WO2007109826A1 - Dispositif d'augmentation de la flottabilité d'un aeronef - Google Patents

Dispositif d'augmentation de la flottabilité d'un aeronef Download PDF

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Publication number
WO2007109826A1
WO2007109826A1 PCT/AU2007/000100 AU2007000100W WO2007109826A1 WO 2007109826 A1 WO2007109826 A1 WO 2007109826A1 AU 2007000100 W AU2007000100 W AU 2007000100W WO 2007109826 A1 WO2007109826 A1 WO 2007109826A1
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WO
WIPO (PCT)
Prior art keywords
inflatable
support member
aircraft
compartments
componentry
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/AU2007/000100
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English (en)
Inventor
Christopher John Webber
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Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of WO2007109826A1 publication Critical patent/WO2007109826A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/34—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like comprising inflatable structural components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/30—Wings comprising inflatable structural components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64B—LIGHTER-THAN AIR AIRCRAFT
    • B64B2201/00—Hybrid airships, i.e. airships where lift is generated aerodynamically and statically

Definitions

  • This invention relates to the aviation industry in particular but not exclusive to a buoyancy augmentation device for conventional aircraft.
  • Airliners, military, transport and cargo aircraft are operated daily with large volumes of non or under utilized space within their airframes, for example, within internal structures, behind panels, under fairings, between floors, within cargo and passenger compartments and equipment bays, including empty cargo hold transport space. In both pressurised and non-pressured areas air usually occupies these spaces.
  • air is circulated through the hull under positive pressure in order to keep the air fresh and breathable and at a reasonable temperature.
  • Air on demand is normally fed from the engine compressors.
  • a lower volume of air is required to be tapped from the engine compressors contributing to a lower energy requirement, and therefore lower fuel burn.
  • Aircraft manufacturing is focused on aerodynamic design, construction, material weight and construction method i.e. engineering design in order to save weight, reduce airframe drag, reduce operating electrical loads, improve engine designs and efficiency, and to re-circulate up to at least seventy-five percent of cabin air.
  • the entire volume of air within the pressure hull is refreshed approximately every four minutes.
  • conventional aircraft operators and manufacturers have not identified the unoccupied airspaces within their airframes as "useful space" other than for additional components or fuel storage.
  • Aircraft by their nature and engineering constraints, must be shaped accordingly in order to be aerodynamically efficient or to house componentry for example the pressure hull must be of a substantially circular cross section for design weight efficiency. These constraints lead to the creation of unutilized, air occupied voids.
  • WO99/2435 (Lockhead Martin Corp) describes an ultra large, partially buoyant airship having an airfoil configuration with propulsion apparatus supported at various locations. This however, is basically a refinement of an airship or lighter than air dirigible and is not comparable to conventional cargo and passenger aircraft operating at high speed. Airships in general, are cumbersome, slow and prone to inoperability in poor weather conditions and are difficult to handle or load and carry relatively small loads for their size.
  • ducting, pipes, hoses and electrical cables are supported by relatively heavy rods, clamps, clips etc. which adds weight and reduces payload.
  • electrical cables/wires currently transit air filled spaces in conventional airframes and as air supports combustion can potentially present an electrical fire hazard.
  • the invention is a gas impervious bladder or compartment filled with lighter than air gas, preferably helium installed within the otherwise unoccupied areas of an airframe, which will apply a buoyancy or lifting force to the airframe thereby increasing the lifting capability of the airframe in air by offsetting a portion of the weight of the airframe.
  • the compartment(s) can be designed into new airframes or retrofitted to existing airframes. There are no limits to the size or configuration of the aircraft for which they can be designed and installed.
  • the compartments must be of a lighter nett weight than the buoyant force they are to exert to be effective.
  • the invention resides in an aircraft buoyancy augmentation device for installation in winged aircraft including in combination,
  • one or more inflatable bladders or compartments adapted to reside in spaces or cavities between internal structural members of the aircraft fuselage, wings or tail section,
  • the inflatable bladders or compartments adapted to be inflated under pressure with a lighter than air fluid thereby providing non-aerodynamic lift.
  • buoyancy compartment As the buoyancy compartment is pressurized, it has a structural strength and may be used to support aircraft equipment such as but not limited to, ventilation ducting, other tubing or electrical conduits, thereby eliminating that hardware currently used to support them. Surfaces of the compartments may also provide a replacement for such hardware items, and are not limited to, sidewall panels, cabin ceiling panels, overhead locker enclosing paneling, cargo side or ceiling panels etc eliminating the need for and therefore the weight of these items.
  • the invention resides in an inflatable internal componentry support member of an aircraft adapted to support by compressive force, aircraft componentry located between the inflated member and the aircraft internal structure, the support member adapted to be filled under pressure with a lighter than air fluid thereby also providing non-aerodynamic lift.
  • the componentry support member when inflated provides structural support to the cabling, hoses, connections and internal components in contact with the support member.
  • the bladders or compartments are located in a cargo or passenger area and are fabricated of a compliant and strong sheet material and inflate to substantially occupy empty space surrounding cargo or any unoccupied seats.
  • the compartments are rigid, semi rigid or flexible or a combination thereof and can be further structurally reinforced with ribs, internal or external straps or formers to maintain their shape where or as required.
  • the componentry support member is formed from durable flexible plastic, rubber or other flexible composite material.
  • the compartments are made from materials or combinations of materials to suit for the environment in which the compartments are installed.
  • Factors for environmental consideration include the temperature expected, the maximum pressure differential possible, the capacity and structural capability of the designated space in which the compartment is to reside, the presence of reagent fluids and the compartments proximity to sensitive equipment.
  • the materials should be lightweight and meet industry approved specifications.
  • the bladders or compartments when located in the internal space or cavity of the aircraft are configured in shape and size to fit the space or cavity in which they reside.
  • the compartments should be shaped to take advantage of the largest volume possible.
  • the lighter than air fluid is helium, or an equivalent non-combustible inert gas.
  • the compartments can be used singularly, or in combination with other compartments.
  • compartments are readily deflateable and removable, from a direct access panel or an existing adjacent access panel.
  • Visible compartments may be finished decoratively for aesthetics if required.
  • a lightweight inflation/deflation valve is installed in an accessible location on the compartment.
  • the compartments have strength to withstand the maximum pressure differential anticipated for flight conditions with an appropriate safety factor.
  • An overpressure protection valve installed individually or incorporated into a filling valve of each compartment.
  • compartment pressure is monitored with a mechanical indicator or is electronically monitored with a pressure switch either individually or connected in series or parallel with pressure switches of other compartments.
  • the monitor is an on/off mechanical or electro-mechanical device to indicate when pressure is at a correct level.
  • Weight and balance calculations are calculated manually using aircraft manufacturers supplied tables or through the aircrafts centre of gravity (C. O. G.) computer.
  • Weight and balance responsibility rests with the aircraft manufacturer and operator.
  • the compartments can be singular or multi-cellular and are an adjunct to the airframe of the aircraft and are designated to replace any decorative structures or fill any space within the airframe.
  • buoyancy device For most locations within an aircraft the buoyancy device will be installed prior to fitting of access panels and then inflated to the requisite pressure without need for specific tethering as a consequence of being contained within the structural cavity.
  • a light weight strap or hook system is utilised to tether the compartments to the aircraft.
  • the compartments are durable, not easily punctured, not easily burnt or are toxic, or in any way could cause damage to the aircraft or its equipment or interfere with radio reception or transmission.
  • servicing of the compartment can be accomplished from handled or mobile vehicular mounted apparatus, typically consisting of a storage tank, gas pump and pressure regulator to a valve on the buoyancy compartment via a hose and fittings to enable inflation and deflation of the compartment as required and to enable the reuse of any gas evacuated from the compartments.
  • handled or mobile vehicular mounted apparatus typically consisting of a storage tank, gas pump and pressure regulator to a valve on the buoyancy compartment via a hose and fittings to enable inflation and deflation of the compartment as required and to enable the reuse of any gas evacuated from the compartments.
  • FIG. 1 there is shown a side view of an aircraft 10 showing the positions of the inflatable bladders or compartments 11, 12, 14, 16,18 in the fuselage section of the aircraft and the tail portion 20, 22, 23, 25, 27 of the aircraft.
  • the bladders and compartments are ideally filled with a lighter than air gas typically helium.
  • compartments 24, 26 in the nose section of the aircraft and at the base of the wing 12, 14 and rear cargo portions 16, 18 of the aircraft.
  • Figure 2(a) shows the nose section 50 of the aircraft 51 wherein the nose cone structural support compartment 50a is located behind the nose cone bulkhead and is adapted to be filled under pressure with an inert lighter than air gas, typically helium.
  • the nose cone 50a is shown configured having two trailing sections 50b, 50c extending rearward of the nose cone to maximize the volumetric capacity of the support member.
  • the support member may be configured to occupy any free space and to provide support to cabling, conduits and other equipment.
  • Figure 2(b) shows position of lighter than air bladders 52 filling an unoccupied top passenger area.
  • a bladder or compartment 54 can also fill the freight area when there is little freight as well as part of the nose cone 56.
  • Figure 3(a) and 3(b) show passenger 60 and freight aircraft 70 respectively having bladders or compartments 62, 72, 74, 76, 78 in the fuselage and tail sections 64, 66, 68.
  • compartments 61 located in the bulkhead of the first class section as well as the floors 63 and bulkhead section 62.
  • the tail section can also be filled with compartments having lighter than air bladders 63, 65, 67, 69.
  • the complete luggage areas 70, 71 can be further occupied by a bladder or compartment filled with helium as well as the unoccupied luggage space 65 in the nose of the aircraft 60a.
  • the freight 80, 82, 84, 86 may be positioned strategically in the aircraft to balance the loading of the aircraft.
  • the freight can then be held in place by the bladders or compartments 72, 74, 76, 77, 78,
  • Figure 4(a) shows a cross section through the fuselage of an aircraft 90 of Figure 4(b) showing the position of bladders and compartments in the bulkhead 100 and in the floor 102 of the passenger compartment and in the freight area 92, 94, 96,
  • FIG. 4(b) Also shown in Figure 4(b) is a central fuel tank bladder 101 which is normally empty in aircraft on flights of short duration.
  • the bladders or compartments are compartmentalized and may be of separate configurations that is half circular 98 and rectangular 92 cross section or configurations.
  • Figure 5 shows a view through the passenger section of the aircraft 110 wherein an inflatable compartment 112 is shown in the bulkhead of the aircraft having a concealed valve 114 for manually filling the bulkhead compartment 112.
  • Each bulkhead 113, 115 compartment has its own filling valve 111, 117.
  • floor section compartments 116, 118, 120 connected with a concealable manually filling station 122. Both bulkhead and floor compartments are connected by pressure monitors and lines 124, 125 attached to each compartment for electronically monitoring the volume and pressure of each compartment.
  • Figure 6(a) shows a longitudinal cross section 130 in a passenger area which is unoccupied.
  • the inflatable bladder 132 is configured to fit in between the seats 134, 136, 138, 140 to maximize the volume of the bladder. On deflation the bladder can preferably be rolled up and stored at an airport or other storage station.
  • floor compartments 142, 144 which are located between the ribs 146, 148 of the floor as shown in Figure 6(b).
  • Figure 7(a) shows a perspective view of the bladder or compartment 150 in the lower freight area of an aircraft.
  • the compartment may be moved in any position along the fuselage of the aircraft to distribute the load in the aircraft.
  • the freight compartment is used when there is no or little freight so that the balance of the aircraft can be optimised.
  • Figure 7(b) shows a typical lower freight fuselage configuration of bladders or compartments 152, 154, 156, 158, 160 of different shapes or sizes each adapted to be filled manually.
  • the compartments are tied down to the floor by means of heavy duty straps 162, 164 and each compartment typically has raised dimples 152a, 154a, 156a, 158a, 160a to prevent the top of the compartments when fully inflated from completely touching the panels of the aircraft flooring or roof structure.
  • Figure 8 shows a structural view through a lower portion of the fuselage 170 wherein the compartments 172, 174, 176, 178 can be configured to occupy space between structural members 180, 182 such as the ribs of the fuselage as well as between the floor beams 184, 186.
  • Each compartment has a manual filling valve 172a,
  • 176a, 178a shown and can be independently inflated to balance the aircraft.
  • Figure 9 shows an aircraft 190 on tarmac service ramp 192 as well as having its compartments inflated by means of a mobile pump truck 194 which receives the lighter than air gas, preferably helium from a storage tank 196 at an airport or flight centre facility.
  • the lighter than air gas may be provided by a mobile tanker carrying the same.
  • Figure 10 shows the invention adapted from military operation wherein a cargo aircraft 200 is shown with its fuselage almost completely filled with bladders or compartments 210; 212, 214 containing lighter than air gas. It is also shown in broken lines a lighter than air compartment 218 in the nose cone. In military operations where there are a smaller number of passengers the augmented buoyancy of the lighter air compartments filling the fuselage would allow the military aircraft to fly at high altitudes for a greater distance without refueling.
  • the basic engineering is relatively simple and simple to install, other advantages include the absence of any major regulatory hitches and wasted space is used positively. Increased airframe lifting efficiency without penalties, and the use of helium, provides a natural presence of fire retardant gas especially for cargo holds. In a ditching event, i.e aircraft having to land on water, the aircraft will be more buoyant, thereby giving more time to evacuate the crew and passengers.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)

Abstract

L'invention concerne un compartiment gonflable ou un élément de structure de flottabilité d'un aéronef, destiné à être installé dans des aéronefs traditionnels, de manière à être disposé dans des espaces ou cavités situés entre les éléments de structure internes du fuselage de l'aéronef, des ailes ou de la section arrière, les compartiments gonflables ou les éléments de structure étant conçus pour être gonflés sous pression avec un fluide plus léger que l'air, ce qui assure une poussée verticale non aérodynamique.
PCT/AU2007/000100 2006-03-29 2007-01-24 Dispositif d'augmentation de la flottabilité d'un aeronef Ceased WO2007109826A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2006100241A AU2006100241A4 (en) 2006-03-29 2006-03-29 An aircraft buoyancy augmentation device
AU2006100241 2006-03-29

Publications (1)

Publication Number Publication Date
WO2007109826A1 true WO2007109826A1 (fr) 2007-10-04

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PCT/AU2007/000100 Ceased WO2007109826A1 (fr) 2006-03-29 2007-01-24 Dispositif d'augmentation de la flottabilité d'un aeronef

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AU (1) AU2006100241A4 (fr)
WO (1) WO2007109826A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3150483A4 (fr) * 2015-06-17 2017-09-20 Kohei Nakamura Corps volant à flottabilité

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3418181A1 (fr) * 2017-06-19 2018-12-26 Airbus Operations, S.L. Panneau pour une structure d'aéronef
CN112848374B (zh) * 2021-01-09 2022-09-30 哈尔滨工业大学 一种用于柔性囊体囊壁缠绕工艺的组合式法兰夹具
EP4108569B1 (fr) * 2021-06-25 2024-08-21 Airbus Operations GmbH Plafond suspendu gonflable pour une cabine de passagers d'un aéronef

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1777576A (en) * 1929-09-09 1930-10-07 Ries Frederick Buoyant airplane
US3486719A (en) * 1967-12-04 1969-12-30 Aereon Corp Airship
US4029272A (en) * 1975-03-10 1977-06-14 Woodville Rubber Company Limited Variable-geometry aircraft seal
US4052025A (en) * 1975-04-03 1977-10-04 Clark Frank M Semi-buoyant aircraft
US5979828A (en) * 1997-04-30 1999-11-09 Mcdonnell Douglas Apparatus for eliminating gaps in an aircraft
BE1012776A7 (fr) * 1999-07-07 2001-03-06 Metens Hermann Air-poche-system.
US20050258306A1 (en) * 2004-05-24 2005-11-24 The Boeing Company Delta-winged hybrid airship

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1777576A (en) * 1929-09-09 1930-10-07 Ries Frederick Buoyant airplane
US3486719A (en) * 1967-12-04 1969-12-30 Aereon Corp Airship
US4029272A (en) * 1975-03-10 1977-06-14 Woodville Rubber Company Limited Variable-geometry aircraft seal
US4052025A (en) * 1975-04-03 1977-10-04 Clark Frank M Semi-buoyant aircraft
US5979828A (en) * 1997-04-30 1999-11-09 Mcdonnell Douglas Apparatus for eliminating gaps in an aircraft
BE1012776A7 (fr) * 1999-07-07 2001-03-06 Metens Hermann Air-poche-system.
US20050258306A1 (en) * 2004-05-24 2005-11-24 The Boeing Company Delta-winged hybrid airship

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3150483A4 (fr) * 2015-06-17 2017-09-20 Kohei Nakamura Corps volant à flottabilité
US9802691B2 (en) 2015-06-17 2017-10-31 Kohei Nakamura Buoyant aerial vehicle

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