RU2335437C2 - Emergency landing system - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: system represents two stands with height exceeding airplane length from tail to NLG. There are one or more ropes, cables or chains and/or net.

EFFECT: possibility to perform airplane landing in emergency situation.

8 cl, 4 dwg

Description

The emergency landing system (hereinafter SAP) / refers to aviation and is intended for emergency landing of aircraft with a thrust ratio of more than 1.0 and a controlled thrust vector.

Emergency landing systems are known, which are usually a network or tapes mounted on two cables equipped with a braking device, or a cable stretched near the ground with braking devices, and there is a hook in the lower rear of the aircraft. See, for example, the Great Soviet Encyclopedia, Volume “A”, p. 438, article “Aerofinisher”.

However, these systems do not provide the ability to land an aircraft with damaged landing gear or in the absence of wings / their discharge during flight is provided for by a separately filed application for the invention of “Aircraft Rescue System” /.

The proposed system may have several design options.

Option 1. The simplest option is two uprights / poles / approximately the length of an aircraft, with a rope stretched with a sag, a cable or chain / hereinafter “rope” / between their vertices.

The aircraft in the tail-down vertical hover mode slowly approaches the rope and hangs on it with the front landing gear. It is better not to let out the main landing gear, even if they are in good working order.

Option 2. A more advanced version may have one or more ropes at different heights or a network between the uprights, with the lower ropes or the net below being taut. If the system is designed for one type of aircraft, then one additional rope at the level of the center of gravity of the hanging aircraft is enough.

This is necessary so that the plane, having touched the rope with the fuselage, does not deviate from the vertical position in the “opposite direction” and does not fly off the racks. Touching at first the more strained lower ropes or network, the plane will deviate from the vertical position so that it reliably lies on the main / upper / rope.

With a sufficient height of the racks, the aircraft can hang not on the top, but on the second or third rope from above, so they must be of sufficient strength and stretched the lower, the stronger.

The load on the racks can reach the weight of the aircraft, so their design should include this. When fastening the racks with cross braces, the load on the racks will increase. Longitudinal braces are better not to use - they will interfere with the wings of the aircraft.

The load on the rope can exceed the weight of the aircraft, so the sag should not be chosen too small.

To make it easier for the pilot to pilot, when approaching the racks near them, a line with divisions: 20, 15, 10, 5 meters should be marked on concrete perpendicular to the rope on the concrete with heat-resistant material.

More advanced system options are designed to ensure the forced approach of the aircraft to the rope.

Option 3. To do this, there are additional racks pivotally mounted on the ground. A rope is also stretched between them. The rope must be made of heat-resistant material (for example, a bundle of small small chain) / or it must be closed on the ground with heat-resistant sashes.

When the aircraft approaches the rope a few meters, additional racks through the pulleys mounted on the main racks, rise with heat-resistant cables. The plane is in a frame between two ropes and two cables and is forcedly pressed to the main rope.

The strength of the additional racks can be much less than the main ones.

In order not to damage the wings of the aircraft, additional racks can be concave or angular in side view. And so that such racks in the "on the ground" position do not interfere with the approach of the aircraft, they may have one or more hinges of limited mobility.

Option 4. For the same purpose, on the top of each main rack, but at different heights or at different angles, there may be two levers with a rope or inflatable fence / possibly on both sides /. The length of the levers should be more than half the distance between the uprights, for example equal to this distance.

When approaching the aircraft to the rope, the levers are turned by some mechanism (for example, spring with overrunning clutch and damper) and press the aircraft to the rope.

In order for the rope to be fixed on the landing gear closer to its base, there may be a protrusion on the rear surface of the landing gear.

For the possibility of such an emergency landing with a damaged nose landing gear on the aircraft, there may be one or two power pylons acting as a hook. Better - cleaned in flight. On a hook mounted on the top of the fuselage in front of or after the cockpit, it is visually easier for a pilot to land a plane, although it is more dangerous.

The maneuver is quite complicated and, in order to facilitate it, there may be a laser, radio or ultrasonic range finder on the plane, directed backward and acting as an altimeter in the vertical hover mode.

And also there may be an automatic regulator to maintain a given height of vertical hanging.

To perform the functions of a radio transmitter and a radio receiver of a radio range finder, standard radio-electronic equipment can be used, for example, an identification system, an irradiation warning system, an on-board radio station, a radio compass, a radar with a different / rear / antenna, other scaling and in a different power mode. In the latter case, the rear range finder with appropriate scaling can also be used as a rear radar warning of the approach of the enemy from behind. Or the rear radar can be used as a landing altimeter.

The pilot support system can further simplify the task of the pilot, more precisely, the system of automatic pitch and direction control in the vertical hover mode. With the control released, the system adjusts the direction of the resulting vector so that the point of application of the vector is exactly under the center of gravity and the line of the vector passes through it. By rejecting the control knob, which in this case is also the master of the automatic regulator, the pilot sets the desired inclination of the indicated vertical axis, and the aircraft begins to glide in the desired direction.

For use in the vertical position maintaining system, the gyroscopes of the “horizon horizon” and gyrocompass available on the plane can be used as sensors.

Automatic regulators of both automatic control systems weigh only a few tens of grams and will not significantly increase the weight of the aircraft.

To train pilots, you should make a cheap simulator in the form of a light vertical beam with a length equal to the distance from the nozzle of the aircraft to its cabin. At the top of the beam there is a seat with an imitation of a cabin, and at the bottom there is a turboprop or piston engine with a pushing coaxial screw in the ring and aerodynamic / gas / rudders. The thrust of the screws should be slightly greater than the weight of the beam with the pilot, i.e. about 300-500 kg, and accordingly the engine power is 80-100 hp, and the diameter of the screw is 5-4 meters.

The beam is suspended on a cable above the main racks / you can strengthen additional training racks on the tops of the main racks /, which eliminates the possibility of an accident.

So that an inexperienced pilot does not "soar" above the racks on this beam, the simulator can have a lock at the maximum lift height, for which the beam can be tied to the ground / better chain /. Or it may have a thin cable with a shock absorber acting on the fuel supply system / reducing it under tension /.

To reduce the weight of the simulator and to prevent a fire, fuel for the engine can be supplied from above through a hose.

SAP can be useful for landing perfectly operational aircraft. Suppose, after departure, the air connection returns to the airfield, and the runway is rendered unusable (earthquake, bombing) and also at the alternate aerodrome. In this case, if there is a sufficient number of SAPs, all aircraft can temporarily land on SAPs. Moreover, with an increase in the number of seats, the cost of one seat decreases. For example, for 20 airplanes, 21 racks are required, not 40, since they can be built in a chain. And if the ring, then only 20.

Moreover, with half refueling and the adoption of a partial ammunition supply / so that the thrust ratio remains more than 1.0 / the aircraft will be able to take off from the SAP and make the next flight.

Figure 1 shows the system in side view, figure 2 is a top view of the proposed system.

Option 3, where: 1 - racks / only one is visible /, 2 - rope between them, 3 - additional racks / dotted lines are shown in half-raised position /, between the ends of which there is an additional rope 4, additional racks are lifted by cables 5. Racks 1 may have transverse extensions 6. Additional racks may be angular or be integral using a hinge 7 with limited mobility.

Figure 3, 4 shows a side view and front view of the system according to option 4. At the end of each rack 1 there is a lever 8 with a counterweight 9. The lever can be rotated on hinges 10 around a vertical axis / the mechanism is not shown /.

The system in FIGS. 1, 2 works as follows: when approaching the aircraft in a tail-down mode, the racks 3 with the help of cables 5 rise, bending in the hinge 7, and press the aircraft with the additional rope 4 to the main one. The pilot reduces traction, and the aircraft hangs on the cable 2 front landing gear or power pylon.

The system in FIGS. 3, 4 works as follows: when the plane approaches the rope 2, the levers 8 turn and push the plane toward the rope 2. Further, similar to the SAP in FIGS. 1, 2.

Claims (8)

1. The emergency landing system of the aircraft, containing two racks, characterized in that the racks are made higher than the length of the aircraft from the tail to the front landing gear, and between them there are one or more ropes, cables, chains and / or network. 2. The system according to claim 1, characterized in that it has two more racks pivotally mounted on the ground with the possibility of lifting to a vertical position, and between them there is one or more ropes, cables, chains and / or network, closed in the ground position heat-resistant sashes. 3. The system according to claim 2, characterized in that the racks have one or more hinges of limited mobility. 4. The system according to claim 1, characterized in that the racks have swing arms at different heights with a cable, or inflatable, or elastic guard. 5. The system according to claim 1, characterized in that the aircraft has one or two hook pylons. 6. The system according to claim 1, characterized in that the aircraft has a backward laser, radio or ultrasonic rangefinder and a system for automatically maintaining the altitude of the aircraft. 7. The system according to claim 6, characterized in that to perform the functions of the range finder, the standard radio transmitter and radio receiver available on the plane are used. 8. The system according to claim 1, characterized in that the aircraft has a system for automatically controlling the vertical position of the fuselage, and gyroscopes of the horizon and gyrocompass are used in it.

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