CA1246042A - Emergency soft landing system for helicopters propeller - Google Patents
Emergency soft landing system for helicopters propellerInfo
- Publication number
- CA1246042A CA1246042A CA000387347A CA387347A CA1246042A CA 1246042 A CA1246042 A CA 1246042A CA 000387347 A CA000387347 A CA 000387347A CA 387347 A CA387347 A CA 387347A CA 1246042 A CA1246042 A CA 1246042A
- Authority
- CA
- Canada
- Prior art keywords
- parachute
- housing
- helicopter
- combination
- aircraft
- 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.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/006—Safety devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D17/00—Parachutes
- B64D17/80—Parachutes in association with aircraft, e.g. for braking thereof
Abstract
ABSTRACT
This invention relates to a parachute deployment system which locates an emergency parachute within a housing in a stationary manner above the central rotating propeller of a helicopter. In one embodiment the parachute is located in a housing containing panels which can be thrust apart upon command, the panels being connected via strings to the parachute. The panels operate as air foils, rapidly deploying the parachute. In another embodiment the parachute is contained within a bore of the propeller hub, and is similarly deployed. Floatation bags preferably inflatable with nitrogen gas can be fixed to the helicopter and deployed with the same command as deploys the parachute. As a result the parachute remains untangled and gently allows the helicopter to descend upon engine failure, and is supportable in water by means of the floatation bags.
This invention relates to a parachute deployment system which locates an emergency parachute within a housing in a stationary manner above the central rotating propeller of a helicopter. In one embodiment the parachute is located in a housing containing panels which can be thrust apart upon command, the panels being connected via strings to the parachute. The panels operate as air foils, rapidly deploying the parachute. In another embodiment the parachute is contained within a bore of the propeller hub, and is similarly deployed. Floatation bags preferably inflatable with nitrogen gas can be fixed to the helicopter and deployed with the same command as deploys the parachute. As a result the parachute remains untangled and gently allows the helicopter to descend upon engine failure, and is supportable in water by means of the floatation bags.
Description
"` 3L~4~0~Z
This invention relates to aircraft~ both full size and to model airplanes.
The invention particularly relates to heli-copters and other aircraft of the hovering type which ~ly at lo~ altitudes and it is a particular objet of this invention to provide such aircraft with means making possible their safe descent to the ground at times of engine failure.
While aircraft of the more common type are able to gllde to an emergency landing in a selected open field~ helicopters and other hovering aircraft are often death traps when their engines fail.
Hovering aircraft often have motor failure at relatively low altitudes~ too low ln fact for the occupants to jump out with the parachutes safely because they ale more llkely~to hit the ground before a con-ventional parachute has tlme~to open~ ~
It is~ therefore, an objet of this invention to provide the concept of a parachuteattached~to such an aircraft in a position from which it is adapted to be made operative qulckly to slow the descent of the aircraft,~ and in the case of the helicopter it is a particular object to mount the parachute in a position above the housing of the~ horizontally rotating propeller.
According to the present invention there is provided in combination with an aircraft, a parachute means disposed on top of the aircraft.
According to a~specific embodiment thereis provided in combination ~with a helicopter having a 3o rotatable propeller provided with a housing~ a para-chute disposed~ above the said housing~and inter-changeable propeller housing variations -to receive . : ~
~2~04æ
a variation of propeller location and number combinations and an improved shorter, wider square~end propeller blade.
Other and additional objects, embodiments, principles and advantages of the present invention will be apparent from the following detailed description, drawings and claims, the scope of the invention not being limited to the diagrammatic representations themselves as drawings are only for the expressed purpose of illustrating a way in which the principles of this invention can be applied and or function.
Other embodiments of this invention utilizing the same or the equivalent principles and advantages may be used and structural changes may be made in relation to the size, weight and type of aircraft upon which such application of applications are made without departing from the principles and art of the present invention and the purview of the appended claims.
An embodiment of the invention will now be described, by way of example, with reference to the accompanying drawings in which:-Figures 1 to 4 are diagrammaticrepresentations o a helicopter to ilIustrate different aspects of this embodiment, and Figure 5 is a diagrammatic representation of a helicopter drive shaft assembly, Figure 6, 'A', is a diagrammatic representation of a cross section of the assembly shaft, figure 5 above. Figure 6, 'B', is a diagrammatic representation of twin helicopter housing assemblies mounted vertically so as to accomodate twin horizontal paralleled propellers.
~2--Figure 7 is a diagrammatic representation of a helicopter with two twin housing assemblies mounted vertically and with paralleled twin horizontal propellers; the propellers being shorter and square tipped, but considerably wider than conventional helicopter propellers.
Referring to the Figure 1, a craft in flight and more particularly a helicopter with a stabilizing propeller at its rearward end and in this instance one horizontally rotating propellor positioned on top of the forward position of the helicopter cabin and mounted on a modified nonconventional outer drive shaft 6, and for the purpose of this invention 4 illustrates a solid high tensile steel stationary shaft, the lower end being well engineered and integrated into the main structure of the aircraft. The same will receive a standard or combination housing.
Mounted on the top of the mentioned stationary shaft is the dome parachute ejection system cannister in the form of three aerodynamic shaped interlocking pieces that in total form a housing 2.
One compartment with a detachable panel 8 is located on either side of the craft, each containing one C2 or Nitrogen assisted Automatic Air Floatation sack.
Figure 2 is a side view of a craft immediately after the emergency deployment system has been activated by the pilot. The two interlocking top sections of the parachute dome 10 split, lift off and ascend at reasonable and adequate trajectory angles. The same are instantly catapulted upward by two individual stainless steel explodiny thrusters 14 upon demand from the emergency button in the cabin of the aircraft.
-` ~2~6134~
In unison, the panels 12, one on either lower side of the aircraft, are simultaneously blown of by four stainless steel thrusters 14, two of which are stragetically located on either lower side of the aircraft.
Figure 3 is a side view of the aircraft showing stage two immediately following activation of the system upon demand. The latter also activates the innerconnected C02 or Nitrogen assisted automatic Air FloatatiGn sacks 22, one located in either lower side compartment 8.
The second stage also illustrates the lift off of the two sections of the parachute dome cap. The said, at an appropriate center point of the underside, are attached to lead strlngs 18. The other end of the latter are attached to the top center point of drone parachutes 20. The air sack compartment covers are now rejected and discarded into space 16.
Figure 4 illustrates the two drone parachutes 54 at full deployment and having completed their function of dragging the main parachutes 24 into unctional position.~ The main parachutes and parachute strings 24 are attached to an electrically activated solenoid master release ring 32. The latter is activated by the pilot in the cabin after sae descent.
The protective and buoyant giving air floatation sacks 22 are now illustrated at ull deployment, to include the two horizontal stabilizers 25, one on either side of the craft.
The remaining female sections o~ the reusable stainless steel thrusters 30, after having performed their function, are illustrated as remaining intact on the~reusabIe and remaining base plate o the dome, ~`
~æ~
the latter still being attached to the top portion of the central stationary shaft within ~he main drive shaft assembly.
The two disposable top sections o the dome cap 28 and attached lead strings have now broken away from the drone parachutes af~er having fulfilled their intended function and continue in their trajectory path to be discarded.
Figure 5 illustrates the main drive shaft assembly to include the outer cylindrical hollow high tensile steel drive shaft 34; the stationary grooved or hollow high tensile steel shaft 36 with control wires inside. Support 38 for the parachute aerodynamic container is mounted on top of the said stationary shaft 36. Attached to the support is the holding fork 40 with the locking plate device 42.
Figure 6 'A' illustrates a cross section of the main drive shaft assembly, to include the inner stationary shaft with a full length groove or hollow 36, to contain all modual and master separation ring control wires 46, the actual drive shaft 34, and the propeller housing 44, the latter being one of several housing variations, and in this specific case with receptacles to adopt or receive twin horizontal propellers all on the same plane.
Figure 6 'B' illustrates another variable or combination of housings, namely and in this specific case there is a second twin housing 50 mounted above the first or original housing to accomodate twin paralleled horizontal propellors 48 to be illustrated in Figure 7.
Twin interconnected and extended longitudinal and lateral hydraulic push rods 52 are located and connected to the propeller controls inside ~ L6C~4Z
the aircraft.
l~/igure 7 is an ex-ter]sion of filgure 6'1~' above -to illustrate the attachment o~ a ~econ~ pro-peller blade 48~ above and parallel to -the lower or original prope]ler housing assembly and propeller.
Both propeller blades are non conventional in that they illustrate a design that is shorter, much wider than conventional propellers and have square tips.
The latter are also to be manufactured or pressed out of up-dated material(s) such as the new s-tronger-than-steel plastic fiberg]ass recently developed in the United States space programme. These propellers also are to be steel belted on a horizontal plane.
While this invention is designed primarily for helicopters, test helicopterg, vertical take off and landing jets, expensive model airplanes, etc; it can be used on all other appropriate forms of airborne craft, including fixed wing aircraft with the added application of an adequate rear-drag parachute.
The modified drive shaft assembly included in this invention would greatly reduce vibration in a helicopter due to its heavy duty and durable construction.
This invention is intended to be used with current emergency aircraft homing devices where required and approved by the Federal Department of Transport, and or other aviation authorities.
While in flight and upon engine failure, a red illu=inated button, sheilded by a transparent plastic hinged protective cover on the craft instrument panel, is pressed. On a non-manned aircraft, model aircraft or other,~ a radio controlled activator would be used in conjunction with a matching ground controlled radio transmitter.
On command, two separate independent thrusters 14 in the dome 2 would fire, separate and launch the two dome panel sections 10 at a reasonable and adequate rate of~speed,~trajectory angle,~and thrust. The same would be accomplisbed by explosive charges in the two thrusters 14. The two panel ections 10 would drag instantly and effect ~the two drone parachutes 54 into functional posltion. Hence, even at very low altitudes the said system is activated im=ediately and effectively. This system has a speed ~2~6~2 and safety advantage and general e~fectiveness over the slow gas inflated parachute system or systeMs where the parachute is pushed upward, such as contained irl United States patents 3,138,348 and 2,957,664 respectfully.
The parachute when ejected in patent 3,138,348 is most likely to twist as it is mounted on a "conventional hub." The parachute container in my invention is stationary, hence the ejected parachutes are unlikely to twist. In addition, the high speed ejection system in my invention will avoid the problem of the parachutes blowing back and down into the rotating pr~pellers.
Upon the main single command mentioned above, four separate additonal explosive independent thrusters;
two on either side of the aircraft 14, blow off panel-covers and automatically activate the two protective-floatation air sacks 22; one contained in the compartment on the lower elevation in either side of the aircraft. The air sacks can act as a cushion to protect the passengers when landing on ground, rocks and or trees. When landing on water the floatation sacks, with their horizontal stabilizers 26, will keep the craft floating and erect for an indefinite period.
The above mentioned homing deviae is also activated automatically when the main emergency system is activated.
The ex~losive thrusters 14; six in all in the present illustration are constructed o high tensile steel or nickel, with short female fittings or barrels, two attached to the base of the housing 2 and two in each compartment 8, one each either side of the aircraft.
The two dome sections 10 and the side com-. -8-"` ~2~6~
partment panels 12 have on each a respective male finger that fits snugly into the aforementioned female fit~ings 14. Hence, the explosive rejectory thxustèrs are established and resemble minature cannons. All thrusters are dual and independently wired as a safety precaution.
When in place the large main parachutes 20 will lower the aircraft slowly to the ground at a descent rate in relation to the pay load size of parachute ratio. For example, a 1.6 oz. single nylon parachute rated for a 3500 lb. pay load would lower a 2700 lb. helicopter at approximately 20 to 23 feet per second. The double and larger parachutes would greatly decrease the said speed, being safer and stabilizing the descent, to about 8 feet per second.
A master separation release ring 32 is stragetically located and constructed to release the parachutes at the command of the pilot once the aircraft has landed. The immediate release of the parachutes is to prevent strong winds from tipping or dragging the craft. The same ring 32 would be controlled by an electrical button from the instrument panel of the i ..
aircraft.
The larg~, heavy dut~ drive shaft in Figure 5, constructed~in proportion and manner to be complimentary to;t~e ~èlative aircraft, will reduce vibration, but a1so be adaptable in construction so as to receive a var~ia~ion of propellor housings as illustrated in Figure 6 'B' and therefore, a variety of propellor blade positions and elevations. ~ne such combination is illustrated in Figure 7. Improved aerodynamics have been developed and used on "double-fixed wlnged"
aircraft. Similar and greater aerodynamic lift and _g_ 4~ 2 thrust advantages can be acheived with tUJo helicopter propellers stacked and parallel as il].ustrated in Figure 7. Hence~ much fuel can be saved combine~ with a smoother ride.
The redesigned helicopter blade 48 is shor-ter, very much wider and with square tips creates several advantages over conventional helicopter blades~ Used in combination with the stacked housing 6'B~ and -twin horizontal propellers as illustrated in 7 enormous and additional lift and thrust can save fuel, yet add to the lifting power capability of the aircraft.
This type of propeller design 48 and dual application, Figure 7; applied on a D.N.D.~CH147 Chinook, Armed Force Helicopter or other similar helicopter with two overlapping propellers; would remove the need and enormous danger of overlapping propellers and yet~increase the lift and thrust power on less fuel9 Such mentioned overlapping blades, when unsynchronized~ crash, splinter and pierce the helicopter, hence downing the craft. The redesi~ned drive shaft Figure 6~ :'A~ and 'B': would also permit the use of this main invention, namely the parachu-te rejectory system and floatation devices to be used on this type of large helicopter such as the CHl47.
The new design propellers could be manufac-tured (moulded) easily and inexpensively out Or a new tougher-than-steel plastlc fiber glass, recently developed in the United States space programme. These propellers are to be of steel belted construction on a horlzontal plane.
--1 0_
This invention relates to aircraft~ both full size and to model airplanes.
The invention particularly relates to heli-copters and other aircraft of the hovering type which ~ly at lo~ altitudes and it is a particular objet of this invention to provide such aircraft with means making possible their safe descent to the ground at times of engine failure.
While aircraft of the more common type are able to gllde to an emergency landing in a selected open field~ helicopters and other hovering aircraft are often death traps when their engines fail.
Hovering aircraft often have motor failure at relatively low altitudes~ too low ln fact for the occupants to jump out with the parachutes safely because they ale more llkely~to hit the ground before a con-ventional parachute has tlme~to open~ ~
It is~ therefore, an objet of this invention to provide the concept of a parachuteattached~to such an aircraft in a position from which it is adapted to be made operative qulckly to slow the descent of the aircraft,~ and in the case of the helicopter it is a particular object to mount the parachute in a position above the housing of the~ horizontally rotating propeller.
According to the present invention there is provided in combination with an aircraft, a parachute means disposed on top of the aircraft.
According to a~specific embodiment thereis provided in combination ~with a helicopter having a 3o rotatable propeller provided with a housing~ a para-chute disposed~ above the said housing~and inter-changeable propeller housing variations -to receive . : ~
~2~04æ
a variation of propeller location and number combinations and an improved shorter, wider square~end propeller blade.
Other and additional objects, embodiments, principles and advantages of the present invention will be apparent from the following detailed description, drawings and claims, the scope of the invention not being limited to the diagrammatic representations themselves as drawings are only for the expressed purpose of illustrating a way in which the principles of this invention can be applied and or function.
Other embodiments of this invention utilizing the same or the equivalent principles and advantages may be used and structural changes may be made in relation to the size, weight and type of aircraft upon which such application of applications are made without departing from the principles and art of the present invention and the purview of the appended claims.
An embodiment of the invention will now be described, by way of example, with reference to the accompanying drawings in which:-Figures 1 to 4 are diagrammaticrepresentations o a helicopter to ilIustrate different aspects of this embodiment, and Figure 5 is a diagrammatic representation of a helicopter drive shaft assembly, Figure 6, 'A', is a diagrammatic representation of a cross section of the assembly shaft, figure 5 above. Figure 6, 'B', is a diagrammatic representation of twin helicopter housing assemblies mounted vertically so as to accomodate twin horizontal paralleled propellers.
~2--Figure 7 is a diagrammatic representation of a helicopter with two twin housing assemblies mounted vertically and with paralleled twin horizontal propellers; the propellers being shorter and square tipped, but considerably wider than conventional helicopter propellers.
Referring to the Figure 1, a craft in flight and more particularly a helicopter with a stabilizing propeller at its rearward end and in this instance one horizontally rotating propellor positioned on top of the forward position of the helicopter cabin and mounted on a modified nonconventional outer drive shaft 6, and for the purpose of this invention 4 illustrates a solid high tensile steel stationary shaft, the lower end being well engineered and integrated into the main structure of the aircraft. The same will receive a standard or combination housing.
Mounted on the top of the mentioned stationary shaft is the dome parachute ejection system cannister in the form of three aerodynamic shaped interlocking pieces that in total form a housing 2.
One compartment with a detachable panel 8 is located on either side of the craft, each containing one C2 or Nitrogen assisted Automatic Air Floatation sack.
Figure 2 is a side view of a craft immediately after the emergency deployment system has been activated by the pilot. The two interlocking top sections of the parachute dome 10 split, lift off and ascend at reasonable and adequate trajectory angles. The same are instantly catapulted upward by two individual stainless steel explodiny thrusters 14 upon demand from the emergency button in the cabin of the aircraft.
-` ~2~6134~
In unison, the panels 12, one on either lower side of the aircraft, are simultaneously blown of by four stainless steel thrusters 14, two of which are stragetically located on either lower side of the aircraft.
Figure 3 is a side view of the aircraft showing stage two immediately following activation of the system upon demand. The latter also activates the innerconnected C02 or Nitrogen assisted automatic Air FloatatiGn sacks 22, one located in either lower side compartment 8.
The second stage also illustrates the lift off of the two sections of the parachute dome cap. The said, at an appropriate center point of the underside, are attached to lead strlngs 18. The other end of the latter are attached to the top center point of drone parachutes 20. The air sack compartment covers are now rejected and discarded into space 16.
Figure 4 illustrates the two drone parachutes 54 at full deployment and having completed their function of dragging the main parachutes 24 into unctional position.~ The main parachutes and parachute strings 24 are attached to an electrically activated solenoid master release ring 32. The latter is activated by the pilot in the cabin after sae descent.
The protective and buoyant giving air floatation sacks 22 are now illustrated at ull deployment, to include the two horizontal stabilizers 25, one on either side of the craft.
The remaining female sections o~ the reusable stainless steel thrusters 30, after having performed their function, are illustrated as remaining intact on the~reusabIe and remaining base plate o the dome, ~`
~æ~
the latter still being attached to the top portion of the central stationary shaft within ~he main drive shaft assembly.
The two disposable top sections o the dome cap 28 and attached lead strings have now broken away from the drone parachutes af~er having fulfilled their intended function and continue in their trajectory path to be discarded.
Figure 5 illustrates the main drive shaft assembly to include the outer cylindrical hollow high tensile steel drive shaft 34; the stationary grooved or hollow high tensile steel shaft 36 with control wires inside. Support 38 for the parachute aerodynamic container is mounted on top of the said stationary shaft 36. Attached to the support is the holding fork 40 with the locking plate device 42.
Figure 6 'A' illustrates a cross section of the main drive shaft assembly, to include the inner stationary shaft with a full length groove or hollow 36, to contain all modual and master separation ring control wires 46, the actual drive shaft 34, and the propeller housing 44, the latter being one of several housing variations, and in this specific case with receptacles to adopt or receive twin horizontal propellers all on the same plane.
Figure 6 'B' illustrates another variable or combination of housings, namely and in this specific case there is a second twin housing 50 mounted above the first or original housing to accomodate twin paralleled horizontal propellors 48 to be illustrated in Figure 7.
Twin interconnected and extended longitudinal and lateral hydraulic push rods 52 are located and connected to the propeller controls inside ~ L6C~4Z
the aircraft.
l~/igure 7 is an ex-ter]sion of filgure 6'1~' above -to illustrate the attachment o~ a ~econ~ pro-peller blade 48~ above and parallel to -the lower or original prope]ler housing assembly and propeller.
Both propeller blades are non conventional in that they illustrate a design that is shorter, much wider than conventional propellers and have square tips.
The latter are also to be manufactured or pressed out of up-dated material(s) such as the new s-tronger-than-steel plastic fiberg]ass recently developed in the United States space programme. These propellers also are to be steel belted on a horizontal plane.
While this invention is designed primarily for helicopters, test helicopterg, vertical take off and landing jets, expensive model airplanes, etc; it can be used on all other appropriate forms of airborne craft, including fixed wing aircraft with the added application of an adequate rear-drag parachute.
The modified drive shaft assembly included in this invention would greatly reduce vibration in a helicopter due to its heavy duty and durable construction.
This invention is intended to be used with current emergency aircraft homing devices where required and approved by the Federal Department of Transport, and or other aviation authorities.
While in flight and upon engine failure, a red illu=inated button, sheilded by a transparent plastic hinged protective cover on the craft instrument panel, is pressed. On a non-manned aircraft, model aircraft or other,~ a radio controlled activator would be used in conjunction with a matching ground controlled radio transmitter.
On command, two separate independent thrusters 14 in the dome 2 would fire, separate and launch the two dome panel sections 10 at a reasonable and adequate rate of~speed,~trajectory angle,~and thrust. The same would be accomplisbed by explosive charges in the two thrusters 14. The two panel ections 10 would drag instantly and effect ~the two drone parachutes 54 into functional posltion. Hence, even at very low altitudes the said system is activated im=ediately and effectively. This system has a speed ~2~6~2 and safety advantage and general e~fectiveness over the slow gas inflated parachute system or systeMs where the parachute is pushed upward, such as contained irl United States patents 3,138,348 and 2,957,664 respectfully.
The parachute when ejected in patent 3,138,348 is most likely to twist as it is mounted on a "conventional hub." The parachute container in my invention is stationary, hence the ejected parachutes are unlikely to twist. In addition, the high speed ejection system in my invention will avoid the problem of the parachutes blowing back and down into the rotating pr~pellers.
Upon the main single command mentioned above, four separate additonal explosive independent thrusters;
two on either side of the aircraft 14, blow off panel-covers and automatically activate the two protective-floatation air sacks 22; one contained in the compartment on the lower elevation in either side of the aircraft. The air sacks can act as a cushion to protect the passengers when landing on ground, rocks and or trees. When landing on water the floatation sacks, with their horizontal stabilizers 26, will keep the craft floating and erect for an indefinite period.
The above mentioned homing deviae is also activated automatically when the main emergency system is activated.
The ex~losive thrusters 14; six in all in the present illustration are constructed o high tensile steel or nickel, with short female fittings or barrels, two attached to the base of the housing 2 and two in each compartment 8, one each either side of the aircraft.
The two dome sections 10 and the side com-. -8-"` ~2~6~
partment panels 12 have on each a respective male finger that fits snugly into the aforementioned female fit~ings 14. Hence, the explosive rejectory thxustèrs are established and resemble minature cannons. All thrusters are dual and independently wired as a safety precaution.
When in place the large main parachutes 20 will lower the aircraft slowly to the ground at a descent rate in relation to the pay load size of parachute ratio. For example, a 1.6 oz. single nylon parachute rated for a 3500 lb. pay load would lower a 2700 lb. helicopter at approximately 20 to 23 feet per second. The double and larger parachutes would greatly decrease the said speed, being safer and stabilizing the descent, to about 8 feet per second.
A master separation release ring 32 is stragetically located and constructed to release the parachutes at the command of the pilot once the aircraft has landed. The immediate release of the parachutes is to prevent strong winds from tipping or dragging the craft. The same ring 32 would be controlled by an electrical button from the instrument panel of the i ..
aircraft.
The larg~, heavy dut~ drive shaft in Figure 5, constructed~in proportion and manner to be complimentary to;t~e ~èlative aircraft, will reduce vibration, but a1so be adaptable in construction so as to receive a var~ia~ion of propellor housings as illustrated in Figure 6 'B' and therefore, a variety of propellor blade positions and elevations. ~ne such combination is illustrated in Figure 7. Improved aerodynamics have been developed and used on "double-fixed wlnged"
aircraft. Similar and greater aerodynamic lift and _g_ 4~ 2 thrust advantages can be acheived with tUJo helicopter propellers stacked and parallel as il].ustrated in Figure 7. Hence~ much fuel can be saved combine~ with a smoother ride.
The redesigned helicopter blade 48 is shor-ter, very much wider and with square tips creates several advantages over conventional helicopter blades~ Used in combination with the stacked housing 6'B~ and -twin horizontal propellers as illustrated in 7 enormous and additional lift and thrust can save fuel, yet add to the lifting power capability of the aircraft.
This type of propeller design 48 and dual application, Figure 7; applied on a D.N.D.~CH147 Chinook, Armed Force Helicopter or other similar helicopter with two overlapping propellers; would remove the need and enormous danger of overlapping propellers and yet~increase the lift and thrust power on less fuel9 Such mentioned overlapping blades, when unsynchronized~ crash, splinter and pierce the helicopter, hence downing the craft. The redesi~ned drive shaft Figure 6~ :'A~ and 'B': would also permit the use of this main invention, namely the parachu-te rejectory system and floatation devices to be used on this type of large helicopter such as the CHl47.
The new design propellers could be manufac-tured (moulded) easily and inexpensively out Or a new tougher-than-steel plastlc fiber glass, recently developed in the United States space programme. These propellers are to be of steel belted construction on a horlzontal plane.
--1 0_
Claims (12)
1. In combination with a helicopter, parachute mounting means fixed to and stationary relative to the helicopter, at least one emergency parachute attached to the mounting means, a housing comprised of a plurality of panels enclosing the parachute mounted on the mounting means, means attaching the parachute to at least one housing panel, means for thrusting the panel outwardly and away from the aircraft to open the housing and at the same time deploying the parachute as a result of the attachment between the parachute and the panels.
2. The combination as defined in claim 1, having at least one generally horizontal main rotor rotating around a hub, the hub having a central bore containing a shaft which is stationary with respect to the helicopter comprising the mounting means, the housing containing the parachute being fixed to the shaft above the main rotor.
3. The combination as defined in claim 2, in which the shaft is fixed to the helicopter.
4. The combination as defined in claim 1, 2 or 3 in which the panels are symmetrically located on either side of a central axis parallel to the central axis of the aircraft, whereby upon thrusting the panels outwardly they are enabled to move upwardly and in opposite sideways directions with respect to the axis of the aircraft.
5. The combination as defined in claim 1, 2 or 3, further including inflatable floatation bags fixed to the aircraft adjacent its bottom, and means for inflating the bags simultaneous with the opening of the housing.
6. The combination as defined in claim 2 or 3, in which the helicopter includes a pair of generally horizontally rotating parallel stacked rotors rotating around concentric hubs containing said bore.
7. The combination as defined in claim 1 or 2 further including floatation bags inflatable with nitrogen gas fixed to the aircraft, and means for inflating the bags simultaneous with the opening of said housing.
8. The combination as defined in claim 1, means for thrusting the housing upwardly relative to the helicopter whereby the parachute is deployed.
9. The combination as defined in claim 1, 2 or 8, including a deployment parachute connected between the housing and the emergency parachute for providing initial drag and thus deploying the emergency parachute.
10. The combination as defined in claim 2 or 3, in which the helicopter includes a pair of generally horizontally rotating parallel stacked rotors rotating around concentric hubs containing said bore, the propellers being formed of belted plastic fiber glass.
11. For use in combination with a helicopter, a parachute housing, means for mounting the housing to a stationary support above a main rotor of the helicopter, an emergency parachute within the housing, means connecting the parachute to the housing and to the stationary support, and means for thrusting the housing outwardly and away from the support and from its mount, thus opening the housing and deploying the parachute as a result of the attachment between the parachute and the housing.
12. The combination as defined in claim 1, 2 or 5, including a homing transmitter for being activated simultaneous with the opening of said housing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000387347A CA1246042A (en) | 1981-10-06 | 1981-10-06 | Emergency soft landing system for helicopters propeller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000387347A CA1246042A (en) | 1981-10-06 | 1981-10-06 | Emergency soft landing system for helicopters propeller |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1246042A true CA1246042A (en) | 1988-12-06 |
Family
ID=4121098
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000387347A Expired CA1246042A (en) | 1981-10-06 | 1981-10-06 | Emergency soft landing system for helicopters propeller |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1246042A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5179968A (en) * | 1990-11-16 | 1993-01-19 | United Technologies Corporation | Climatic heat aircraft protective screen |
| LT5872B (en) | 2011-12-30 | 2012-09-25 | Aleksej Zaicevskij | Helicopter rescue parachute fastening and releasing method |
-
1981
- 1981-10-06 CA CA000387347A patent/CA1246042A/en not_active Expired
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5179968A (en) * | 1990-11-16 | 1993-01-19 | United Technologies Corporation | Climatic heat aircraft protective screen |
| LT5872B (en) | 2011-12-30 | 2012-09-25 | Aleksej Zaicevskij | Helicopter rescue parachute fastening and releasing method |
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