors (μ1) and (μ2) in a specific arrangement of gears (γ1) with (γ2), (γ3) with (γ4), (γ5) with (γ6) and the use of ratchet bearings (p3) and (p5) in opposite direction to each other, the relaxation of the cable (σ2) is ensured in relation to the main rope (σ1) which holds all the weight of the hanging object (KB) during the lifting and lowering of . The main rope (p1) where it holds the weight raises and lowers the object (KB) stretched steadily, while the cable (p2) or the tube descends faster and you gather more slowly, thus escaping from the retention of the weight and the stretching as of main rope (p1). The fixed rings (p1), (p2), (p4) and (p6) hold the corresponding gears (c1), (c2), (c4) and (c6) on each axis of (a3), (a2) and (a4). The reel (Ka2) controls the cable (s2) or tube and the reel (Ka1) controls the main rope (s1) holding the weight (KB). When the object (KB) descends, the arrangement of gears (c5)(large), with (c6)(small) comes into operation, where through the ratchet bearing (p5), you unwind the tube (s2) faster than the retaining rope (si) . And when the object (KB) rises, the arrangement of gears (c3)(small), with (c4)(large) comes into operation where through the ratchet bearing (p3), you collect the cable (s2) slower than the main rope (p1) . The arrangement of the gears (c1) and (c2) is fixed, with the result that the winding of the rope (σ1) on the ascent and the unwinding of the rope on the descent are stretched the same.

TYPE 2 FLYING VEHICLE (YP-A)

The flying vehicle (YP-A) as you can see in figure 14 and 16 is a new flying vehicle and the first alternative to the basic flying vehicle (YP-E), where the lifting method and the flying balance are radically changed from theory and practice that we still know about flying vehicles. Low-altitude, low-speed flying vehicles such as helicopters in many forms that we have seen to date are based on propellers mounted on a central rotating metal shaft. With the power of an internal combustion engine or an electric motor and the appropriate gear ratio (from a large gear of the motor to a small shaft), the axial propeller gets the appropriate torque for the need of lifting.

The advantage of this method is that the transmission of the torque from the motor to the propeller and obtaining high speeds is relatively easy. It takes up little space in relation to the entire flying vehicle and ensures absolute sealing from the necessary lubricants that the gears need which take part in this transmission.

The disadvantage of this method is that in order to meet the needs of the high lifting force where necessary for the flying vehicle, very long propellers are required, which have the following disadvantages:

a) Construction difficulties due to long length.

b) From studies that have been done on the performance of propellers, it appears that the greatest drag is usually produced in the area of more than 75% of the diameter of a propeller. The root and tip areas are not as efficient as the rest of the leaf. Especially the 25% near the navel not only does not produce traction but instead produces a lot of resistance.

c) The angle of attack of the propeller, an important factor for the generation of drag, the more unstable it is as the length of the propeller increases due to the necessary elasticity that the propeller must have and the great force it receives from the air masses that slide over it of .

d) Another big disadvantage of the long propeller is that it is vulnerable to strong winds which can push it and reduce its pulling power or sway it with disastrous consequences for the flying balance of the vehicle.

Bearing in mind the above disadvantages of a long propeller and the great need for stable, strong and efficient propellers that can withstand the great forces of the wind, which is also the main objective of the fire fighting method we are analyzing, in the new flying vehicle (YP-A) as can be seen in figure 14 and 16 we apply a new idea of lift in the air thus creating a new flying balance in the vehicle (YP-A), where two main propellers (Ela1) and (Ela2) one above the other and twisting in opposite time with each other, they not only provide a strong balanced lifting force but also hold, divide and hug the Cylindrical Flying Vehicle (CYV), within the circumference of the circle where they spin.

This new method is superior to the previous lifting methods since:

a) It takes advantage of the most efficient part of a propeller.

b) Ease of manufacturing the propeller since at the critical point of its performance, it can keep the angle of attack stable where it will create the maximum drag. The transfer of the kinetic force from the motor to the propeller is done through flexible hydraulic pipes (SPN) where they transport water under high pressure which hits the small propellers (me) at the bottom and outside of the circular metal ring (MD1) or (MD2) , on the upper part of which two, three or four propellers are placed, thus eliminating the heavy gear-driven mechanism on which the movement of the propellers is based until today.

c) The sum of the weight of the circular metal ring (MD1) or (MD2) with the weight of the fasteners (Sai) of the propellers and the weight of the propellers themselves (Ela1) or (Ela2) contributes positively to the continuously necessary increasing torque of the propellers .

d) The reduction of the speed until the quick stop of the movement of the propeller is done quickly since disc brakes (Dfa) can be placed on the upper part of the circular metal ring (MD1) or (MD2). In this case, there is no need to turn off the engines, nor is it necessary to use a clutch to isolate the movement of the motors from the movement of the propellers. But with the automatic use of bypass valves (BP), which change the flow of pressurized water in a closed operating circuit without hitting the small propellers (with), which are placed around the perimeter under the circular metal ring.

e) The space and weight of the Cylindrical Flying Vehicle (YV-A) is distributed equally with respect to its vertical axis, and not as in helicopters in which the entire flying vehicle with its weight hangs below a propeller causing a fragile conical balance .Thus the space of the inefficient propeller that we have in helicopters is exploited and a very stable flying cylindrical balance is created between the circular motion and the symmetry of the flying vehicle.

However, in this new flying method, as can be seen in figure 14 and 16, there are also two significant disadvantages:

1) - The support of the metal ring (MD1) or (MD2), which hold the main propellers (Ela1) and (Ela2) where their circular movement on bearings causes increased temperatures during its friction with the support bearings ( ra) due to the high speed caused by their movement depending on the distance from their invisible center.

2) - Due to the large circumference of the circular, metal, mobile rings (MD1) and (MD2), which hold the small propellers (me) at their bottom, it is difficult to seal the lubricants we use to reduce friction, but and in the sealing of the pressurized water that you use to create the circular movement by striking the small propellers (me) which are placed on the perimeter on the underside of the circular metal rings. To deal with these two disadvantages, we propose the following methods of solving them, as shown in figure 15 and 16:

a) To reduce and control the temperature from the friction of the circular metal ring (MD1) or (MD2) with the bearings (ra), which are placed below and above the metal ring, we use a closed circuit of pressurized oil, the which in the form of a spray from the points (Spl1...Spl5) continuously hits the surface of the bearing (with) zeroing the oil pressure in this area. On the other hand, we set up absorption traps (Pal1) and (Pal2) at the points where the oil moves, thus sending it back to the oil pressure pumps (Pl1) and (Pl2) through an oil cooler (pl).

b) To reduce the leakage of water in the lower space where the small propellers (me) of the circular metal ring (MD1) or (MD2) are located, which are hit by the high water pressure brought by the pressurized water pipe (SPN) , which is caused by the main water pressure pumps (Pn1) or (Pn2), we set up water absorption traps (Pn1) and (Pn2) both in the direction of the circular movement of the metal ring and also in the direction of the expulsion of the water from the centripetal force.

The new flying multi-propeller vehicle ( YP-A ) as shown in figure 14 and 16 consists of:

- Aerodynamic roof cone (Ka) which helps the (YP-A) during its flights, since it reduces the resistance force of the top of the flying vehicle (YP-A) due to its aerodynamic shape.

- Main upper propeller (Ela1 ) where in cooperation with the lower main propeller (Ela2 ) they determine the necessary lifting force of (YP-A). The propellers (Ela1) and (Ela2) do not start from the center of the circle where they rotate, but at a distance from it in the upper part, on the perimeter of the circular metal rings.

- Stabilization fins (Pa1. Pa4) which help to stabilize the (YP-A) by the torsional force of the two main propellers (Ela1) and (Ela2), but also its stabilization, through the aerodynamic shape of the wings, which reduce the force of weight depending on the speed of travel and the inclination in relation to the vertical axis of the flying vehicle (YP-A).

- Main external metal surface (Ksa) where it covers the cylindrical body of the flying vehicle (YP-A). Made of light and tolerant metal, it helps to protect the machinery inside it and also to reduce air friction during flight.

- Main lower propeller (Ela2), which is installed below the main upper propeller (Elai), rotates in its opposite direction and together with it determine the lifting force of the vehicle (YP-A). The propeller (Ela2) also determines its torsional compensation force (YP-A) which is caused by the rotation of the main upper propeller (Ela 1).

- Internal combustion engines (Kai) and (Ka2) are placed on the right and left side respectively of the flying vehicle (YP-A) and provide torque to the respective water (Pna1), (Pna2) and oil (Pla1), (Pal2) pressure pumps.

- High pressure water pumps (Pna1) and (Pna2) placed on the right and left respectively of the flying vehicle (YP-A) which get torque from the respective engines (Ka1) and (Ka2) pushing the water inside the hydraulic piping (SPN) powering the drive mechanisms of the propellers

(Mka1. Mka4), where through which they hit the small propellers (me) which are installed under the circular metal ring (MD1) and (MD2), causing their necessary circular movement.

-Oil pressure pumps (Pla1) and (Pla2) right and left respectively of the flying vehicle (YP-A) which receive torque from the respective engines (Ka1) and (Ka2) where through a closed circuit they spray the bearings under high pressure ( ra) where they hold the circular metal rings (MD1) and (MD2) of the upper and lower main helices (Ela1) and (Ela2).

- Oil tanks (Dla1) and (Dla2) left and right respectively of the flying vehicle (YP-A).

- Water tanks (Dna1) and (Dna2) right and left respectively of the flying vehicle (YP-A).

- Fuel tanks (Dka1) and (Dka2) for fueling the two engines (Ka1) and (Ka2) on the right and left respectively of the flying vehicle (YP-A).

- Side powered propellers (Ela3) and (Ela4) which help to turn left and right of the flying vehicle (YP-A) during its flight.

- Powered propellers (Ela5....Ela8) placed in front and behind the bottom of the (YP-A) which, when activated, give an impulse to lift the bottom of the (YP-A) thus giving a direction of travel forward of the entire flying vehicle (YP-A) .

- Hydropneumatic legs, supports (Psa) of the flying vehicle (YP-A) which in the upper part rest on the metal base (MBS) of the lower part of the flying vehicle. For better stabilization and support of the entire flying vehicle, these legs can also start under the metal wings (Pa3) and (Pa4).

- Bottom of the hydropneumatic supports (Pa) which can be with fixed rubber or inflatable wheels.

-Metal base (MBS) placed at the bottom of the flying vehicle (YP-A) that holds the weight of the machines of the entire flying vehicle and from its lower side the hydropneumatic legs (Psa) of the flying vehicle (YP-A) are supported.

TYPE 3 FLYING VEHICLE (YP-D) .

As I described above drones as flying unmanned vehicles are impossible because they lack a large central propeller which would be responsible for the main lifting force. Thus, in the flying vehicle (YP-D), figure 17, a central large propeller (Eld1) is added where it ensures the necessary lifting force and in cooperation with four or six other smaller propellers (Eld2....Eld4), which spin in reverse of the circular motion of the large central helix (Eld1), balance the torsional force. The small propellers (Eld2...Eld5) ensure the automated navigation of the flying vehicle (YP-D). The lift force (fa) is equal to the sum of the lift forces of all propellers.

Fa = f1 f2 f3 f4 f5

where: f1 lifting force of the large central propeller (Eld1).

f2 , f3 , f4 , f5 , lifting forces from the longer propellers (Eld2....Eld5).

When one of the forces f2 , f3 , f4 , f 5 e.g. f2 increases more than the others, then this point takes on a greater height thus tilting the entire flying vehicle (ΙΠ-D), causing the necessary angle for its course flying vehicle in a certain direction. Correspondingly, it happens for the other forces f3, f4, f5. This situation can also be caused by the increasing force per pair of adjacent helices.

PI . X f2 f3 > f4 f5

Analyzing figure 17, we see that the flying vehicle (YP-D) consists of:

- Central large propeller (Eld1), responsible for ensuring the main lifting force of the flying vehicle (YP-D).

- Metal shaft (ad1), where the main large helix (Eld1) rests.

- Metal base (Bd1) for supporting the shaft (ad1).

- Central internal combustion engine (Kd1), which gives the necessary torque to the main propeller (Eld1).

- Metal arms (ad2....ad5), which are installed opposite each other and at a distance such that the four or six smallest propellers (Eld2....Eld5) can be supported.

- Metal supports (ad6....ad9), which strengthen the support of the metal arms (ad2....ad5) on the main motor base (Kd1).

- Electric motors or internal combustion engines (Kd2....Kd5) which provide torque to the smaller propellers (Eld2....Eld5) of the flying vehicle (YP-D).

- The propellers (Eld2....Eld5), where their power contributes not only to the completion of the total lifting force of (YP-D), but they all turn against the direction of the circular movement of the main large propeller (Eld1), balancing the twisting force it causes. The autonomous differentiation of the force per one or per pair of propellers (Eld2...Eld5) creates the condition of the automated navigation of the flying vehicle (YP-D).

- Hydropneumatic legs or supports (psd) which are used to support the flying vehicle (YP-D).

-Floor support base (pd) made of rubber or an inflatable wheel for supporting and moving the flying vehicle (YP-D).

AIRBORNE FIRE HOSE (PS) .

The long flying fire hose (PS) ~ 1 km. (figure 18) is one of the main factors of the fire extinguishing method we are analyzing. The fire hose (PS) ensures the continuous transport of the necessary amount of water or fire extinguishing material to extinguish the fire, aerially connecting the water source (PN) with the extinguishing point (MP) through the flying vehicles (ΙΠ1), (ΙΠ2) and (YP3). Due to the long length of about 1 km. to ensure the continuous supply of water from a water source (PN) to the fire front (MP), but also the aerial property that the flying fire hose (PS) will have, it must be constructed so that it can withstand the large water pressure, the weight of the pipe itself, wind resistance and elasticity to create the necessary distances as in figure 1, 2 and 3. Along with the flying fire hose (PS) is also integrated the hose (SC) for supplying fuel in the air of the three flying vehicles (ΙΠ1), (ΙΠ2), (ΙΠ3). For the need to exchange information and commands between (ΙΠ1), (ΙΠ2) and (ΙΠ3) through wireless communication, we also use communication through optical fiber (OI) where it is integrated into the flying fire hose (Σ). The use of optical fiber (OI) is very important for the exchange of information not only because it is used for rapid data transfer, but it allows us to avoid wired communication with cables which in the action of extinguishing but also the complex use of the fire hose ( PS) could cause sparks from the electric charge they carry and cause a dangerous situation for the extinguishing operation. In order to be able to hold a long fire hose in the air and not to break the hose, causing interruptions in the flow of water in it, we create a mesh of ropes (PG) as you can see in figure 18 which divides the holding force of the flying fire hose (PS) from the radial ropes (AS) and distributes this holding force equally along the entire length of the fire hose (PS). Thus the grid (PG) serves as a great suspension to hold the fire hose (PS) from the radial ropes (AS) . The flying vehicle (ΙΠ1) in cooperation with (ΙΠ3) holds and stretches the upper rope of the grid (Σ1). Thus the long mesh (PG) hangs freely under the main rope (Σ1) which absorbs all the holding force from YP-1, YP-3 and the radial ropes (ΑΣ1...ΑΣ9) where they are controlled and held by the nine automated reels (AK1....AK9) of the flying vehicle (YP2). Figure 18 shows that the flying fire hose (FH) consists of:

-The lower part of the fire hose (S4).

- Central water pipe (KSN) which is created from rubber through which pass fibers that withstand water pressure and adjust its connection with the lower part of the long mesh (PG).

- Rope (S3) which holds the central water pipe (KSN) of the fire hose (PS) and is reinforced by fibers that start from the rope (S3) and end at the lower end of the fire hose (PS).

- Fuel supply pipe (SK) which consists of rubber with walls thicker than those of the central water pipe (KSN) to withstand the temperatures and the high pressure of the liquid fuels created by the fuel pump.

- Optical rubber fiber (OI), which ensures the communication and data exchange between (YP1), (YP2) and (YP3).

- Upper rope (Σ2) of the entire fire hose (PS) which holds the entire fire hose from its underside and is connected in many dense places to the long mesh (PG).

- Long mesh (PG) which from its lower side holds the entire fire hose through the rope (Σ2), connecting to it in many places.

- Main retaining rope (SI) of the grid (PG) through which you hold the entire weight of the flying fire hose. It is connected to the back end of (ΙΠ1) and to the front end of (ΙΠ3) and through the radial nine ropes (ΑΣ1...ΑΣ9) and knots (ΚΙ . Κ9) you hold the entire length of the fire hose from the nine automated reels ( AK1....AK9) of the flying vehicle (YP2).

- Ropes (ΑΣ1...ΑΣ9) which are held and controlled by the automated reels (AK1....ΑΚ9) of the flying vehicle (ΙΠ2) which at their lower ends hold the entire fire hose (PS) through the main rope (SI) and the mesh (PG) which holds the entire length of the flying fire hose (PS).

OTHER USES OF AIRBORNE FIRE FIGHTING SYSTEM FROM THREE FLYING MULTI-PROPELLER VEHICLES.

In addition to the main use of aerial firefighting of a fire and the rescue of people from the most dangerous places of fires, the fire extinguishing system through an airborne fire hose, from three flying multi-propeller vehicles, can also be used for other important functions such as:

- Absorption of water from flooded areas, rescuing people trapped in these areas.

- Irrigation of large areas, even creating a climate in cases of severe drought, but also in regular irrigation of agricultural surfaces, thus eliminating the ground transportation of pipes within the crops, many of which are destroyed in this process.

- Spraying of large agricultural surfaces to combat various diseases in agricultural products.

-Absorption of oil spills created by various marine accidents and rupture of this material in large tankers that help this process.

- In extreme situations such as famine or natural disasters such as earthquakes or situations created by terrorist acts or armed conflicts, connect the affected residential areas to the sources of drinking water.

- Transportation of special loads such as long pipes in inaccessible areas and more.

- The flying vehicles where they are used in the firefighting method as in (ΙΠ-E), (ΙΠ-A) and (ΙΠ-D) are of particular importance for military use.

Claims (10)

1. Fire extinguishing system by means of airborne fire hose from three flying multi-propeller vehicles which includes three or more flying multi-propeller vehicles ( ΙΠ1 ), ( ΙΠ2 ), ( ΙΠ3 ) and the airborne fire hose ( ΣΣ ) which aerially connects the fronts of of fires (MP) with natural or artificial water sources (PN), where the flying vehicles ( Π1 ) and ( ΠΠ3 ) hold the two ends of the long fire hose ( ΠΣ ), through a main rope ( Σ1 ) at the bottom of which it hangs through a long mesh of ropes (PG), the entire length of the fire hose (PS), while from the top it is held by the radial ropes (ΑΣ1 ...ΑΣ9) which are controlled by the mechanism of automated reels (AK1 .. . AK9 ), where they characterize the flying vehicle ( ΙΠ2 ), while through the absorption pumps ( AN ), where they characterize the flying vehicle ( ΙΠ3 ), the water is absorbed from the springs (PN) and by pressing it constantly feeds the airborne fire fire hose (PS), where through the mechanism of the automated hose (AM), which characterizes the flying vehicle (ΙΠ1), the pressurized water is tele-directed to the fronts of the fires (ΠΠ). The flying vehicles ( ΠΙ1 ), ( ΠΙ2 ) and ( ΠΙ3 ) which make up the new fire extinguishing system consist of the same main flying vehicle type ( ΙΠ-E ) or its alternatives ( ΙΠ-A ) or ( ΙΠ-D ), which are characterized by the many propellers of which (El1), (El2) and (El3) for the flying vehicle (YP-E), (Elá1) and (Elá2) for the flying vehicle (YP-A) and ( Eld1 ) for the flying vehicle ( YP-D ) are the main lifting propellers, while the propellers ( El4 ... El11 ) for the flying vehicle ( YP-E ), the propellers ( Ela3 ... Ela6 ) for the aircraft vehicle ( YP-A ) and the propellers ( Eld2 ... Eld5 ) where they characterize the flying vehicle ( YP-D ) are the auxiliary propellers which ensure the automated tele-navigation of the flying vehicles ( YP-E ), ( YP- A ) and ( YP-O ) . The new fire extinguishing system can also be used to absorb oil spills from shipwrecks, to absorb water from flooded areas or to irrigate or spray agricultural land. 2. Fire extinguishing system by means of an airborne fire hose from three flying multi-propeller vehicles, where the flying vehicle (ΙΠ1) according to claim 1 is part of the flying fire extinguishing system which holds the front end of the flying fire hose (Σ) by means of the main rope ( ΣΙ ) and consists of the basic multi-propeller flying vehicle ( YP-E ) which ensures the flying function of the ( YP1 ), lifting and automated navigation while at the bottom is placed the automatic mechanism for controlling and bursting pressurized water from the hose (AM) or the bucket (K) which hangs below the flying vehicle (YP1). 3. Fire extinguishing system by means of an airborne fire hose from three flying multi-propeller vehicles, where the flying vehicle (ΙΠ2) according to claim 1 is part of the flying fire extinguishing system which is characterized by the basic multi-propeller vehicle (ΙΠ-Ε) where the it ensures its flying automated operation and in the lower part is placed the mechanism of automated reels (Ακ1 ... Ακ9) and through them it ensures the retention and control of the radial ropes (ΑΣ1. ΑΣ9) which hold the entire long fire hose (Σ) . 4. Fire extinguishing system by means of an airborne fire hose from three flying multi-propeller vehicles where the flying vehicle (YP3), according to claim 1, is part of the flying fire extinguishing system which holds the rear end of the fire hose (PS) by means of the main rope ( Σ1 ) and consists of the basic multi-propeller vehicle ( YP-E ), which ensures the automated flying operation of the ( YP3 ) while in its lower part the mechanism with the auxiliary water (BAN) and fuel (BAK) pumps is placed ) and through the automated spools (AK10...AK12) the main water (KAN) and fuel (KAK) pumps are controlled, which hang below the flying vehicle (YP3) through the rope (SA) where through the relaxation mechanism ( МХ3) the vertical absorption tube (Κσν) is looser compared to the taut rope (SA) using accordingly the arrangements of the gears (γ3) with (γ4) in the ascent and (γ5) with (γ6) in the descent. The main water (KAN) and fuel (KAK) pumps which are placed on a floating base (PB) adapted for natural and artificial water sources (PN) are used respectively (KAN) to absorb the necessary amount of water for extinguishing. while (KAK) for the absorption of fuel from the fire brigade tankers for aerial refueling when the fire fighting system needs it. 5. Fire extinguishing system by means of an airborne fire hose from three flying multi-propeller vehicles where the flying multi-propeller vehicle (MP-E) according to and claims 1, 2, 3 and 4 is the basic flying vehicle, on which the construction of the flying vehicles is based ( ΙΠ1) , ( ΙΠ2) and ( ΙΙ3) ensuring their automated flying operation consisting of a main propeller (E1), which creates the lifting force through the kinetic force given to it by the engine (Mel1) and in function of the auxiliary main propellers (E2), (E3) which balance the torsional force caused by the main propeller (Eli), ensuring the flying balance of (YP-E) and through the propellers (E4...Eli) and the help of electronics measurements, such as the fast measurement by the electronic inclinometer and the local calculation and automation circuit (LCA), thus ensuring the conditions of automated and remotely piloted navigation of the flying vehicle (YP1), (YP2) and (YP3). 6. Fire extinguishing system by means of airborne fire hose from three flying multi-propeller vehicles where the flying vehicle (YP-A) according to claim 1 is the first alternative of the basic flying vehicle (YP-E) and is characterized by two central propellers (Ela1) and (Ela2) placed at a distance one above the other in a corresponding metal ring which rotates in the opposite direction on the perimeter of the central, metallic, cylindrical body (Ksa) of the flying vehicle (YP-A) where the circular movement of the propellers ( Ela1) and (Ela2) is created by the great force of the pressurized water where it is exerted by hitting the small, metal helical fins (with) placed under each metal ring (MD1) and (MD2) on which the corresponding large propellers (Ela1) rest and (Ela2) left and right, respectively, of the perimeter of the cylindrical vehicle (ΙΠ-Α ) in which, in the lower part and opposite to each other, the two fixed engines (Ka1) and (Ka2) through which the two independent water pressure pumps (Pna1) and (Pna2) get kinetic power, which create high water pressure where through the high pressure pipes (HPN) they continuously supply the drive mechanisms of the propellers (Mk1. Mka4), where the small blades (me) strike simultaneously and independently at diametrically opposite points and in the opposite direction, thus giving torque to the propellers (Ela1) and (Ela2). 7. Fire extinguishing system by means of an airborne fire hose from three flying multi-propeller vehicles, where the flying vehicle (ΙΠ-D) according to claim 1 is the second alternative of the basic flying vehicle (ΙΠ-Ε) and is characterized by four or six auxiliary perimeter propellers (Eld2), (Eld3), (Eld4) and (Eld5) where they are rotated by autonomous engines respectively (Kd2), (Kd3), (Kd4) and (Kd5), where they not only complement the main lifting force where it is created by the large central propeller ( Eld1 ) which is rotated by the main motor (Kd1) but they balance the torsional force where it causes and with their autonomous movement they create different forces, thus ensuring the necessary condition for the automated remote-controlled navigation of the flying vehicle (YP- D) . 8. Fire extinguishing system by means of an airborne fire hose from three flying multi-propeller vehicles, where the airborne fire hose (AP) according to claim 1 aerially connects the fire fronts (MP) with the natural or artificial water sources (PN) and consists of main water pipe (KSN), the pipe for refueling with liquid fuel (SK), the optical fiber (OI) for exchanging digital information and commands between (YP1), (YP2) and (YP3), the rope (Σ2) where it is integrated with the upper part of the fire hose, the central upper rope (Σ1) where at both ends it is held by the two flying vehicles (ΙΠ1) and (ΙΠ3) while from the upper part it is held by means of the radial ropes (ΑΣ1... .ΑΣ9) and is controlled by the mechanisms of the automated reels (АК1...АК9) of the flying vehicle (ΙΠ2), while the main fire hose (ΣΣ) hangs along its entire length from the bottom of it through the long mesh (PG) ) consisting of Mr ropes where it serves as a suspension to absorb the holding forces of the long fire hose (PS). 9. Fire extinguishing system by means of an airborne fire hose from three flying multi-propeller vehicles where the electronic inclination meter, according to claim 5, is part of the control and automation mechanisms of (YP-E), but also of (YP-A) and ( ΙΠ-D), which is characterized by the light source (ΠΦ) type led, the tubular light network (ΔΦ ) through which the photodiodes (ΦD ) are excited which are placed in a dividing arc (TD) which determines the size of the slope and is characterized by the fact that the excitation surfaces (EPD) of the photodiodes (PD) are perpendicular to the line of the arc (TD) in order to accommodate more photodiodes (PD) in the separating arc (TD) where as a result this will bring the increasing the accuracy of the electronic slope meter and in design and with the logic electronic circuit where by using logic gates (AND) and (NOT) it gives the possibility to determine the intermediate measurement value when the light index (ΔΦ) δ excites two related photodiodes (PD) at the same time thus increasing the accuracy of the meter. 10. Method of fire extinguishing by airborne fire hose from three flying multi-propeller vehicles where the flying fire hose (PS) is carried by three or more flying multi-propeller vehicles (Π1), (Π2) and (Π3) and aerially connects the fronts of the fires ( MP) with the sources of water (PN) through the flying vehicle (YP3), which is characterized by the automated main suction pump (AN) which hangs below it, placed on a floating base (PB), absorbs the water from the natural water sources (PN) by continuously feeding the flying fire hose (PS) whose two ends are held and controlled by the flying vehicles (ΙΠ1) and (ΙΠ3), while its entire length hangs through the long mesh (ΙΓ) under the main rope (ΣΙ) which through the radial ropes (ΑΣ1...ΑΣ9) is controlled by the mechanism of the automated reels (ΑΚ1...ΑΚ9) of the flying vehicle (ΙΠ2) while using the automated hose ( AM) of the bucket (K) the operators of the manned flying vehicle (YP3) throw the water on the fronts of the fires (MP).