Aircraft for takeoff and landing on water and on land

Abstract

Aircraft for take-off and landing on water or land with - a hull, - a sprung landing gear to which landing gear wheels can be mounted for takeoff and landing on land; and - a floating assembly that can be coupled to the aircraft's landing gear via a connecting device, wherein the floating body is designed such that the hydrostatic buoyancy of the floating body is greater than the maximum takeoff mass of the aircraft, wherein the connecting device has a spacer device which is configured to set a distance of at least a proportion of the floating structure from the hull, wherein the spacing device includes a damping element designed to compensate for loads during takeoff and / or landing, wherein the damping element is designed in such a way that the float can be moved along the longitudinal axis of the aircraft.

Description

Field of the invention

[0001] The invention relates to an aircraft for taking off and landing on water and on land, a method for converting an aircraft into a seaplane and a use of an aircraft for taking off and landing on water and on land. State of the art

[0002] Aircraft that can take off from and / or land on water are known in the prior art. For example, aircraft can have a boat-shaped and boat-like fuselage that enables the aircraft to land and take off on water and that provides at least part of the hydrostatic lift on water. Aircraft can also be provided with floats. For example, a flying boat with a float is known from US 2014 / 0339359 A1. Further examples of aircraft with floats are also described in WO 2008 / 089511 A1 and US 2013 / 0075538 A1. Furthermore, US 3 790 109 A describes an aircraft with an undercarriage for landing on water, which is attached to the aircraft body via its tires and support struts. US 6,866,244 B2 describes an aircraft with floats to improve aerodynamic efficiency.US 2014 / 0021296 A1 further describes an aircraft with removable mounting brackets for the landing gear.

[0003] Landplanes are often converted to seaplanes by fitting floats. Smaller aircraft, such as light aircraft or single-engine aircraft, can often be converted to take off and land on water using conversion kits. However, the disadvantage of fitting floats is that the conversion capability is limited by the size of the aircraft.

[0004] Furthermore, land aircraft, especially medium and large ones, are often unsuitable for operation on water. Waves and swells often generate forces that exceed the aircraft's rated load limits. For example, this can affect the wings, the engine, and the engine mounts.

[0005] Accelerations acting on the tail unit when operating the aircraft on water can also exceed the values ​​specified in the basic certification. Therefore, it is necessary to ensure that the limits defined in the basic certification, such as acceleration, center of gravity, and local limit loads, are not exceeded. However, designing aircraft that can withstand these loads is often complex. This can therefore lead to high development and / or certification costs. Disclosure of the invention

[0006] The object of the invention is to at least partially solve the problems of the prior art. In particular, the object of the invention is to provide an aircraft that can be easily and / or cost-effectively converted into an aircraft capable of taking off and landing on water or land.

[0007] The object is achieved with the aircraft according to claim 1, the method according to claim 12 and a use according to the independent claim 14.

[0008] One aspect of the present disclosure relates to an aircraft for taking off and landing on water or land. The term "aircraft" in the present disclosure refers in particular to heavier-than-air aircraft, wherein the aircraft generates the lift necessary for flight through non-rotating lifting surfaces.

[0009] In typical embodiments of the present disclosure, the aircraft according to the present disclosure comprises an airframe, an engine, and a landing gear. In typical embodiments, the landing gear is designed as a retractable landing gear. In other typical embodiments, the landing gear can also be designed, for example, as a rigid or semi-rigid landing gear. The terms "rigid" and "semi-rigid" are to be understood as non-retractable and only partially retractable, respectively.

[0010] In typical embodiments, the aircraft's powerplant comprises one or more engines. Engines may include, for example, reciprocating piston engines, gas turbines, turboprop engines, or jet engines, such as a turbofan. However, aircraft according to the present disclosure are not limited to engines with internal combustion engines. For example, in embodiments, an electric motor may be used as the powerplant.

[0011] A typical aircraft that can be converted into an aircraft for takeoff and landing on water and land according to the present disclosure is, for example, the "Dornier Do 328" aircraft type. Other exemplary aircraft are the "ATR 42" or "ATR 72" aircraft type. Other aircraft types that can be used for typical embodiments of the present disclosure often have similar features to those mentioned above. However, aircraft to be converted are not limited to the aircraft types mentioned above. Thus, a suitable aircraft of a different type can be used, as long as it meets the respective requirements, such as certification requirements, after conversion.

[0012] The aircraft of the present disclosure typically includes a fuselage. In a typical embodiment, the aircraft's wings may be arranged substantially flush with the top edge of the fuselage.

[0013] The aircraft for taking off and landing on water or on land of the present disclosure, in particular, has a sprung landing gear. The landing gear can be configured, for example, as a landing gear consisting of a main landing gear and a nose landing gear. Landing gear wheels for taking off and landing on land can be mounted on the landing gear. Typically, the landing gear wheels are mounted on the landing gear axles. The landing gear suspension can, for example, absorb the forces occurring during landing or takeoff. In particular, the landing gear suspension can absorb forces in the direction of the Z-axis (vertical axis).

[0014] In typical embodiments of the present disclosure, the aircraft includes a flotation device. The flotation device is designed such that the hydrostatic buoyancy of the flotation device is greater than the maximum takeoff mass of the aircraft. This means that the aircraft according to this embodiment can float on a body of water. In particular, the substantial portion of the water displacement can be provided solely by the flotation device.

[0015] In typical embodiments, the aircraft further comprises a connecting device. The flotation device can be coupled to the aircraft's landing gear via the connecting device. The coupling of the flotation device to the aircraft's landing gear via the connecting device can be achieved using typical frictional and / or positive connection mechanisms. In typical embodiments of the aircraft with coupled flotation devices, the wheels mountable on the landing gear axles are removed. The connecting device of the present disclosure can, in particular, enable a quick and / or particularly simple attachment of a flotation device to an aircraft equipped with landing gear. As a result, for example, an aircraft with landing gear and landing gear wheels for taking off and landing on land can be easily converted into an aircraft for taking off and landing on water.

[0016] If the aircraft has retractable landing gear and the landing gear is coupled to the flotation gear, in typical designs the landing gear is extended and locked. This means that with the flotation gear coupled, the retractable landing gear is not retractable.

[0017] Furthermore, the coupling described here allows the flotation device to be easily disassembled. This makes it easy to convert the aircraft back into an aircraft with landing gear for takeoff and landing exclusively on land.

[0018] Coupling the flotation gear to the aircraft's landing gear offers the particular advantage that the flotation gear is also sprung, thanks to the typical landing gear suspension. In particular, existing damping of the landing gear in the Z-axis (vertical axis) can be used to cushion the flotation gear. Thus, forces that occur during takeoff and / or landing on water and act on the flotation gear can be absorbed by the landing gear suspension. This can reduce the load on the aircraft structure, such as the wings, engines, or engine mounts.

[0019] For example, the flotation device can have multiple coupling points, each of which can be coupled to a connecting device. In particular, the flotation device can have a coupling point for each landing gear axis. For example, the flotation device can have two coupling points for a main landing gear comprising two landing gear legs and one coupling point for a nose gear with one landing gear leg. In this example, a connecting device can be connected to each of the coupling points. The respective connecting device connected to the coupling point can then be coupled to the respective landing gear leg.

[0020] In typical embodiments, the flotation device can be attached to the landing gear axles. The landing gear axles refer to the axles on which the landing gear wheels are mounted. Typically, the landing gear wheels are removed before coupling the flotation device to the landing gear.

[0021] In further typical embodiments of the present disclosure, the connecting device further comprises a spacing device. The spacing device is typically configured to adjust a distance of at least a portion of the flotation device relative to the hull. For example, adjustment elements can be attached as a spacing device to structural points provided for the landing gear attachment.

[0022] The distance adjustment device typically comprises an actuator that converts signals, such as electrical signals, into mechanical movement. The actuator can typically be controlled during operation of the aircraft. Typically, the distance can be adjusted by means of the actuator via one or more electric motors, such as servomotors. In other typical embodiments, the actuator is a hydraulic or pneumatic actuator.

[0023] The distance adjustment device can be used to increase or decrease the distance between the aircraft's fuselage and the flotation device. For example, the distance of the engine from the waterline can be increased during takeoff. A greater distance during takeoff can reduce the ingress of water spray into the engine. Reducing the distance in flight mode, on the other hand, can improve the aircraft's aerodynamic profile. This can reduce the aircraft's drag.

[0024] Further typical embodiments of the present disclosure, which can be combined with other typical embodiments, relate in particular to an aircraft in which the flotation device is configured to at least partially or at least substantially conform to the fuselage at a minimum distance set by the spacing device.

[0025] In the present disclosure, the term "snug" or "to be snug" refers to a property of the flotation device described in more detail below. The flotation device can, for example, be designed such that the inner side of the flotation device facing the fuselage has a substantially complementary shape relative to the fuselage. The snug shape of the flotation device can, for example, minimize the distance between the flotation device and the fuselage. This can further reduce the flow resistance in the aircraft's flight mode.

[0026] In typical embodiments of the present disclosure, the flotation device may have a substantially streamlined shape. The term "streamlined" in the present disclosure refers to a body shape that exhibits a streamlined shape with low flow resistance. Typically, the streamlined shape exhibits the smoothest and most eddy-free flow of the streamlines. In this configuration, for example, aerodynamic drag and disruptive moments around the vertical axis can be kept to a minimum.

[0027] In other typical embodiments, the buoyancy mechanism has a boat-shaped geometry with a stub. The stub is typically designed similarly to the well-known stubs used, for example, in numerous flying boats manufactured by Dornier. The stubs can be used, for example, as a rescue platform and / or work platform. The stubs can also increase the aircraft's stability on the water surface. This is particularly advantageous in high waves. Typically, the stubs can be designed to increase the buoyancy of the buoyancy mechanism.

[0028] In typical embodiments, the buoyancy device may include a step. The step is typically located on the underside, at a rear portion of the buoyancy device. The step is typically designed to facilitate the transition to low-drag planing that occurs when launching onto water. In typical embodiments, the step may facilitate easier launching onto water. In particular, the step facilitates the release of the buoyancy device from the water surface during launch. The step is typically positioned at an appropriate distance from the line of gravity.

[0029] Due to the conforming shape of the flotation device described above, in typical embodiments, the flotation device can, for example, partially enclose the fuselage. At a minimum distance set by the spacing device, the flotation device can, for example, partially enclose the fuselage. This means that the flotation device conforms to the aircraft's fuselage. If the distance is increased to a predetermined value by the spacing device, the flotation device no longer conforms to the aircraft's fuselage.

[0030] In typical embodiments of the present disclosure, which can be combined with other typical embodiments, the chassis and / or the flotation system have damping. Damping is achieved via damping elements, such as suspension elements, buffer elements, shock absorbers, gas springs, hydraulic cylinders, hydropneumatic cylinders, or the like.

[0031] In typical embodiments, for example, loads in the Z-direction can be dampened by damping elements integrated into the landing gear. In other typical embodiments, loads in the X-direction (longitudinal axis) and Y-direction (lateral axis) can be reduced by damping elements provided in the flotation system. In typical embodiments, the spacing device includes a damping element so that loads can be compensated during takeoff and / or landing. By selecting the appropriate damping, the load at the aircraft's structural points can be kept within the permissible range.

[0032] In typical embodiments, the damping elements provided in the floating mechanism can be designed as active damping. For example, the damping elements for reducing loads in the X direction and / or the damping elements for reducing loads in the Y direction can be designed as active damping. Active damping refers to damping in which damping components, such as damping elements, adapt to an external condition to be damped.

[0033] In typical embodiments of the present disclosure, the spacing device embodied as a damping element can further be configured such that relative movements between the aircraft and the flotation device are possible via the spacing device. In particular, the spacing device can be equipped with so many degrees of freedom that relative movements in the X-direction and Y-direction can be adjusted in this embodiment. For example, this allows the flotation device to be displaced relative to the center of gravity in the X-direction and Y-direction. This means that the damping element can be designed such that the flotation device is displaceable along the longitudinal axis and the transverse axis of the aircraft. This allows, for example, the hydrodynamic behavior of the aircraft during takeoff and landing on water to be optimized.

[0034] In typical embodiments, pendulum supports may be attached to the aircraft's spacing device.

[0035] In further embodiments of the present disclosure, the flotation device can be equipped for amphibious operation. For example, the flotation device can incorporate a landing gear that can be extended or folded out for landing on land. For landing on water, the landing gear integrated into the flotation device can be retracted or folded in.

[0036] In other embodiments, the flotation device is coupled to the landing gear of the aircraft exclusively via the connecting device.

[0037] Another aspect of the present disclosure relates to a method for converting an aircraft into a seaplane, in particular for converting an aircraft according to one of the embodiments described herein. The method comprises coupling a flotation device to the landing gear of the aircraft via a connecting device.

[0038] In embodiments of the present disclosure, the method comprises adjusting a distance of at least a portion of the flotation device relative to the hull via a spacing device of the connecting device.

[0039] In further embodiments, the method comprises adjusting the distance so that the flotation device, which can be at least partially conformed to the fuselage, conforms at least partially or at least substantially to the fuselage of the aircraft.

[0040] Another aspect of the present disclosure relates to the use of an aircraft according to any of the embodiments described herein for taking off and landing on water and land. Short description of the characters

[0041] The invention is explained below with reference to the following figures, although the invention is not limited to the embodiments shown in the figures. Fig. 1 shows a schematic side view of an aircraft with a flotation device according to a first embodiment; Fig. 2A and Fig. 2B show schematic front views of an aircraft with flotation device according to a second embodiment; Fig. 3 shows a schematic side view of an aircraft with unmounted flotation device according to the second embodiment; Fig. 4 shows a schematic side view of an aircraft with a single-stage flotation device according to a third embodiment; Fig. 5 shows a schematic perspective view of an aircraft with a movable flotation device according to a fourth embodiment; Fig. 6A shows a schematic rear view and Fig. 6B shows a schematic bottom view of an aircraft with a landing gear integrated into the flotation mechanism of an aircraft according to a fifth embodiment; Fig. 7A and Fig. 7B show a schematic representation of a portion of an aircraft with a flotation device and X-direction damping according to an embodiment; and Fig. 8A and Fig. 8B shows a schematic cross-sectional view of an aircraft with a flotation device and Y-direction damping according to one embodiment. Description of embodiments

[0042] Reference will now be made in detail to the various embodiments of the disclosure, one or more examples of which are illustrated in the figures. Throughout the following description of the drawings, like reference numerals refer to like components. Generally, only differences from individual embodiments will be described. Each example is provided to illustrate the disclosure and is not intended to limit the disclosure. Furthermore, features shown or described as part of one embodiment may be used on or in conjunction with other embodiments to yield yet another embodiment. The description is intended to encompass such modifications and variations.

[0043] Fig. 1 shows an aircraft 100 with a fuselage 110. The aircraft 100 has a wing half of the wings 104 on each side of the fuselage 110. Reference numeral 106 denotes a part of the tail unit of the aircraft 100. Engines 102 are arranged on each of the wing halves. The engines 102 are in Fig. 1 designed as a turboprop.

[0044] Furthermore, the aircraft 100 has a landing gear 130. The landing gear 130 comprises a nose gear arranged at the nose of the aircraft 100 and a main landing gear. The main landing gear according to the Fig. The embodiment shown in Figure 1 comprises a left and a right landing gear leg.

[0045] The aircraft 100 of the Fig. 1 further comprises a flotation device 120. The flotation device 120 is coupled to the landing gear 130 of the aircraft 100 via a connecting device 140. In particular, the nose landing gear of the aircraft 100 is coupled to a coupling point at the nose of the flotation device 120 via the connecting device 140. The left and right landing gear legs of the main landing gear of the landing gear 130 are each coupled to a further coupling point of the flotation device 120 via the connecting device 140.

[0046] As an illustrative example of the present disclosure, the base body of the aircraft 100 is shown in Fig. 1 is designed as a Dornier Do 328. The base body is referred to herein as the aircraft body of an aircraft that is to be converted into an aircraft for takeoff and landing on water and on land according to the present disclosure.

[0047] The buoyancy mechanism 120 is designed such that the hydrostatic lift required to operate the aircraft 100 on water is provided by the buoyancy mechanism 120. Furthermore, the buoyancy mechanism in the embodiment of the Fig. 1 has a boat-shaped form. This can, for example, include a streamlined buoyancy bow at the front of the hull of the buoyancy device.

[0048] Furthermore, the flotation device 120 typically includes a step 122. The step 122 typically facilitates the detachment of the flotation device from the water surface during the takeoff process of the aircraft 100.

[0049] Fig. 2A and Fig. 2B show an aircraft 200 in a schematic front view. The Fig. 2A and Fig. The embodiment of the aircraft 200 shown in Figure 2B comprises the components of the Fig. 1 shown embodiment of the aircraft 100. For reasons of clarity, only the differences to the embodiment shown in Fig. 1 described embodiment is explained.

[0050] In the embodiment of the Fig. 2A and the Fig. 2B, the flotation device 120 has a spacing adjustment device. The spacing adjustment device can be used to adjust the distance of at least a portion of the flotation device 120 from the hull 110. The spacing adjustment device will be explained in more detail in the following sections.

[0051] In Fig. 2A, a distance L1 between the flotation device 120 and the hull 110 is set via the distance adjustment device. The distance L1 can be selected, for example, such that the distance of the engines 102 from the waterline is sufficiently large during takeoff. This means that the distance L1 can be selected, for example, such that as little spray as possible reaches the engines 102.

[0052] In Fig. 2B, a distance L0 between the flotation device 120 and the hull 110 is set via the distance adjustment device. The distance L0 is smaller than that shown in Fig. 2A. A smaller distance between the flotation device 120 and the fuselage 110, for example, has the advantage that the aircraft can have lower aerodynamic drag.

[0053] Furthermore, by setting a smaller distance L0, improved streamlining of the aircraft 200 can be achieved. This is particularly advantageous while the aircraft 200 is flying, as it allows for optimization of aircraft characteristics such as fuel consumption, maximum speed, and flight behavior.

[0054] In advantageous embodiments of the aircraft 200 with the above-described spacing device, the flotation device 120 has a shape that conforms to the fuselage 110. In Fig. 2B, the flotation device 130 fits snugly against the fuselage 110 of the aircraft 200. The distance between the flotation device 120 and the fuselage 110 can be adjusted to a minimum distance L0 by the conforming shape. Typically, the inner side of the flotation device 120 facing the fuselage 110 has a shape that is substantially complementary to the shape of the fuselage 110. As shown in Fig. 2B, the flotation device 130 encloses the hull 110.

[0055] The above-described Fig. The distance L1 shown in Figure 2A is typically a configuration set via the distance setting device during operation of the aircraft on water. That is, for takeoff and / or landing on water, the aircraft 200 is typically in this configuration.

[0056] The Fig. The minimum distance L0 shown in Figure 2B is typically a configuration of the aircraft 200 during flight. For example, the distance L1 set during takeoff, which is advantageous for takeoff, can be adjusted after the aircraft 200 takes off via the distance adjustment device to the distance L0 that is advantageous during the flight of the aircraft 200.

[0057] Optionally, the floating mechanism 120, which is installed in the Fig. 2A and Fig. 2B, stubs 220 are provided on both sides of the flotation device 120. The stubs 220 are typically configured to increase the stability of the aircraft when operating on water. In particular, the stubs 220 can serve as a work platform and / or rescue platform.

[0058] Furthermore, the stubs 220 can increase the buoyancy of the flotation device 120 so that, for example, the weight of the aircraft 200 can also be increased up to the MTOW (maximum take off weight).

[0059] Fig. 3 shows a schematic side view of the aircraft 200. In the Fig. 3, the aircraft 200 is shown without the above-described flotation device. As described above, the flotation device can be coupled to the landing gear 130 via a connecting device 140. The connecting device 140 comprises Fig. 3 a spacing device 150.

[0060] The distance adjustment device 150 is in the Fig. 3, the connecting elements are designed as tabs attached to the respective connecting device 140. The tabs can be designed as a Z-axis connection. The length of the tabs is typically approximately half the lowering height of the flotation device. The lowering height of the flotation device is typically determined as the difference between a maximum distance L1 and a minimum distance L0 between the flotation device and the fuselage. In particular, the tabs are freely rotatable about the axes of the landing gear 130.

[0061] In an extended state, the tabs show, as in Fig. 3, downward. In the extended state, a flotation device coupled to the connecting device 140 and the spacing device 150 would be in a lowered state. In a retracted state, the tabs point upward. In the lowered state, a flotation device coupled to the connecting device 140 and the spacing device 150 would be in a retracted state, conforming to the fuselage 110 of the aircraft 200.

[0062] Typically, the lugs can transmit Z-axis loads when extended. The Z-axis loads transmitted to the aircraft's structural points can be limited by the dampers built into the landing gear 130.

[0063] The connecting device 140 may further comprise an X-axis connection 160.

[0064] In typical embodiments, the flotation device further comprises one or more damping elements, wherein the respective damping elements are aligned substantially in the X-direction and / or substantially in the Y-direction. The damping elements typically connect the flotation device to the main landing gear of the aircraft. The damping elements can in particular be connected to the landing gear axes. By means of the damping elements aligned in the X-direction, for example, forces in the X-direction can be transmitted to the landing gear in a permissible magnitude. By means of damping elements aligned in the Y-direction, forces in the Y-direction can accordingly be transmitted to the landing gear in a permissible magnitude. Typically, the damping capacity of the damping elements can be selected according to the expected loads and / or the loads to be limited on the respective aircraft.

[0065] Fig. 7A and Fig. 7B show a side view of a schematic arrangement of a damping in the X-direction (in the direction of the longitudinal axis), which can be used in another embodiment of an aircraft 700 with a landing gear 130 and a flotation device 120. For better illustration, only a segment of a fuselage 110 of the aircraft 700 and only a segment of the flotation device 120 are shown. Fig. 7A and Fig. 7B further shows only one landing gear leg of a main landing gear. The landing gear 130 has landing gear axles, with each landing gear leg typically having one landing gear axle 730.

[0066] The floating mechanism 120 points in the Fig. 7A and Fig. 7B has pendulum supports coupled to the flotation device 120. Typically, a pendulum support 750 is provided for each landing gear leg of the main landing gear. Fig. 7A and Fig. 7B, one end of the pendulum support 750 is connected to the floating mechanism 120. The other end of the pendulum support 750 is connected to the chassis axle 730 of the chassis 130. The pendulum support 750 can, in particular, be designed to allow rotational and / or transverse movements. For example, the bearings of the pendulum support 750 can be designed as a ball joint.

[0067] The reference number 770 in the Fig. 7B indicates an offset that is caused by a relative movement in the X-direction of the flotation device 120 with respect to the fuselage 110 of the aircraft 700. The offset 770 is achieved via the movable connection of the pendulum support 750 with the flotation device 120 and the landing gear axis 730. For the damping of forces in the X-direction, the flotation device 120 has Fig. 7A and Fig. 7B damping elements which are connected to the floating mechanism 120.

[0068] In the Fig. 7A and Fig. 7B, a damping element 710 is connected at one end to the flotation device 120. The other end of the damping element 710 is connected to the axle 730 of the landing gear 130. In particular, in this embodiment, the damping element 710 can be designed as a hydropneumatic cylinder. The hydropneumatic cylinder can, for example, have a centering force or a restoring force in a standard position, such as in a position without significant external force acting on the hydropneumatic cylinder. The centering force or restoring force can, for example, center the flotation device 120 relative to the aircraft structure, such as relative to the fuselage 110.

[0069] A force acting on the flotation device 120 in the X direction can be converted into a damped movement of the flotation device 120 relative to the fuselage 110 of the aircraft 700 in the X direction via the damping element 710, in conjunction with the pendulum supports 750 described above. This means that the force acting in the X direction can be damped, and loads acting in the X direction on the aircraft structure can be limited.

[0070] Typically, the damping element 710 is configured so that the damped movement only occurs when a predetermined force is exceeded. This can be achieved, for example, by a suitable selection of the centering force or the restoring force of the damping element 710.

[0071] The Fig. 7A and Fig. The damping described above in Figure 7B can be implemented in typical embodiments for each landing gear leg of a landing gear, such as for a main gear with two landing gear legs and for a nose gear with one landing gear leg. In this embodiment, each landing gear leg has a damping element associated with the landing gear leg for damping in the X direction.

[0072] In other typical embodiments, a load synchronization kinematics is connected to two or more landing gear legs. The load synchronization kinematics is typically configured to distribute the loads substantially evenly among the landing gear legs connected to the synchronization kinematics. A damping element can provide damping in the X direction for the multiple landing gear legs connected to the load synchronization kinematics via the load synchronization kinematics.

[0073] Fig. 8A and Fig. 8B show a cross-sectional view of a schematic arrangement of a damping in the Y-direction (in the direction of the transverse axis), which can be used in another embodiment of an aircraft 800 with a landing gear 130 and a flotation device 120. For damping in the Y-direction, a damping element 810 is aligned substantially in the Y-direction. The damping element 810 can be analogous to the above-described damping element 710 of the Fig. 7A and Fig. 7B.

[0074] In the Fig. 8A and Fig. 8B, only the two landing gear legs of a main landing gear are shown. The floating gear 120 has pendulum supports 750 for each of the two landing gear legs. One end of each pendulum support 750 is connected to the floating gear 120 via a coupling point of the floating gear 120. The other end of each pendulum support 750 is connected to one of the landing gear axles 730 of the main landing gear. The pendulum supports 750 can be configured analogously to the Fig. 7A and Fig. 7B described pendulum supports.

[0075] One end of the damping element 810 is connected to the flotation mechanism 120. The other end of the damping element 810 is connected to a load synchronization kinematics 840. The load synchronization kinematics 840 typically comprises a connecting mechanism between the landing gear legs of the main landing gear, the damping element 810, and the flotation mechanism 120. In particular, the load synchronization kinematics 840 is configured to distribute loads substantially evenly among the landing gear legs connected to the load synchronization kinematics 810. In this embodiment, the load synchronization kinematics 840, for example, allows only one damping element 810 to be used to damp forces in the Y direction for both landing gear legs of the main landing gear.

[0076] In particular, in the Fig. 8A and Fig. In the embodiment described in Figure 8B, the load synchronization kinematics 840 may be provided to dip into the landing gear well of the main landing gear. With a flotation device that clings to the fuselage 110 of the aircraft, this can prevent a potential obstruction of the adjustment movement in the Y direction by the flotation device.

[0077] For the damping in the Y-direction, in the design of the Fig. 8A and Fig. 8B which in the Fig. 8A and Fig. 8B, the nose gear (not shown) may be equipped with a damping element directly connected to the landing gear axis of the nose gear.

[0078] The reference number 870 in the Fig. 8B indicates an offset resulting from a relative movement in the Y direction of the flotation mechanism 120 relative to the fuselage 110 of the aircraft 800. The offset 870 is achieved via the movable connections of the pendulum supports 750 to the flotation mechanism 120, the load synchronization kinematics 810, and the landing gear axes 730. A force acting on the flotation mechanism 120 in the Y direction can be converted into a damped movement of the flotation mechanism 120 relative to the fuselage 110 of the aircraft 800 in the Y direction via the damping element 810, in conjunction with the previously described pendulum supports 750 and the load synchronization kinematics 810. This means that the force acting in the Y direction can be damped, and loads acting in the Y direction on the aircraft structure can be limited.

[0079] The Fig. 7A and Fig. 7B and the Fig. 8A and Fig. The embodiments of damping in the X direction and damping in the Y direction described in FIG. 8B can be combined with each other, so that in a further embodiment damping in both the X direction and the Y direction can be achieved.

[0080] Fig. Figure 4 shows a side view of an aircraft 400 of another embodiment of the present disclosure. The aircraft 400 and the flotation device 120 are, except for the stage 122 of the Fig. 1, analogous to one of the above-described embodiments of the Fig. 1 or the Fig. 2A and Fig. 2B. In addition, the flotation device 120 of the aircraft 400 comprises a lowering element 422. The lowering element 422 replaces the function of the Fig. Level 122 shown in Figure 1.

[0081] For example, the lowering element 422 may be retracted in a flight configuration, thereby substantially flush with the lower boat structure of the flotation device 120. A retracted lowering element 422 may, in particular, improve the aerodynamic profile of the aircraft 400. In a takeoff configuration, the lowering element 422 may be extended or lowered to facilitate the takeoff of the aircraft 400 from the water surface.

[0082] Typically, the lowering element 422 can be lowered and retracted via a suitable actuator, such as a controllable electric motor or a hydraulic or pneumatic actuator. The actuator is typically controllable via an onboard electrical system of the aircraft 400.

[0083] Fig. 5 shows an aircraft 500 according to an embodiment of the present disclosure. The aircraft 500 includes the components of the Fig. 1 above. Furthermore, the flotation device 120 has damping elements. The damping elements typically connect the flotation device 120 to the landing gear of the aircraft. The damping elements are typically configured to transfer loads in the X direction to the landing gear within a permissible range.

[0084] Furthermore, the floating mechanism 120 is connected to the damping elements of the Fig. 5, the device can be moved along the X-axis or longitudinal axis of the aircraft 500. The reference numeral 530 designates Fig. 5 the direction of displacement along the X-axis. The displacement is typically achieved via a suitable device that interacts with the damping elements.

[0085] As in Fig. 5, for example, the floating mechanism 120 can be moved forward, ie beyond the bow. In Fig. In Figure 5, the reference symbol Δx denotes the displacement path. By displacing the flotation device 120 in the X direction via the damping elements, the flotation device can, for example, be displaced relative to the aircraft's center of gravity. This can, for example, optimize the hydrodynamic behavior of the aircraft 500 during takeoff and / or landing.

[0086] Fig. 6A and Fig. 6B show another embodiment of an aircraft 600 according to the present disclosure. In addition to the embodiments described above, the aircraft 600 includes a landing gear 650 incorporated into the flotation gear 120. The landing gear 650 is configured such that the aircraft 600 can land and / or take off with the landing gear 650 extended. In particular, the main landing gear of the landing gear 650 can be integrated into the stubs 220 of the flotation gear 120.

[0087] The landing gear 650 is typically designed as a retractable or retractable landing gear and typically features known extension and retraction systems for retractable or retractable landing gear. When the landing gear 650 is retracted, the main landing gear is housed in the stubs 220 of the floating gear 120. The nose landing gear is housed in the forward section of the floating gear 120. For this purpose, the floating gear 120 or the stubs 220 of the floating gear 120 have corresponding landing gear bays. Typically, the landing gear bays can be sealed watertight when the landing gear is retracted. This sealing is achieved, for example, via watertight, closable flaps.

[0088] With the landing gear 650 retracted, the aircraft 600 can take off and / or land on water. With the landing gear 650 extended, the aircraft 600 can take off and / or land on land, i.e., on a solid ground runway. The aircraft 600 can thus be operated as an amphibious aircraft.

[0089] While the foregoing refers to embodiments of the disclosure, further embodiments may be derived from the present disclosure without departing from the essential scope of protection, which scope is determined by the following claims.

Claims

[1] Aircraft for taking off and landing on water or land with - a hull, - a sprung landing gear to which landing wheels can be mounted for take-off and landing on land; and - a floating device which can be coupled to the landing gear of the aircraft via a connecting device, the floating body being designed in such a way that the hydrostatic buoyancy force of the floating body is greater than the maximum take-off mass of the aircraft, wherein the connecting device comprises a distance adjusting device which is arranged to adjust a distance of at least a portion of the floating mechanism relative to the hull, wherein the spacing device comprises a damping element which is designed to compensate for loads during take-off and / or landing, wherein the damping element is designed such that the floating body is displaceable along the longitudinal axis of the aircraft. [2] Aircraft according to claim 1, wherein the flotation device is arranged to at least partially or at least substantially conform to the fuselage at a minimum distance set by the distance setting direction. [3] Aircraft according to one of the preceding claims, wherein the landing gear and / or the flotation device has a damping system. [4] Aircraft according to one of the preceding claims, wherein an inner side of the flotation device facing the fuselage has a shape substantially complementary to the shape of the fuselage. [5] An aircraft according to any one of the preceding claims, wherein the flotation device has a substantially streamlined shape with a step. [6] Aircraft according to one of the preceding claims, wherein the axles of the landing gear of the aircraft can be coupled to the flotation device via the connecting device. [7] Aircraft according to one of the preceding claims, wherein the distance adjustment device is equipped with so many degrees of freedom that relative movements between the aircraft and the flotation device are possible at least in the directions X and Y. [8] Aircraft according to one of the preceding claims, wherein the landing gear is connected to the flotation device via pendulum struts. [9] Aircraft according to claim 1, wherein the damping element is designed such that the floating body is displaceable along the transverse axis of the aircraft. [10] Aircraft according to one of the preceding claims, wherein the flotation device is equipped with a landing gear for amphibious operation. [11] Aircraft according to one of the preceding claims, wherein the floating mechanism is coupled to the landing gear of the aircraft exclusively via the connecting device. [12] A method of converting an aircraft according to any one of claims 1 to 11 into a seaplane, the method comprising: - coupling a flotation device to the landing gear of the aircraft via a connecting device; and - Adjusting a distance of at least a portion of the flotation device relative to the hull via a distance adjustment device of the connecting device. [13] The method according to claim 12, further comprising adjusting the distance so that the buoyancy device which is at least partially conformable to the fuselage conforms at least partially or at least substantially to the fuselage of the aircraft. [14] Use of an aircraft according to any one of claims 1 to 11 for taking off and landing on water and / or on land.

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