WO2007133182A2 - Avion aérospatial modulaire - Google Patents

Avion aérospatial modulaire Download PDF

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Publication number
WO2007133182A2
WO2007133182A2 PCT/US2006/015869 US2006015869W WO2007133182A2 WO 2007133182 A2 WO2007133182 A2 WO 2007133182A2 US 2006015869 W US2006015869 W US 2006015869W WO 2007133182 A2 WO2007133182 A2 WO 2007133182A2
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WO
WIPO (PCT)
Prior art keywords
section
aircraft
modular
wing
main wing
Prior art date
Application number
PCT/US2006/015869
Other languages
English (en)
Other versions
WO2007133182A3 (fr
Inventor
Robert Talmage
Original Assignee
Robert Talmage
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Talmage filed Critical Robert Talmage
Priority to PCT/US2006/015869 priority Critical patent/WO2007133182A2/fr
Publication of WO2007133182A2 publication Critical patent/WO2007133182A2/fr
Publication of WO2007133182A3 publication Critical patent/WO2007133182A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/32—Severable or jettisonable parts of fuselage facilitating emergency escape
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D25/00—Emergency apparatus or devices, not otherwise provided for
    • B64D25/08—Ejecting or escaping means
    • B64D25/12—Ejectable capsules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C2211/00—Modular constructions of airplanes or helicopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • B64U10/25—Fixed-wing aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U20/00—Constructional aspects of UAVs
    • B64U20/40—Modular UAVs

Definitions

  • the disclosed embodiments relate to modular aerospace plane (MAP) configurations and methods for designing and manufacturing such configurations.
  • MAP modular aerospace plane
  • variable sweep wing aircraft such as the F-14 Tomcat, The F-111 Aardvaark, and the B-IB Bomber have been able to improve take off and landing performance over other supersonic vehicles yet they suffer major shifts in aerodynamic balance and reduced supersonic performance with additional weight and complexity of the variable sweep wings.
  • Previous work on the oblique wing has not produced a production aircraft and furthermore, still faces safety and technological challenges. Neither the variable sweep wing nor the oblique wing concepts have produced a commercial vehicle.
  • a further goal has been for an aircraft to fly supersonic over long distances with good take off and landing characteristics.
  • the Concorde has been the only commercial vehicle produced.
  • the Concord has recently been abandoned.
  • AU of these concepts have used a delta or highly swept wing design, which attributes to many of the problems associated with these supersonic planes.
  • the low lift to drag characteristics of these planes creates problems such as increased fuel consumption, smaller payloads, high heat loads and poor take off and landing characteristics.
  • the delta wing design also experiences major shifts in aerodynamic balance and subsequently, the Concord must utilize an intricate system to move fuel around to help control its weight and balance.
  • An economical vehicle could be easily constructed of modular sections to provide a variety of aircraft platforms, which could dramatically reduce the cost of training, manufacturing and maintenance.
  • a modular method of construction enables a basic modular aerospace plane to be quickly configured with specialized or replacement modules and avoid long periods of aircraft downtime.
  • the present invention describes a new aerospace vehicle with improved safety, performance, economics and versatility over current aircraft.
  • This invention embodies an aircraft comprised of three aircraft sections and wing attachments. All four modular components can be configured for a variety of aircraft platforms such as passenger, payload, fuel, equipment, aircraft systems, propulsions options, short take-off and landing, reconnaissance, cruise, transonic, supersonic and space operations.
  • the present invention describes a wing configuration to provide a Stable Center of Lift (SCL).
  • SCL Stable Center of Lift
  • the present invention solves some of the major problems in prior vehicles such as poor lift to drag, aerodynamic control, transonic stability and aerodynamic balance.
  • the SCL wing enables utilization of the embodied wing attachments which allows the aircraft to select various size wing attachments to change the aircraft's flight characteristics without changing the aircraft's center of lift.
  • the various wing attachments offer the optimum wingspan, size and configuration for different speed envelopes. Designing the main wing as a module which accommodates wing attachments makes it possible to replace wing attachments with little down time, reduce the wingspan for better ground handling and simplify transportation by shipping the main wing module and wing attachments separately.
  • the present invention embodies an aircraft of three main sections or modules and wing attachments. All three aircraft sections can be configured for a variety of passenger, payload, fuel or aircraft systems.
  • the forward fuselage section encompasses the nose wheel, the canard, the cockpit, the avionics, the passenger cabin, a payload area and aircraft systems.
  • Various forward fuselage sections can utilize an escape cabin and/or any combinations of passenger, payload and aircraft systems to satisfy mission requirements.
  • the entire forward section can be separated from the vehicle with explosive bolts or other methods of separation known to those skilled in the art. In this manner the forward section can separate from the weight and flammable fuels in the main wing and tail sections and the forward section containing passengers is safely lowered to the ground using parachutes and deceleration devices.
  • the middle or main wing section encompasses the SCL wing or main aerodynamic wing, receptacles for the wing attachments, engines mounted on the main wings, main landing gear, fuel, aircraft systems and passenger or payload space.
  • the tail section encompasses the rudder, elevators, aircraft engines, fuel, aircraft systems and passenger or payload space. When assembled, these three aircraft sections or modules provide the basic aircraft platform tailored to a specific role.
  • Wing attachments of various lengths and configurations attach to the end of the main wings for the required lift and roll control. The selection of various wing attachments allows the MAP to quickly change flight characteristics to perform a specific mission.
  • the base line vehicle which is designed to operate at the fastest speeds and highest aerodynamic pressures, incorporates the smallest wing attachment designed primarily as an aileron for roll control. Wing attachments may also incorporate flaps.
  • a hinged wing attachment can be used for aircraft carrier operations. All wing attachments can be removed for improved ground handling or replacement and repairs. The ability to quickly change the flight characteristics of an aircraft for a specific mission or replacement of damaged components is of particular interest to the military.
  • the main wing section can also use a standard fixed wing typical on existing aircraft if variable aircraft performance is not of design interest.
  • the forward section is designed to carry the crew and /or passengers with a new level of safety in air transportation.
  • This section can incorporate an Aircraft Escape Cabin (AEC) which can accommodate a small crew, separate from the parent aircraft, glide and/or parachute to a landing, and withstand the high heating and aerodynamic loads of a hypersonic escape.
  • AEC Aircraft Escape Cabin
  • the entire forward section can be designed as an escape module which can separate in an emergency and safely lower all passengers by parachute.
  • This safety feature adds minimum cost, complexity or weight to the MAP.
  • Military crews flying the MAP in hostile environments will be able to survive most attacks and parachute to the ground with classified information and equipment.
  • Various forward sections can be tailored for specific missions and weapons systems, all of which attach to the same basic aircraft platform.
  • tail sections will support the rudder and elevators for aircraft yaw and pitch control. These controls will be designed to provide effective control in both subsonic and supersonic speeds.
  • MAPs configured primarily for passengers may utilize a tail section with seating. This tail section can be designed to separate like the forward section in an emergency to safely parachute the occupants to earth or the tail section can be designed primarily for baggage.
  • Various tail sections can be configured to accommodate aircraft engines, fuel, aircraft systems, auxiliary power unit, rocket engine and payload. The tail section can also be permanently attached to the main wing section. The dynamic balance of an aircraft's weight, thrust and aerodynamic forces is critical for a high performance and safe vehicle. Supersonic vehicles experience additional problems as the center of lift changes from subsonic to supersonic speeds.
  • the present invention embodies an SCL wing, perpendicular to the fuselage to minimize movement of the center of lift.
  • ABR Aerodynamic Balance Ratio
  • the ABR is the maximum longitudinal displacement or movement of a plane's aerodynamic center of lift throughout the vehicle' s speed range, divided by the fuselage length and multiplied by ten.
  • Current supersonic vehicles have an ABR>1 and are unable to benefit from a favorable aerodynamic balance.
  • High performance aerospace vehicles will have an ABR ⁇ 1 and will be able to meet the stringent weight and balance requirements of a practical supersonic vehicle.
  • the present invention is embodied to have an ABR ⁇ 1 and offer new levels of service in the safety, cost and performance of a supersonic aerospace plane.
  • this invention embodies a vehicle configured to maximize the pitch control forces of the canard and elevator to provide efficient control of the MAP's weight and balance.
  • EMR Elevator Moment Ratio
  • the EMR is the ratio of the longitudinal distance from the plane's aerodynamic center of lift to the elevator's center of lift, divided by the fuselage length.
  • An EMR > .4 is standard for conventional subsonic aircraft.
  • Current supersonic vehicles have an EMR ⁇ A
  • the present invention's EMR is embodied to be greater than .4 and the present invention can also utilize canards for additional pitch control and transonic stability.
  • the elevator and rudder will be positioned and designed to be effective at subsonic and supersonic speeds. By utilizing wings with the ABR ⁇ 1, it will minimize movement of the center of lift. Designed with a EMR>.4, the invention reduces the amount of pitch control forces necessary and enables the MAP to use smaller canard and elevators surfaces which helps to reduce drag.
  • the present invention embodies fixed and magnetohydrodynamic devices to manipulate supersonic flow in order to reduce shock waves, aero thermodynamic heating, sonic boom and drag.
  • the fixed devices include fairings, spikes, vortex generators, and trailing edge devices.
  • the magnetohydrodynamic devices involve an electronic power source to charge the supersonic flow of air around the vehicle.
  • a further embodiment of this invention is the Superconducting Magnetic Energy Storage System (SMES) device.
  • SMES Superconducting Magnetic Energy Storage System
  • This embodiment uses high temperature Superconducting material to energize an electromagnetic power source.
  • This embodiment is surrounded by a liquid coolant and/or cool air steam to cool the SMES device.
  • the liquid coolant can be replaced and the SMES device charged by an auxiliary power source.
  • Super cold air in the upper atmosphere can be combined with a refrigeration device to provide additional cooling in flight and the aircraft engines can recharge the SMES device.
  • the SMES device is designed to provide a large burst of power to operate the electric propulsion, fire electronic weapons, and power the magnetohydrodynamic device.
  • Embodied in the present invention is electric propulsion during take off.
  • the SMES device powers electric motors connected to the main landing wheels for electric propulsion.
  • These motors can provide the MAP with additional take-off acceleration capability such that it could dramatically reduce runway requirements or even eliminate the need of mechanical assistance during take off from an aircraft carrier.
  • These same electric wheel motors also pre-spin the tires for touch down, serve as brakes and propel the MAP for ground maneuvering.
  • the MAP design also offers safe protection from a terrorist attack either from a missile or bomb contained in baggage.
  • a missile attack and the engines or controls are destroyed, the passenger section separates for a safe landing by parachute. If a bomb is contained in baggage which is located in either the middle or tail section and away from the passengers in the forward section, the passenger section can survive the explosion and safely land with all passengers and survival equipment.
  • the failsafe and versatile aspects of the MAP also provides the ideal test plane. Different tail sections can test various engines and configurations using the same forward and middle section. The ability to change wing attachments and vary aircraft performance provides for flight tests to be conducted within their designed speeds, altitudes and actual flight conditions. In addition, an engine malfunction or explosion does not result in a loss of crew or flight data.
  • UAV Unmanned Aerial Vehicle
  • the features and performance of the MAP also apply to an Unmanned Aerial Vehicle (UAV).
  • UAV Unmanned Aerial Vehicle
  • the safe return of UAV equipment and data is often a high priority.
  • the modular UAV offers the desired ground handling, storage and transportation characteristics to improve operations. Replacement modules also reduce downtime and costs.
  • Access panels are located in close proximity to the structural and system connectors. These access panels permit access to the connectors from the exterior of the vehicle. This is required on unmanned aerospace vehicles, wing attachments and some fuselage areas on manned vehicles where access from the interior is blocked. Further areas of applicability and methods of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiments of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
  • Figure 1 is a front view of the MAP with a high lift wing attachment and escape cabin.
  • Figure 2 is a top view of the MAP with windows in the forward fuselage section designed for passenger accommodations.
  • Figure 3 is a cross-sectional side view taken generally along the centerline of the tail section designed for a rocket motor and fuel storage.
  • Figure 4 is a side view of the MAP with escape cabin and forward section designed for electronic weapons.
  • Figure 5 is a top view of the MAP with the main section configured as a conventional fixed wing without wing attachments.
  • Figure 6 is a side view of the forward fuselage section detached from the parent vehicle with the parachute and deceleration devices deployed.
  • Figure 7 is a perspective view of a UAV comprising the modular components.
  • Figure 8 is a side view of a large commercial airline designed to accommodate passengers in the forward section and baggage in the tail section.
  • Figure 9 is a side view of the tail section designed for a turbojet engine and air intake.
  • Figure 10 is ' a side view of the tail section designed with an auxiliary engine.
  • Figure 11 is a view of the MAP with the forward and tail section designed to carry passengers and parachute devices.
  • Figure 12 is a side view of the MAP designed with the forward, main wing tail sections all designed for passengers and no parachute devices.
  • the illustrated vehicle demonstrates the relative position of the four lifting surfaces, a canard 8, a main wing section 2, wing attachments 4 and elevators 9.
  • the location of these flight surfaces will have a beneficial effect on each other to improve lift, aerodynamic performance and balance.
  • the configuration of the Stable Center of Lift (SCL) main wing will restrict movement of the center of lift, permit the utilization of the wing attachments 4 and reduce cost.
  • the main wing section 2 is also configured for optimum interaction with the canard 8 located on the forward fuselage section 1 and the elevators 9 located on the tail section 3.
  • This unique characteristic of the aircraft platform enables the MAP to provide optimum control and balance through out the subsonic, transonic and supersonic range.
  • This method and design of the aerodynamic flight surfaces and controls offers a favorable ABR.
  • These embodied aircraft modular sections and wing attachments permit aircraft platform versatility, failsafe capability, improved ground handling, reduced manufacturing cost, lower maintenance cost and less down time.
  • the forward fuselage section 1 can be designed with an integral aircraft escape cabin 5, which separates from the forward section during an emergency. Also illustrated in Figure 1 is rudder 10, aircraft engine 6 and main landing gear 30. In Figure 4, access door 23 provides access to the aircraft escape cabin 5 and other sections or modules.
  • the forward fuselage section 1 also supports and contains a nose wheel 29. To safely evacuate passengers during an emergency, the entire forward fuselage section 1 can be designed to separate from the main wing section by utilizing a plurality of explosive bolts 14 in. connecting flange forward section & main wing section 25. A plurality of incendiary devices 15 will serve all wiring and mechanical lines for aircraft systems.
  • a drogue-stabilizing parachute 33 can be deployed to assure proper orientation and speed of the forward fuselage section to safely deploy the main parachute device 19 as shown in Figure 6.
  • a plurality of deceleration device 31 deploys to absorb the impact loads at touch down. Without the flammable fuel and weight of the main wing section and tail sections, the forward fuselage section can safely parachute passengers and crew to the ground or water landing. The sealed intact passenger module will float and protect occupants from hypothermia. The tail can be utilized in a similar manner for passenger safety.
  • the main wing section 2 is located between the forward fuselage and tail section.
  • This main wing section supports and contains the main landing gear 30, carries fuel, support the aircraft engines 6 mounted on the main wings and the wing attachment receptacles 28 in which the wing attachments 4 plug into and attach.
  • Access panel 27 permits access to connectors for the wing attachments and the connectors for the wiring and mechanical lines and to perform inspections of the same. Similar access panels are located in close proximity to other connectors to provide access from the exterior of the vehicle. This is typical of the case for each connector on the UAV.
  • FIG. 2 of the drawings clearly depicts the three main sections of the MAP.
  • the forward fuselage section 1 is attached to the main wing section 2 and which is attached to the tail section 3 in a similar fashion by bolting corresponding flanges in each section.
  • Connecting flange forward section & main wing section 25 and connecting flange main wing section & tail section 26 are an integral part of the fuselage structure and when bolted together, carry the necessary structural loads.
  • a gasket can be located between the two connecting flanges to seal each section and permit cabin pressurization. This method of connecting the modules isolates destructive vibrations, thermodynamic expansion and contraction, and is the quickest, safest and least expensive method of attachment. Explosive bolts are used on modules designed to separate in an emergency.
  • connectors for the electrical systems, aircraft equipment, as well as the pneumatic and hydraulic controls are connectors for the electrical systems, aircraft equipment, as well as the pneumatic and hydraulic controls. Also illustrated in Figure 2 are canard 8, elevator 9, parachute device 19, access door 23, deceleration device 31, drogue stabilizing parachute 33, window aperture 34, and magnetohydrodynamic device 36.
  • the main wing section can also be designed as a complete conventional fixed wing 13 for a specific role as shown in Figure 5, similar to wings on conventional aircraft. These conventional wings would not use wing attachments; however, the modular method and design would still enable the forward and tail sections to parachute safely to earth in an emergency and lower cost of fabrication and maintenance. Also illustrated in Figure 5 are forward fuselage section 1, rudder 10, connecting flange forward section & main wing section 25 and connecting flange main wing section & tail section 26.
  • Figure 11 illustrates a tail section designed for passengers with a plurality of window aperture 34.
  • explosive bolts are utilized in connecting flange main wing section & tail section 26.
  • Parachute device 19 located in the tail end will deploy out the rear.
  • the tail deceleration devices 31 located on the interior bulkhead at connecting flange main wing section & tail section 26 deploy to absorb ground impact loads.
  • the unique configuration of the MAP allows all four sections to be easily integrated into the appropriate aircraft platform for a specific mission.
  • the tail section 3 supports the elevator 9 and rudder 10.
  • Also illustrated in Figure 11 are forward fuselage section 1, main wing section 2, wing attachment 4, aircraft engine 6, access door 23, connecting flange forward section & main wing section 25, drogue stabilizing parachute 33, and magnetohydrodynamic device 36.
  • Figure 3 depicts a tail section 3 with a rocket motor 11 and large fuel tank 12. Also illustrated in Figure 3 are main wing section 2, rudder 10, and connecting flange main wing section & tail section 26.
  • Figure 10 illustrates a tail section with an auxiliary motor 24 which can supply electrical power for aircraft and charge the Superconducting Magnetic Energy Storage System SMES device 32. Also illustrated in Figure 10 are main wing section 2, tail section 3, elevator 9, rudder 10, access door 23, connecting flange main wing section & tail section 26, and magnetohydrodynamic device 36.
  • Figure 9 illustrates a tail section designed to accommodate a tail aircraft engine 21 with air inlet 22.
  • the tail can also be configured with the elevators above the rudder in a conventional T-tail design. This would permit location of the two main aircraft engines on the exterior of the tail section.
  • the tail section can also be permanently attached to the main wing section.
  • main wing section 2 tail section 3, elevator 9, rudder 10, access door 23, connecting flange main wing section & tail section 26, and magnetohydrodynamic device 36.
  • UAV Unmanned Aerial Vehicles
  • FIG. 7 Illustrated in Figure 7 are forward fuselage section 1, main wing section 2, tail section 3, wing attachment 4, connecting flange forward section & main wing section 25, and connecting flange main wing section & tail section 26.
  • FIG. 8 represents a commercial MAP designed with passengers in the forward fuselage section and baggage in the tail section. This configuration will offer a terrorist-proof plane by separating the passenger area from the stored baggage area and permit the safe recovery of the forward section in the event of a bomb destroying the tail section or missile destroying the main wing section. Enlarging the forward section for the passengers can reduce drag and improve supersonic performance. Drogue stabilizing parachute 33 and main parachute device 19 are connected to the forward fuselage section and not attached to the main wing section.
  • FIG. 8 This illustration shows how the interior space of the main wing section can be used to accommodate the space requirements of the parachutes to maximize passenger space in the forward fuselage section.
  • An interior bulkhead at the rear of the forward fuselage section maintains cabin pressure and parachute devices can be located on either side of this partition.
  • Also illustrated in Figure 8 are forward fuselage section 1, main wing section 2, wing attachment 4, aircraft engine 6, elevator 9, rudder 10, explosive bolts 14, incendiary devices 15, access door 23, connecting flange forward section & main wing section 25, connecting flange main wing section & tail section 26, and window aperture 34.
  • Figure 12 illustrates a MAP with the interior configured like a conventional passenger plane. There are no parachute devices or explosive bolts. The modular feature is utilized to reduce fabrication cost, offer a variety of aircraft performance and improve ground handing. This is just one of many different combinations of sections which aircraft owners may choose.
  • Supersonic Shockwave manipulation embodied in this invention is achieved with fixed devices and magnetohydrodynamic devices 36 to reduce aerodynamic heating, drag and sonic disturbances.
  • the fixed devices such as fairings, spikes, vortex generators and trailing edge devices are located on the vehicle to manipulate destructive Shockwaves.
  • Magnetohydrodynamic devices 36 are utilized to manipulate the supersonic flow in front of the vehicle and outside the effective range of the fixed devices. Magnetohydrodynamic devices charged by the electrical systems are located on the fixed devices and the airframe to provide the most desirable effects.
  • this invention embodies a SMES device 32, as illustrated in Figure 4, to power the electric wheels and provide additional takeoff acceleration.
  • the SMES device 32 is accessible from the ground to recharge the liquid coolant and energize the SMES device.
  • Electrical motors are connected to the main landing gear axles through gears to provide the necessary torque and speed.
  • the electric powered wheels can be spun prior to touch down and avoid the severe loads associated with non-spinning wheels hitting the ground at a high speed under high impact loads.
  • the electrical motors will also serve as brakes during landings and the braking energy can be dumped into the SMES device.
  • the electric powered wheels also provide forward, reserve and directorial control, which eliminates the need for ground handling equipment.
  • the SMES device 32 is charged by the aircraft engines and provides the large burst of power necessary to fire electronic weapons 35.
  • the SMES can also supplement the power necessary to operate the electronic shock wave manipulation devices.
  • FIG. 12 Also illustrated in Figure 12 are forward fuselage section 1, main wing section 2, tail section 3, wing attachment 4, aircraft engine 6, elevator 9, rudder 10, access door 23, connecting flange forward section & main wing section 25, connecting flange main wing section & tail section 26, and window aperture 34.
  • aircraft designers view the aircraft as a balancing act with the main wing as the center of lift and with the forward section and tail section on either side of the main wing to balance it.
  • Flight controls and various lifting surfaces located on either the forward fuselage section or the tail section can supplement the lift of the main wing and provide aerodynamic pitch control.
  • the present invention embodies a method whereby the wing surface area and configuration can be changed to obtain the desired flight characteristics.
  • this invention embodies the ability to interchange various forward fuselage and tail sections to meet specific needs and desires of the operator.
  • the method of attaching and detaching the various sections and wing attachments offers numerous advantages over conventional aircraft.
  • the aircraft must be designed whereby the modular-sections can be connected and disconnected when desired.
  • Corresponding flanges on each section and/or plug-in type connectors can be designed by those skilled in the art. Connections for the electrical wiring and mechanical lines that run between the sections, can be designed to quickly separate in an emergency. For emergency separation explosive bolts may be used to release the structural connections. Incendiary devices can be designed to sever the wiring and mechanical lines.
  • the next step is to fabricate the sections independently of each other. This enables sections to be fabricated in smaller facilities and/or off site. This method also facilitates easier handling and transporting of the various sections.
  • this invention embodies a new method for major repairs, maintenance and refurbishing.
  • Replacement sections which are complete, tested and ready for service, can be alternated for sections in need of repair. Aircraft down time is reduced to the time required to switch the sections. The section in need of repair can then be refurbished or repaired in a smaller facility with optimal production schedules to achieve the highest standards.
  • Various sections can be available with different equipment, systems and configuration to satisfy Specific missions. All systems and components can be plugged into test equipment to assure proper operation prior to being placed into service.
  • Wing attachments can be handled in a similar fashion. Wing attachments of various sizes and configurations can be interchanged to provide different aircraft performance for specific missions. Wing attachments may be easily removed to reduce the wingspan and improve ground handling.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Emergency Lowering Means (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)

Abstract

L'invention concerne un avion aérospatial modulaire. Dans un mode de réalisation, l'avion peut comporter une section fuselage avant, une section voilure principale, une section queue et des fixations de voilure. Diverses sections peuvent être intégrées de manière à offrir une variété de caractéristiques, de performance et de missions d'aéronef. Les sections fuselage avant et queue peuvent utiliser un dispositif de parachute, ces sections pouvant ainsi se séparer en cas d'urgence et faire atterrir les passagers en toute sécurité.
PCT/US2006/015869 2006-04-28 2006-04-28 Avion aérospatial modulaire WO2007133182A2 (fr)

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WO2007133182A3 WO2007133182A3 (fr) 2008-05-08

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US8660712B2 (en) 2009-07-22 2014-02-25 Aerovironment Inc. Reconfigurable aircraft
WO2016116719A1 (fr) * 2015-01-23 2016-07-28 Delair-Tech Dispositif pour l'assistance de la phase de récupération d'un aéronef a voilure fixe
WO2017033033A1 (fr) * 2015-08-26 2017-03-02 Dunai Nándor Système de sécurité pour des aéronefs
WO2017050333A1 (fr) * 2015-09-25 2017-03-30 Airbus Ds Gmbh Surface portante séparable pour aéronef, aéronef pourvu d'une surface portante séparable et procédé pour faire atterrir un tel aéronef
FR3048410A1 (fr) * 2016-03-07 2017-09-08 Jean Marc Damon Appareil aeronautique concu en 3 compartiments pour eviter le crash
EP3252068A2 (fr) 2009-10-12 2017-12-06 Larry J. Smith Procédés et compositions permettant de moduler l'expression génique à l'aide de médicaments à base d'oligonucléotides administrés in vivo ou in vitro
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