Vertical take-off and landing field for aircraft

Abstract

There is provided a vertical take-off and landing field for an aircraft, the vertical take-off and landing field comprising a landing area, the landing area comprising: a landing platform for receiving the aircraft; and at least a portion of the landing area having an opening therein for receiving and releasing at least turbulent air from the aircraft wherein turbulent air received through the opening in the landing area is discharged through an outlet remote from the landing platform, the landing platform can be isolated from the remainder of the landing area.

Description

[0001] This document claims priority to AU2024901767, entitled "Vertiport for Aircraft", filed June 12, 2024; AU2024902158, entitled "Vertiport for Aircraft", filed July 12, 2024; and AU2025900966, entitled "Vertiport for Aircraft", filed March 24, 2025; and AU2025902117, entitled "Vertiport for Aircraft", filed May 29, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This invention relates to a port for takeoff and landing of aircraft. In embodiments, the port may be referred to as a vertical takeoff and landing (VTOL) port. Background Technology

[0003] Aircraft used for passenger transport, often referred to as passenger drones, air taxis, flying cars, or eVTOLs (electric vertical takeoff and landing aircraft), represent a rapidly growing sector in the transportation industry. These aircraft are designed to provide advanced air mobility (AAM) and urban air mobility (UAM), offering solutions to traffic congestion and regional connectivity, and aiming to revolutionize personal and public transportation. Aircraft can also operate without passengers; in this case, they can be referred to as drones (including transport drones).

[0004] The movement, landing, and organization of aircraft present several regulatory challenges. Certification and regulation by aviation authorities such as the Australian CASA, the US FAA, and the European EASA are key hurdles. Furthermore, the aircraft themselves must meet stringent safety standards during use, landing, and storage.

[0005] The development of vertical takeoff and landing fields, charging stations, and maintenance facilities is crucial for the widespread adoption of this new mode of air travel and cargo transportation. Urban planning will need to incorporate new infrastructure beyond existing airports and heliports to accommodate these new forms of transportation. Therefore, products and services that promote the development of this emerging industry are required. Summary of the Invention

[0006] In the first embodiment, a vertical takeoff and landing (VTOL) field for an aircraft is provided, the VTOL field including a landing area, the landing area comprising:

[0007] A landing platform for receiving the aircraft; and

[0008] At least a portion of the landing area has an opening therein for receiving and releasing at least turbulent air from the aircraft.

[0009] The turbulent air received through the opening in the landing area is discharged through an outlet away from the landing platform.

[0010] The landing platform is capable of being isolated from the rest of the landing area.

[0011] A vertical takeoff and landing field for aircraft is also disclosed, the vertical takeoff and landing field including a landing area, the landing area including:

[0012] A landing platform for receiving the aircraft; and

[0013] At least a portion of the landing area has an opening therein for receiving and releasing at least turbulent air from the aircraft.

[0014] Turbulent air received through the opening in the landing area is discharged through an outlet away from the landing platform.

[0015] In this embodiment, the vertical takeoff and landing field provides a convenient and safe landing area for aircraft charging, landing, and / or loading / unloading. As further described below, the release of turbulent air makes it easier for passengers who find the noise and force of the air disturbing. The vertical takeoff and landing field can also redirect debris entrained in turbulent air, making the vertical takeoff and landing field safer for users.

[0016] In some embodiments, a reversible barrier is provided around the landing platform. Providing a reversible barrier is a safety feature that, in these embodiments, allows for rapid on-site response to emergencies such as fires. In these embodiments, the vertical takeoff and landing field is capable of housing both of these features in a single unit that can be assembled at any location.

[0017] Directional exhaust of air from the landing area allows the vertical takeoff and landing field to be used in a location with minimal interference from turbulent airflow. The exit can be located in more than one outlet along the air path to allow air to escape from the landing area.

[0018] In the second embodiment, a vertical takeoff and landing (VTOL) field for an aircraft is provided, the VTOL field including a landing area, the landing area including a landing platform for receiving the aircraft.

[0019] Wherein, at least a portion of the landing area has an opening therein for receiving and releasing at least turbulent air from the aircraft, and

[0020] The landing platform is isolated from the rest of the landing area by a reversible barrier that can be moved from a storage location to a usage location.

[0021] In one or all embodiments, once in the “use” position, the reversible barrier or berm forms a substantially watertight enclosure. The substantially watertight enclosure is capable of being filled with water.

[0022] A reversible barrier can be erected upwards from the landing platform. Alternatively, a reversible barrier can be formed by lowering the landing platform relative to the landing area.

[0023] Therefore, in this embodiment, the vertical takeoff and landing field provides a convenient and safe landing area for aircraft charging, landing, and / or loading / unloading. As further described below, the release of turbulent air is more convenient for passengers who find the noise and force of the air disturbing. The vertical takeoff and landing field can also redirect debris entrained in turbulent air, making the vertical takeoff and landing field safer for users. Providing a reversible barrier is a safety feature that, in this embodiment, allows for rapid on-site handling of emergencies such as fires. In this embodiment, the vertical takeoff and landing field is able to accommodate both of these features in a single unit that can be assembled in any location.

[0024] Any description relating to the first embodiment applies to the second or other embodiments of the invention, unless the context otherwise requires.

[0025] The aircraft can be a passenger drone, flying car, air taxi, eVTOL (electric vertical takeoff and landing aircraft), or VTOL powered by other fuels such as hydrogen or aviation fuel. In one embodiment, the aircraft is designed to carry passengers. However, in another embodiment, the aircraft is not intended to carry passengers, but rather it may carry cargo or other materials. If there are no passengers, the aircraft can be a cargo drone. The aircraft may have a human pilot. The aircraft can be autonomous or automated and does not require a human pilot.

[0026] Aircraft can be powered by any means, including batteries, hydrogen, conventional aviation fuel, or any other fuel. Some aircraft can be powered by more than one power source.

[0027] In one embodiment, an aircraft suitable for use with a vertical takeoff and landing field may include an aerodynamic fuselage housing a passenger cabin. The cabin may be designed to accommodate any number of passengers, including four passengers and one pilot (or more depending on the design). The cabin may include seats, doors, and windows, as well as other features found in passenger vehicles, such as handles and storage pockets. For additional safety, the aircraft may also include emergency parachutes and / or life vests for use on water. Typically, the aircraft fuselage is made of lightweight but strong materials such as carbon fiber composites to maximize strength and minimize weight. The aircraft's landing gear is designed to provide stable support during takeoff and landing. The landing gear may include retractable or fixed outriggers equipped with wheels, skids, and / or pads.

[0028] Associated with the aircraft's fuselage, there can be multiple electric motors connected to rotors or ducted fans, providing vertical lift and horizontal thrust. These propulsion units can be evenly distributed across the aircraft to ensure stability and built-in redundancy. The downdraft from the aircraft's fans represents a crucial aspect of the aerodynamics that allows the aircraft to fly. As the electric motors rotate the rotors, fans, or ducts, a downdraft is generated, pushing air downwards to produce lift. The high-speed downdraft and outwash can be intense, affecting nearby objects and personnel. Rotors, fans, or ducts can be designed with multiple blades and optimized configurations to evenly distribute airflow, minimize turbulence, and ensure stable flight. However, in a vertical takeoff and landing (VTOL) setup, managing the downdraft and outwash is critical to avoid interfering with personnel and property and to ensure safety during takeoff and landing. Particularly during takeoff and landing, downdraft and outwash turbulence can interfere with passengers moving near the aircraft and potentially damage other aircraft and equipment located near the VTOL area.

[0029] This vertical takeoff and landing (VTOL) can help control downdraft and outwash by providing a landing area with openings for receiving and releasing at least turbulent air from the aircraft. These openings can be in fluid communication with at least one channel that allows the downdraft and outwash to be directed away from the aircraft and waiting area. The delivery of downdraft and outwash can provide a more comfortable and safer experience for passengers and others near the VTOL. It also allows multiple VTOLs to operate safely in closer proximity to each other compared to a system without ductwork.

[0030] This takeoff and landing field can be described as a vertical takeoff and landing field. A vertical takeoff and landing field can be a designated area or facility designed for the takeoff, landing, and / or charging / refueling of aircraft. A vertical takeoff and landing field may include at least one runway, more than one landing area, more than one landing platform, at least one passenger terminal, maintenance facilities, and / or more than one charging station. The runway may be of any length, for example, 30 or 40 meters long and 10 or 15 meters wide. The runway may include multiple openings as described herein. Optionally, fans may be installed as described herein to provide positive pressure or to draw air from the runway. A vertical takeoff and landing field may also include more than one Battery Energy Storage System (BESS). Other terms used for vertical takeoff and landing fields include skyport, vertistop, vertihub, air taxi hub, VTOL hub, and / or Urban Air Traffic Hub (UAM), Advanced Air Traffic Hub (AAM), helicopter landing pad, or heliport.

[0031] The landing area of ​​a vertical takeoff and landing (VTOL) field is the designated area for the safe landing and takeoff of an aircraft. The landing area can be the Final Approach and Takeoff Area (FATO). This area can be designed to be larger than the aircraft to provide accurate and safe maneuvering space during landing. By ensuring the landing area is significantly larger, preferably at least 1.5 to 2 times the size of the aircraft, it allows for minor deviations during approach without compromising safety. This additional space helps accommodate potential errors, wind conditions, and other environmental factors during manual or autonomous navigation. The landing area can be marked with clearly visible indicators and may include special materials or designs to enhance grip and stability, thereby reducing the risk of slippage or bounce upon contact.

[0032] The landing area may include a landing platform. The landing platform may be a landing and takeoff area (TLOF). The landing platform may be a specific portion of the landing area accessible by the aircraft's landing gear. In one embodiment, the landing platform has specific visual markings that serve as a target for the aircraft's operator to aim at during landing.

[0033] The landing platform can be any shape, including circular, square, hexagonal, or other polygonal shapes. The landing platform is a solid surface area without holes.

[0034] A vertical takeoff and landing field (VTOL) with a landing area can be movable to position it in different locations to suit different uses or for storage or protection. In one embodiment, the VTOL can be moved into and out of a storage area such as a hangar. Mobility can be achieved by installing a moving device under the VTOL. The moving device can be rails, wheels, etc. The VTOL can be moved along rails installed on the landing area. The rails can lead to the hangar used for storage.

[0035] The landing area includes multiple openings. These openings can be large enough to allow downdrafts from the aircraft to pass through and enter one or more ducts located below the landing area. Although there are openings in the landing area, passengers or other personnel are still allowed to move across the landing area to access the aircraft.

[0036] Openings in the landing area can be formed by a grate. Openings in the grate can be referred to as gaps or gap spaces. These gap spaces can be large enough to allow sufficient airflow or material to pass through, while also being configured to support the weight of one or more people walking on them or an aircraft landing on them. In one embodiment, the diameter or maximum width of the opening is approximately 25 to 40 mm. In other embodiments, the width of the opening does not exceed approximately 32 or 35 mm, as these are intended for pedestrian traffic. An opening size of approximately 32 mm is considered safe for pedestrian traffic while still allowing sufficient airflow. However, this size requirement can vary depending on the specific requirements and standards of different applications and locations.

[0037] The opening can be of any shape. In some embodiments, the opening is square, circular, or other polygonal. In one embodiment, the opening is a slot. In some embodiments, it may be desirable for the opening to be "closable" to provide a surface on which downdraft and outwash airflow can act. The opening can be mechanically closed using techniques known in the art. Optionally, the opening can be automatically closed when the electronic operating system is activated. All or some of the openings may be closable as needed. The openings may be distributed on the top surface of the landing area. The openings may be within the landing platform. The openings may also be distributed along any sidewall of the vertical takeoff and landing field to allow air to enter and exit the main body of the vertical takeoff and landing field.

[0038] The landing area can employ an aerodynamic surface treatment system. This system can be designed to manage and diffuse the downdraft generated during approach, landing, and / or takeoff. In one embodiment, the system introduces engineered surface roughness. Surface roughness can include one or more textures, structures, and protrusions that produce vorticity with a sign opposite to that found in the incoming airflow. This opposite vorticity, and the deliberate triggering of flow instability, is believed to break up the main vortex, accelerate momentum diffusion, and reduce the risk of recirculation.

[0039] In embodiments, surface treatments include blades, panels, or other structures that introduce resistance and redirection of airflow. These features may take the form of base panels such as blades, cylinders, or geometric shapes, and may incorporate intentional variations or corrugations in the spanwise (crossflow) direction. Such variations are thought to bend the vortex core and promote the natural growth of flow instability, thereby enhancing vortex breakup. The structure itself may include repeating features such as corrugations, points, ribs, and / or protrusions, chosen because these features are capable of disrupting coherent flow structures under a range of flow conditions. Their arrangement may also vary with distance from the final approach and takeoff (FATO) zone to target the wavelengths most readily received at each location. Blades and / or cylinders may be distributed on the upper and side walls of the vertical takeoff and landing field structure, forming openings between features.

[0040] The system is installed as an air-turbulence structure on a load-bearing, permeable surface, such as a reinforced grid or lattice. Downdrafts can pass through the system into ducts beneath the landing area. The system still allows for pedestrian and vehicular traffic.

[0041] In embodiments, the system may include dynamic elements such as blades, guides, and / or panels that can open and close during operation. This can occur via external energy input, such as servo motors under operator or automatic control, or they may open and close semi-passively. In embodiments, the opening and closing actions are driven by aerodynamics acting on the structure itself. In embodiments, there are elastic or hinged structures that deform in response to airflow loads, allowing the system to adapt in real time without requiring active input.

[0042] Therefore, in one embodiment, a vertical takeoff and landing (VTOL) field for an aircraft is provided, the VTOL field including a landing area, the landing area comprising:

[0043] A landing platform for receiving the aircraft; and

[0044] At least a portion of the landing area has an opening therein for receiving and releasing at least turbulent air from the aircraft.

[0045] The portion of the landing area with the opening includes an aerodynamic surface treatment system, which includes surface roughness, comprising one or more textures, structures, and protrusions that produce vorticity with a sign opposite to that found in the incoming airflow.

[0046] In another embodiment, a vertical takeoff and landing (VTOL) field for an aircraft is provided, the VTOL field including a landing area, the landing area comprising:

[0047] A landing platform for receiving the aircraft; and

[0048] At least a portion of the landing area has an opening therein for receiving and releasing at least turbulent air from the aircraft.

[0049] The landing area with the opening includes an aerodynamic surface treatment system, which includes a geometry and incorporates corrugations in the crossflow direction to bend the vortex core formed in the air and promote the natural growth of flow instability, thereby enhancing vortex breaking.

[0050] Another approach provides a vertical takeoff and landing (VTOL) field for an aircraft, the VTOL field including a landing area, the landing area comprising:

[0051] A landing platform for receiving the aircraft; and

[0052] At least a portion of the landing area has an opening therein for receiving and releasing at least turbulent air from the aircraft.

[0053] The portion of the landing area with the opening includes an aerodynamic surface treatment system, which includes a deformable hinged or elastic panel that can be opened and closed during operation.

[0054] In one embodiment, all sides of the landing platform are surrounded by landing areas with openings. This ensures that all upper sides of the landing areas have air openings to receive downdrafts and outwashes from the aircraft during approach or takeoff. In one embodiment, the landing platform is surrounded by landing areas with openings on only three sides. In another embodiment, the landing platform is surrounded by landing areas with openings on only two sides. In yet another embodiment, the landing platform is surrounded by landing areas with openings in a zoned distribution pattern. The landing platform may be located at the center of the landing area. The landing platform may also be offset from the center of the landing area.

[0055] Openings in the landing area allow air to flow in. Air can be guided downwards from the openings along one or more ducts to direct airflow away from the landing platform. To provide the ductwork arrangement, the landing platform may need to be raised above the ground where the landing area is located. The surface of the landing area may be at least 40, 60, or 80 cm above the ground to provide ductwork space below the landing area. The walls of the raised landing area may be sealed to ensure that air travels only in one direction along the ductwork from the landing area inlet toward the release area. Positive pressure can be applied to one or more ducts by one or more fans to direct the airflow therein in a preferred direction. Negative pressure can be applied to the ductwork to draw in air supplied to one or more ducts in a preferred direction.

[0056] In some embodiments, any fans arranged in the duct can apply positive pressure in the direction of the landing area, which can aid in aircraft takeoff. While this refers to fans, it should be understood that fans can also function as turbines. Fans add energy to the airflow, while turbines extract that energy.

[0057] Additional structures can be placed beneath the landing area to help manage the strong downward air thrust by the aircraft during landing and / or takeoff. These structures can include blades, guides, and other aerodynamic components that help direct air through the landing area and into ducts, where the energy of the air can be absorbed or redirected by dampers or turbines. One embodiment of the additional structures includes rotating drums fitted with longitudinal fins or other air-capturing devices. Multiple drums can rotate as air flows over them. These drums can absorb some of the energy in the downdraft and help control the direction of the airflow. As the drums rotate, they can create controlled swirling motions in the air, which can reduce the sudden impact of the jet and help guide the airflow away from the landing area. These structures can help prevent fast-moving air from escaping over nearby barriers, which can reduce noise and improve the safety of personnel or equipment near the landing area. Some of these air-guiding elements can be built into a platform beneath the landing area. Air-guiding structures can also be built into the walls / barriers around them to keep the airflow contained and moving in the correct direction. In some cases, the system can utilize a natural aerodynamic effect known as the Magnus effect, in which the rotating surfaces of these rollers influence how air moves around them. This effect can help draw air back below the platform in a smooth, circular motion, reducing turbulence and noise, while also helping the system control the flow of air below and around the vertical takeoff and landing field.

[0058] In some embodiments, the Magnus effect can be mechanically induced by using an electrically driven rotating rotor integrated beneath the landing area. These components may include rotating drums, rotors, turbines, or strategically placed air jets controlled to generate a rotating airflow. By actively rotating these elements, the system forces the surrounding air to rotate, thereby producing a controlled Magnus effect. This rotating airflow can be used to more effectively guide downdrafts from the aircraft, direct them through duct systems, and influence the speed and direction of the outflow.

[0059] In one embodiment, a small array of fans or jets can be used to control wind speed at different points on the landing platform. This represents a sophisticated method of finely adjusting updrafts. In another embodiment, fans can be used to blow air upwards to help the aircraft get into the air, which can represent a saving in onboard battery consumption. The fans can be individually adjusted to different speeds to suit different aircraft requirements.

[0060] Another option is a vertical takeoff and landing field for aircraft, the vertical takeoff and landing field including a landing area, the landing area including:

[0061] A landing platform for receiving the aircraft; and

[0062] At least a portion of the landing area has an opening therein for receiving and releasing at least turbulent air from the aircraft.

[0063] The landing area is mounted on one or more ducts for exhausting air, and an additional structure is located below the landing area to guide air from the landing area into the ducts;

[0064] The additional structure consists of multiple air jets or fans that are controlled to generate a rotating airflow.

[0065] In another embodiment, a vertical takeoff and landing (VTOL) field for an aircraft is provided, the VTOL field including a landing area, the landing area comprising:

[0066] A landing platform for receiving the aircraft; and

[0067] At least a portion of the landing area has an opening therein for receiving and releasing at least turbulent air from the aircraft.

[0068] The landing area is mounted on one or more ducts for exhausting air, and an additional structure is located below the landing area to guide air from the landing area into the ducts;

[0069] The additional structure is an air guiding structure in the form of multiple rotating drums equipped with an air capture device, which passively rotate in turbulent air.

[0070] The outer walls of the elevated landing area may include channels that guide air in more than one direction. If the ground below is excavated to achieve the same purpose as the elevated landing area, the upper surface of the landing area may be at ground level. In this embodiment, there may be exhaust ducts extending from below ground level to the surface. If the landing area is elevated, passengers can access it via ramps and / or stairs. If necessary, the ramps and / or stairs may have openings to further capture downwash and outwash airflow.

[0071] In one embodiment, in addition to rotating drums or simple isolation, fins or other baffles may be installed in one or more ducts to guide airflow. The fins or other shapes may be configured to allow airflow to travel naturally in one direction. Optionally, the energy of the airflow exiting from one or more ducts may be collected and stored for use as a renewable energy source, optionally with the addition of a generator fan.

[0072] In one embodiment, airflow is directed outwards from one side of the vertical takeoff and landing field via an exit. The exit is located away from the landing platform, meaning that the exhausted air will not affect passengers or vehicles on the landing platform. The exit may pass through the side wall of the landing area.

[0073] In addition to exhausting air from the landing area, the ducts in the vertical takeoff and landing field can also reduce the noise generated by the aircraft. Aircraft can generate noise levels exceeding 80 dB, and this noise can be even greater when the downdraft and outwash are not transported away from the passenger area through the ducts. In this embodiment, the vertical takeoff and landing field can reduce or attenuate the associated noise, providing passengers with a more comfortable and safer experience.

[0074] The landing platform preferably does not include openings, so that the downdraft of the aircraft can act entirely on the surface of the landing platform, and the aircraft can generate lift by pushing the air downwards to move upwards.

[0075] The aircraft's engines can be powered by fuels such as aviation fuel or hydrogen fuel. The aircraft can be powered by batteries, including high-capacity lithium-ion batteries, stored in specially designed compartments. These compartments may include thermal management systems to prevent overheating and ensure safety. Despite any heat and ignition source management, fires from lithium-ion batteries or other fuel sources can still occur. A fire may be caused by thermal runaway, resulting from battery overheating and triggering a chain reaction. This can be due to physical damage to the battery, overcharging, over-discharging, manufacturing defects, and / or external heat exposure. A fire occurring during takeoff or landing can be a dangerous situation for anyone near the aircraft. The fire can also damage the property on which the aircraft is located.

[0076] This vertical takeoff and landing (VTOL) field can aid in managing accidental fires by providing landing platforms that are separable from the rest of the landing area. "Separable" means that the landing platform can be isolated from the landing area by a barrier. Once isolated, the landing platform can be handled separately from the rest of the landing area. The isolation of the landing platform should ensure that the aircraft is captured on the landing platform and separated from the rest of the landing area. The landing platform can be isolated using a reversible barrier. The barrier can be erected so that, once erected, it forms an enclosure. The barrier can be used to construct the enclosure by the displacement of the landing platform. The enclosure can be filled with liquids such as water or foam to extinguish any fires and cool overheated batteries and extinguish other fuels.

[0077] The barrier can be assembled around the landing platform. The barrier can be manually assembled or automatically assembled. Automatic or semi-automatic assembly of the barrier is preferred because it may require a short time to complete. The barrier can be formed by lowering the landing platform relative to the landing area. Typically, barriers are required when the aircraft is on fire or in other emergency situations where it is necessary to isolate the aircraft from the rest of the landing area, as well as the rest of the vertical takeoff and landing field and associated infrastructure.

[0078] The barrier can be manually activated by the pilot or maintenance personnel at the vertical takeoff and landing field. Alternatively, sensors (cameras and / or temperature sensors) can be used to detect emergencies such as fire and trigger the immediate activation of the barrier. Sensors can be placed above the landing platform and / or near the aircraft's location.

[0079] The barrier forms an enclosure around the landing platform. The enclosure can be formed by more than one wall. If the barrier is circular, it has one wall. If the barrier is square, it has four walls, and so on. The walls can be solid. The walls can be inflatable. The joints along the side edges of the walls can be permanent. The joints between the walls can be formed when the barrier is raised into place. In some embodiments, a liner is provided once the barrier walls are activated to provide the enclosure.

[0080] The height of the barrier wall should be at least approximately 0.8, 1, or 1.5 meters. However, barriers of any height can be used, and the choice will depend on the size of the aircraft reaching the vertical takeoff and landing field. The barrier, or "fireberm," should be able to form an enclosure that at least partially submerges the batteries in the aircraft.

[0081] The barrier can have a storage location or a retracted location. In the retracted location, the barrier wall can be located in the duct space below the raised landing area. The barrier can be concealed under a flap, which is flush with the landing platform before use. The flap can be raised, causing the barrier wall to rise onto the landing platform. In the use location, the barrier has been deployed and is positioned around the aircraft. After use, the barrier can be retracted for reuse. Before reuse, it can be inspected for damage, and if necessary, the barrier can be completely or partially replaced.

[0082] Once formed, the enclosure can be a fundamentally liquid-tight enclosure. A liquid-tight enclosure formed by a barrier can be filled with a liquid such as water. The liquid can be any liquid capable of extinguishing and cooling thermal batteries and other fuels that may be burning or smoldering. Therefore, once activated, the barrier can provide an enclosure, container, or pool to hold water. Water can be supplied via a hose or other conduit. The hose can be manually attached to the enclosure, allowing it to be filled with water from a top opening in the usage position. Alternatively, the hose can be located on an upper deck that can be connected to the landing area or on the barrier wall to allow for rapid water inflow. The deck or barrier wall may have integrated hoses with taps or automatic taps built-in. Water or other liquids can be supplied to the enclosure via sensors that detect when the barrier is in the usage position. The water level can be detected, and water supply can be stopped once sufficient water has been supplied.

[0083] The water source is unrestricted. In one embodiment, the water may come from a local rainwater tank. The water may contain chemical fire extinguishing agents or other additives.

[0084] In one embodiment, a watertight barrier is formed by providing a lining. In an advantageous embodiment, the barrier is an inflatable berm that acts as a flexible barrier or enclosure structure, capable of rapid deployment and inflation to form a temporary enclosure or containment area. Berms are used in industries including environmental cleanup, hazardous material control, flood prevention, and spill response. These inflatable barriers are typically composed of durable or synthetic materials such as reinforced fabrics. When inflated, they form a barrier that can prevent liquid spread, control flooding, or contain hazardous materials.

[0085] In some embodiments, the landing platform may be vertically movable above ground level, allowing it to be raised to an elevated position during takeoff operations. Elevated platforms offer several advantages, including improved aerodynamic clearance, enhanced rotor wash dissipation, and reduced ground effect, providing more efficient and stable takeoff support for certain classes of aircraft. Elevation also helps align the aircraft with surrounding wind deflection structures or synchronize it with adjacent infrastructure such as gates or assembly platforms. The ability to raise the platform to customized heights further enhances the operational flexibility of the vertical takeoff and landing field, allowing it to adapt to various aircraft profiles and propulsion behaviors.

[0086] In some embodiments, the landing platform is mounted within a ground-level opening and can descend into a recess or pit below the surface of the vertical takeoff and landing field. This descent capability can be achieved via a mechanical lifting system, which may include a scissor lift, a telescopic boom, a hydraulic cylinder, or other actuation mechanism. When fully lowered, the platform recesses below the surface of the surrounding safety zone, thereby housing the aircraft in an enclosed underground space. This configuration, as described above, is particularly advantageous for emergency response scenarios such as battery fires, in which the pit can be flooded with water or fire-fighting foam. In the descent configuration, a barrier wall is formed by the wall surrounding the descending landing platform.

[0087] In one or all embodiments, there are sprayers around the landing platform to provide additional water or other fire extinguishing liquids or foam to the aircraft. The sprayers may be flush with the landing platform so that they do not obstruct the view. Once activated, the sprayers may rise and generate a spray of water or other liquids or foam on the aircraft parked on the landing platform.

[0088] Once the aircraft has been rescued and the fire extinguished, any water used in the process can be released into pipes beneath the landing area. The water can then be collected for treatment and disposal. To allow for water collection, the pipe outlet may include a lower lip to allow liquid to be contained within the pipe. If the water is substantially clean, it can be removed and recycled for reuse. If the water is contaminated, it can be pumped out and removed for appropriate disposal.

[0089] In some embodiments, the barrier forming the enclosure is not liquid-tight. Instead, the enclosure formed by the barrier walls is filled with foam such as flame-retardant foam.

[0090] In another alternative embodiment, the enclosure may include a top or cover that moves above the top of the enclosure to completely enclose the aircraft within it. An enclosure with a closed top may be filled with inert gases and / or dust or other materials to extinguish any fire. This arrangement may be suitable once any human passengers and / or pilots have been evacuated.

[0091] A vertical takeoff and landing (VTOL) field may include a boundary wall defining a landing area, which includes a landing platform and a safety zone outside the landing area. The boundary wall may further deflect airflow, debris, and noise away from the passenger waiting area on the other side of the boundary wall through ducting or other surfaces or shapes. The boundary wall airflow ducts may include one or more fans / turbines for guiding air. Based on the description of the openings above, the boundary wall may include openings with aerodynamic surface treatments. Interoperability between the landing area platform and the surrounding boundary wall allows outwash air to interact across all features.

[0092] Boundary walls also prevent unauthorized personnel from intentionally or unintentionally entering the secure area and landing zone. Boundary walls can provide access points that allow passengers on board the aircraft to leave the area. Landing areas can have high traffic loads, and separating them with a clear boundary is useful for safety and security. Furthermore, boundary walls can contain any debris blown from the landing platform into the vicinity.

[0093] In one embodiment, the boundary wall or "aeroberm" wind deflector is set back from the landing area by at least 2 or 5 meters. The boundary wall may surround at least three enclosed sides of the landing platform in a U-shape to allow ducted air to escape. However, other arrangements of the boundary wall are also within the spirit and scope of the invention, including solid and hollow shapes with multiple openings.

[0094] In this embodiment, the boundary wall is movable so that it can be raised or lowered. It can be manually moved upwards to the usage position or downwards to the storage position. The movement can also be automatic.

[0095] Therefore, in one embodiment, the vertical takeoff and landing field includes three independently operable structural elements: a movable barrier or walkway, a movable boundary wall, and / or a movable central landing platform. If these elements are present, each of them can be independently raised above or lowered below ground level, allowing for customized configurations based on the operational characteristics of different aircraft to optimize the deflection and redirection of downwash or turbulent air. All three elements can return to ground level to allow the aircraft to roll from the platform to an adjacent charging bay. In an emergency, all elements can be activated as needed to form a crater that can be filled with water / foam to suppress onboard battery fires. The chamber beneath the platform may include ventilation infrastructure such as underground ducts and outlets to safely remove turbulent air from the vertical takeoff and landing field.

[0096] In this embodiment, the multi-stage landing platform can help optimize wind / air conditions and allow for the immersion of a burning aircraft near a fire without human assistance. The entire system can be controlled by sensors.

[0097] This vertical takeoff and landing (VTOL) field can be modular and can be assembled on-site. The VTOL field can be used in one location and then moved to another. Where the VTOL field can be assembled in sections, each section can be a module that can be connected to another identical or similar section. Each section can be mounted on a device for moving the module, such as caster wheels or similar components.

[0098] In this embodiment, the vertical takeoff and landing (VTOL) field also includes facilities for charging or refueling the aircraft. Charging or refueling can be provided by a fuel delivery arm. The fuel delivery arm can be configured to deliver fuel (electricity, hydrogen, or other types of fuel) to the aircraft. There can be more than one fuel delivery arm on each VTOL field.

[0099] A vertical takeoff and landing (VTOL) area may include electronic information displays and speed displays showing the detected wind direction. Sensors for detecting wind direction may be present around the VTOL area. Wind direction arrows and wind speed counters, as electronic markers, may be placed at the top of the entrance ramp to the landing area or at any other location within the safety zone.

[0100] In one embodiment, a Battery Energy Storage System (BESS) is provided externally to, or integrated with, the boundary wall or pneumatic guardrail. The BESS is a large battery pack that is trickle-charged to discharge rapidly when needed. It can be connected to existing mains power, solar power, and fans planned below deck to capture turbulent energy. The BESS can be housed in a top-opening watertight container (with an access door) so that it can be flooded with water or other liquids in the event of a fire. In one or all embodiments, energy generated by airflow in the ducts of the vertical takeoff and landing field and / or boundary wall can be used to generate power fed back to the BESS battery storage system. Attached Figure Description

[0101] Embodiments of the invention will now be described with reference to the accompanying drawings, which are not drawn to scale and are merely exemplary, and wherein:

[0102] Figure 1 This is a perspective view of a vertical take-off and landing field according to an embodiment of the present invention.

[0103] Figure 2 yes Figure 1 A view of the vertical takeoff and landing field, showing the landing platform barrier in its operational position.

[0104] Figure 3 yes Figure 1 A view of the vertical takeoff and landing field, in which the outflowing airflow conveyed by the pipes can be seen, as well as the lip that holds the liquid at the base of the pipes and the drain outlet for disposing of the liquid.

[0105] Figure 4 yes Figure 1 A cross-sectional view of the vertical take-off and landing field.

[0106] Figure 5 It is an alternative embodiment of a vertical take-off and landing field.

[0107] Figure 6 yes Figure 5 A front view of the vertical take-off and landing field. Figure 6 The illustration shows a fan in the air passage of the boundary wall.

[0108] Figure 7 This shows the upward pressure generated by the fan in the landing area and surrounding area.

[0109] Figure 8 yes Figure 7 A cross-sectional view of the vertical take-off and landing field.

[0110] Figure 9A This is a perspective view showing the landing platform with the barrier in its storage location. Figure 9B and Figure 9C The location of use is shown.

[0111] Figure 10 It is a runway associated with a vertical takeoff and landing field.

[0112] Figure 11 This is an embodiment of a vertical take-off and landing field with modified boundary walls.

[0113] Figure 12 This is an example of a vertical take-off and landing field with a surface treatment system.

[0114] Figure 13 This is a close-up view of the engineered roughness options that disrupt airflow.

[0115] Figure 14 This is an embodiment of a vertical take-off and landing field with rotating drums.

[0116] Figure 15 It is similar to Figure 14 An embodiment that is only embedded in the ground.

[0117] Figure 16 and Figure 17 This is an example of a vertical takeoff and landing field with induced airflow effects.

[0118] Figure 18A and Figure 18B This demonstrates that the landing platform is movable relative to the landing area. Figure 18C This shows that when the landing platform lowers, it can form a crater that can be filled with water.

[0119] Figure 19 An embodiment is shown in which the vertical take-off and landing field can be moved along the track to the storage area.

[0120] Figure 20 illustrates an embodiment of a landing platform capable of moving to raise (20B) and lower (20A).

[0121] Figures 21A to 21D Various embodiments of the mobile landing platform are shown. Detailed Implementation

[0122] Figure 1 A vertical takeoff and landing field 10 for aircraft 12 is shown, comprising a landing area 14. The landing area 14 includes a landing platform 16 for receiving aircraft 12. At least a portion of the landing area 14 has openings therein for receiving and releasing turbulent air at least from aircraft 12. The landing platform 16 is capable of being isolated from the remainder of the landing area 14 by a reversible barrier 18, which can be operated from a storage position to a usage position.

[0123] Vertical takeoff and landing field 10 may be a designated area or facility designed for the takeoff, landing, and / or charging / refueling of aircraft 10. Landing area 14 is a designated area for the safe landing and takeoff of aircraft 12. The landing area may be the Final Approach and Takeoff Area (FATO). For example... Figure 1 As shown, this area can be designed to be larger than the aircraft 12 to provide space for precise and safe maneuvering during landing. Figure 10 As shown, landing area 14 can be located at the end of the runway. Figure 19 In an alternative embodiment shown, the vertical takeoff and landing field 10 is capable of moving in and out of the hangar 50 along track 52.

[0124] For example, such as Figure 1 As shown, a vertical takeoff and landing (VTOL) site 10 may include a device 26 for charging or other refueling of the aircraft 12. Charging or other refueling can be provided via a fuel delivery arm 26. The fuel delivery arm 26 may be configured to deliver fuel (electric or hydrogen and other types of fuel) to the aircraft 12. There may be more than one fuel delivery arm 26 on each VTOL site.

[0125] In the diagram, landing platform 16 is shown as a square area with a solid surface. Landing platform 16 can be a landing and takeoff area (TLOF). For example, as... Figure 3 As shown, the landing platform 16 may have a visual marker that can be used as a target for the aircraft 12 to aim at during landing.

[0126] The landing area 14 includes multiple openings. The openings in the landing area 14 may be formed by grilles. The openings in the landing area are large enough to allow downdrafts from the aircraft 12 to pass through the openings and enter one or more ducts 30 arranged below the landing area 14.

[0127] The landing area can withstand such Figure 12 The aerodynamic surface treatment system is shown. The surface treatment system can be designed to manage and diffuse downdrafts generated during approach, landing, and / or takeoff. Some embodiments of the surface treatment can be... Figure 13 As seen in the image. These features can take the form of a base plate, cylinder, or geometry, and can include intentional variations or ripples in the span (crossflow) direction.

[0128] In the embodiment shown in the figure, the landing platform 16 is surrounded from all sides by a landing area 14 with openings. This ensures that all upper sides of the landing platform 16 have air openings to receive downdraft and outwash airflow from the aircraft 12 during approach or takeoff.

[0129] The openings in landing area 14 allow air to flow in. Air can be directed downwards from the openings along one or more ducts 30 to allow air to flow in a direction away from landing platform 16 of landing area 14. The duct outlets may include arrows indicating the direction of airflow. Figure 3 As seen in the diagram. For clarity, only one of the pipes 30 is labeled. There may be one large pipe 30, or multiple smaller pipes 30 arranged adjacent to each other as shown in the diagram. In addition to exhausting air from the landing area 14, the pipes 30 in the vertical takeoff and landing field 10 also reduce the noise generated by the aircraft 12.

[0130] In embodiments, such as Figure 14 Alternatively, the additional feature of the rotating drum 54 shown in Figure 15 can be placed below the landing area to help manage the strong downdraft pushed out by the aircraft during landing and takeoff. For clarity, only one drum is shown in the figure. Multiple rotating drums 54 can be fitted with longitudinal fins. The drums 54 can rotate as air flows over them. These drums 54 both absorb some of the energy from the downdraft and help control the direction of the airflow.

[0131] Such as Figure 14 and 15 The embodiments described can utilize a natural aerodynamic effect known as the Magnus effect, in which rotating surfaces like rollers influence how air moves around them. The Magnus effect can also be achieved by using, for example... Figure 16 The electrically driven rotating rotor 58, as shown, is integrated below the landing area; or via, as... Figure 17 The fan 56 shown is mechanically triggered.

[0132] To accommodate the arrangement of the duct 30, the landing platform 16 may need to be raised above ground level, as shown in some figures. The walls 24 of the raised landing area 14 may be enclosed to ensure that air can only travel along the duct 30 in one direction (from the entrance (opening) of the landing area 14 towards, for example... Figure 3 and Figure 6 The exit 31 of the release area shown in the middle and rear section proceeds. The outer wall 24 of the raised landing area 14 may include, for example, Figure 4 The channels shown are designed to guide air and / or noise in more than one direction.

[0133] Positive pressure can be applied to one or more ducts by one or more fans 32 to cause the air flowing therein to flow in a preferred direction. Negative pressure can be applied to ducts 30 by corresponding fans 32, which operate to draw air out of ducts 30. Alternatively, fans 32 can be rotated by airflow from the downwash of aircraft 12 leaving ducts 30, thus functioning as a type of turbine to generate electricity to supply BESS. Alternatively, fans 32 can be reversed to force air into ducts 30, which will create updrafts in landing area 14, which can aid in takeoff of aircraft 12. The fans can be switched manually or electrically.

[0134] like Figure 4 As shown, fins 36 or other baffles 36 can be provided in one or more ducts 30 to guide airflow. The fins 36 can be configured as shown to be reduced in size, or as physical protrusions of any other arrangement or shape entering the space below the landing area to generate airflow in one direction.

[0135] In the diagram, landing area 14 is elevated, allowing passengers to enter via ramp 20. Ramp 20 is shown as having openings for both downwash and outwash airflow to further capture air.

[0136] like Figure 2 As shown in the embodiments, the landing platform 16 is separable from the rest of the landing area 14 and its surrounding area. "Separable" means that the landing platform 16 can be separated from the landing area 16 by a barrier 18. It should be understood that once the barrier 18 is activated, the aircraft 12 is captured on the landing platform 16 and separated from the rest of the landing area 14 and its surrounding area.

[0137] Figure 2 The barrier 18 is shown to be a waterproof fabric that can be inflated or manually raised to create an immersion bath on the enclosure 19. Typically, the barrier 18 is required when the aircraft 12 catches fire or in other emergency situations requiring isolation of the aircraft 12 from the rest of the landing area 14, the rest of the vertical takeoff and landing field 10, and associated infrastructure. The barrier 18 can be manually activated by the pilot or maintenance personnel on the vertical takeoff and landing field 10. Alternatively, sensors (cameras and / or temperature sensors, not shown) can detect emergencies such as fire and trigger immediate activation of the barrier 18 and the sprinklers 29.

[0138] Barrier 18 has the following characteristics: Figure 1 and for example Figure 9AThe diagram shows a possible storage location for the retracted position. In the retracted position, the barrier wall 18 is either flush with the landing area 14, or at least partially or completely located within the duct space 30 below the raised landing area 14. The barrier 18 can be concealed beneath a flap 28, which, before use, is flush with the landing platform 16, as shown. Figure 9A The most clearly visible feature is that the cover plate 28 can be raised to elevate the barrier wall 18 onto the landing platform 16, for example, as shown below. Figure 9B What I saw. In Figure 2 or Figure 9B As shown in the usage position, barrier 18 has been activated and is located around the aircraft (not shown for clarity). Figure 9C As shown, an additional wall 21 can be constructed around the barrier wall. After using the barrier 18, the barrier 18 can be retracted for reuse.

[0139] In some embodiments, the landing platform 16 may be vertically movable above the ground plane, such as... Figure 18A , 18B As shown. In Figure 18A In the image, landing platform 16 is shown flush with the landing area. Figure 18B In this process, the landing platform 16 is raised. The raised platform offers several advantages, including improved aerodynamic clearance, enhanced rotor wash dissipation, and reduced ground effect. As shown in Figure 18, the lifting of the landing platform can be achieved using a mechanical device such as a scissor lift 60.

[0140] In Figure 20, the landing platform is raised ( Figure 20B This is done using hydraulic jacks located underground, as shown. Figure 20A As shown, the landing platform 16 can also be lowered to form a crater, the walls of which form a barrier wall 18. The crater can be filled with water. This also... Figure 18C The embodiments are shown. Movable devices other than scissor lifts and hydraulic jacks, such as... Figures 21A to 21D As shown.

[0141] Enclosure 19 can be a substantially liquid-tight enclosure, so it can be filled with a liquid such as water. The liquid can be any liquid capable of extinguishing and cooling thermal batteries and other fuels that may be burning or smoldering.

[0142] For example, Figure 1 As can be seen, there are sprayers 29 around the landing platform 16 to provide additional water to the aircraft 12. For clarity, only one sprayer 29 is marked. The sprayers 29 can be flush with the landing platform 16 so that they do not obstruct the view.

[0143] Once aircraft 12 has been rescued and the fire extinguished, any water used in the process can be released into conduit 30 below the landing area. To allow water collection, conduit outlet 30 may include a lower lip 33 that allows liquid to be contained within the conduit system 30. If the water is substantially clean, it can be removed and recycled. If the water is contaminated, it can be pumped out and removed for appropriate disposal or drained through a drain outlet. A plug 23 in the lip 33 illustrates an example of a drain outlet.

[0144] The vertical takeoff and landing field 10 may include a boundary wall 22 that defines the safety zone 11 outside the landing area 14, which includes the landing platform 16 (see reference). Figure 6 Boundary wall 22 can further deflect airflow, debris, and noise away from the passenger waiting area on the other side of boundary wall 22 by redirection or delivery via airflow duct 40 or other solid surfaces. Figure 6 As shown in the optional illustration, a fan 32' may be present in the air duct 40 of the boundary wall 22. The boundary wall 22 also prevents unauthorized personnel from intentionally or unintentionally entering the security zone 11 and the landing area 14.

[0145] In this embodiment, as shown in FIG18, the boundary wall 22 is movable so that it can be raised or lowered. It can be moved upwards to the usage position (…). Figure 18B ) or move down to the storage location ( Figure 18A and 18C The movement can be manual. Moving it upwards to the usage position or downwards to the storage position can be automatic. Therefore, in one embodiment, the vertical takeoff and landing field 10 includes three independently operable structural elements: a movable barrier 18, a movable boundary wall 22, and a movable central landing platform 16. Each of these elements can be independently raised above or lowered below the ground level, allowing for customized configurations.

[0146] For example, in Figure 16 or Figure 17 In the illustrated embodiment, the boundary wall 22, in the form of a pneumatic duct guide wall 22, is set back from the landing area 14 by at least 2 meters. The boundary wall 22 may be U-shaped to enclose at least three closed sides of the landing area to allow ducted air to be discharged in a direction that enhances safety (including but not limited to the rear of the vertical lift site or vertically upward toward the sky).

[0147] Figure 7 The embodiment shows that fans 32, 32' can be operated to draw air into the system, creating an overall updraft. The air can be drawn into the airflow ducts 40 of the landing area 14 and the boundary wall 22. Figure 8 The diagram shows air passing through an airflow duct.

[0148] For example, Figure 5 and Figure 6 As seen on the outside of boundary wall 22, a Battery Energy Storage System (BESS) 34 is provided. BESS 34 is a large battery pack that performs trickle charging to discharge rapidly when needed. It can be connected to existing mains power, solar power, and fans planned below deck that capture turbulent energy and force air back into the ductwork. BESS 34 can be housed in a top-opening watertight container (with an access door) so that if it catches fire, it can be flooded with water or other liquids or substances to extinguish it. Alternatively, as... Figure 11 As shown, the BESS can be integrated into the boundary wall 22. The airflow in the boundary wall 22 can be used to assist in charging the BESS 34.

[0149] It should be understood that if any prior art publications are cited in this article, such citation does not constitute an acknowledgment that such publications constitute common general knowledge in the field in Australia or any other country.

[0150] In the following claims and in the preceding description of the invention, unless the context requires otherwise due to the language of expression or necessary meaning, the word “comprise” or variations such as “comprises” or “comprising” are used in an inclusive sense, that is, to specify the presence of the stated feature but not to exclude the presence or addition of other features in various embodiments of the invention.

[0151] Any commitments made in this specification should be understood to relate to certain embodiments of the invention and not to be commitments made about the invention as a whole. If any commitment is deemed applicable to all embodiments of the invention, the applicant / patentee reserves the right to remove them from the specification at a later date, without reliance on such commitments being accepted or subsequently granted a patent in any country.

Claims

1. A vertical takeoff and landing field for an aircraft, the vertical takeoff and landing field including a landing area, the landing area comprising: A landing platform for receiving the aircraft; as well as At least a portion of the landing area has an opening therein for receiving and releasing at least turbulent air from the aircraft. The turbulent air received through the opening in the landing area is discharged through an outlet away from the landing platform. The landing platform is capable of being isolated from the rest of the landing area.

2. The vertical takeoff and landing field according to claim 1, wherein, The landing platform can be isolated by a barrier that can be reversibly operated from a storage location to a usage location.

3. The vertical takeoff and landing field according to claim 1 or 2, wherein, The landing platform can be isolated by raising it relative to the landing area.

4. The vertical takeoff and landing field according to any one of claims 1 to 3, wherein, The landing platform can be isolated by lowering it into the recess.

5. The vertical takeoff and landing field according to claim 4, wherein, The landing area can descend into the crater.

6. A vertical takeoff and landing field according to any one of the preceding claims, wherein, The isolation of the landing platform can be activated when a fire is detected by the sensors.

7. The vertical takeoff and landing field according to claim 2, wherein, When in the storage position, the barrier is flush with the landing area.

8. The vertical takeoff and landing field according to claim 2 or 7, wherein, The barrier can be inflated to the location of use.

9. The vertical takeoff and landing field according to claim 2 or 7, wherein, The barrier comprises one or more solid walls that can be moved to the usage location.

10. A vertical takeoff and landing field according to any one of the preceding claims, wherein, Once isolated, the landing platform is located within a liquid-tight enclosure surrounding the aircraft, and the liquid-tight enclosure is at least partially filled with liquid.

11. The vertical takeoff and landing field according to claim 10, wherein, The liquid-tight enclosure has an integrated liquid source for filling the liquid-tight enclosure.

12. The vertical take-off and landing field according to any one of the preceding claims further includes a boundary wall.

13. The vertical takeoff and landing field according to claim 12, wherein, The boundary wall includes conduits capable of supplying air from the area it defines, wherein the conduits include channels within the boundary wall and / or external structural features on the outer wall of the boundary wall.

14. A vertical takeoff and landing field according to any one of the preceding claims, wherein, The landing area essentially surrounds the landing platform from all sides.

15. A vertical takeoff and landing field according to any one of the preceding claims, wherein, The landing area is installed on one or more ducts for exhausting air.

16. A vertical takeoff and landing field according to any one of the preceding claims, wherein, The landing area is elevated relative to the ground, and the exit is located along one side of the elevated landing area.

17. The vertical takeoff and landing field according to claim 15, wherein, At least some of the ducts include fins for guiding airflow from the inlet through the opening to the outlet.

18. The vertical takeoff and landing field according to any one of claims 15 or 17, wherein, One or more outlets of at least one of the pipes include a fan.

19. The vertical takeoff and landing field according to any one of the preceding claims further includes a battery energy storage system, wherein, The energy generated by the airflow can be used to charge the battery energy storage system, including energy generated by one or more fans.

20. The vertical takeoff and landing field according to any one of the preceding claims further includes one or more sprayers and / or fueling devices arranged in the landing area or on the landing platform.

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