Safe landing system for aircraft on runways

Abstract

The present invention relates to a safe landing system applicable to all airports, aircraft carriers, shipyards, and factories; and suitable for use on ships for cargo transportation, heavy load transportation, and vehicle transport.

Description

[0001] DESCRIPTION

[0002] SAFE LANDING SYSTEM FOR AIRCRAFT ON RUNWAYS FIELD OF THE INVENTION

[0003] The present invention relates to a safe landing system applicable to all airports, aircraft carriers, shipyards, and factories; and suitable for use on ships for cargo transportation, heavy load transportation, and vehicle transport.

[0004] OBJECT OF THE INVENTION

[0005] The present invention offers many important benefits in terms of preventing aircraft accidents and improving air safety. Above all, it saves lives. It prevents potential material damage and losses by ensuring that aircraft land safely on the runway. Furthermore, it prevents the aircraft from exploding, thus preventing damage to other aircraft and airport facilities in the vicinity by preventing aircraft from crashing to the ground.

[0006] The system described in the present invention prevents financial burdens such as compensation payments resulting from plane crashes. It not only prevents material damage to the aircraft but also ensures that the aircraft remain usable by preventing planes from crashing. In addition, it prevents insurance losses resulting from plane crashes.

[0007] The system described in our invention provides a significant sense of security, also from a psychological perspective. It helps people find air travel safer by preventing plane crashes. Furthermore, it eliminates runway damage caused by plane crashes at airports, thus preventing situations such as airport closures or loss of workforce.

[0008] Finally, this system not only provides technical and financial protection but also benefits all stakeholders in the airline industry. It provides passengers, pilots, airlines, insurance companies, and many other stakeholders in the industry with confidence, morale, and reassurance.

[0009] FIGURE LIST

[0010] Figure 1. A view of the infrastructure on which the system described in the invention operates

[0011] Figure2. View of rails with single wheel wells on the runway

[0012] Figures. View of aircraft wheels within a rail.Figured View of aircraft wheels within a rail containing a single wheel well Figure4a. A cross-section showing the seating of a pair of wheels in a single wheel well

[0013] Figure4b. Top view of the system created with a single wheel well Figure4c. Top view of the system created with a single wheel well Figure4c. Front view of the system created with a single wheel well Figure4d. A Detail View

[0014] Figure4e. Wheel structure, front section view.

[0015] Figure4e.1. Wheel structure, rear section view - Brake configuration.

[0016] Figure 4f. View of the iron wheel structure.

[0017] Figure4g. View of a rail system of the iron wheel structure

[0018] Figure4h. Cross-section view of the rail system of iron wheel structure.

[0019] Figure 5a. Side view of the rail system.

[0020] Figure 5b. Side view of the rail system.

[0021] Figures. Bottom view of the rail system.

[0022] Figure?. View of the platform wheel structure

[0023] Figures. View of the platform wheel structure

[0024] Figure9. Detailed view of the wheel

[0025] Figure 10a. View of the structure that makes wheel changes possible on the runway.

[0026] Figure 10b. View of the structure that makes wheel changes possible on the runway.

[0027] Figure 11 a. View of the shock absorber structure on the system

[0028] Figure 11 b. Detailed view of the shock absorber structure.

[0029] Figure 12. Detailed view of the balance arm.

[0030] Figure 13. View of the balance arm on the system

[0031] Figure 14. General view of the system's sub carrier platform.

[0032] Figure 15. View of the platform geometry

[0033] Figure 16. View of the barrier on the platform

[0034] Figure 17. View of the barrier on the platform

[0035] Figure 18. View of the barrier on the platform

[0036] Figure 19. Detailed view of the braking system

[0037] Figure20. View of the braking system on the system’s sub carrier platform Figure21. View of the control unit on the systemFigure22. Control unit Detail A view Figure23. Complete system view

[0038] The corresponding numbers in the figures 00. Runway

[0039] 1. Rail system

[0040] la. Outer rail

[0041] lb. Inner rail

[0042] lc. Wheel well

[0043] ld. Connection rail

[0044] le. Support arm

[0045] lf. Balance plate

[0046] lg. Anchor arms

[0047] lh. Expansion part

[0048] 1 i. Sliding slot

[0049] 1j. Element with head

[0050] 2. Wheel

[0051] 2.1. Solid wheel

[0052] 2.2. Balance arm

[0053] 2.3. Connecting screw

[0054] 2.4. Connecting bar

[0055] 2.5. Bearing

[0056] 2.6. Distance adjustment channel 2.7. Shaft

[0057] 2.8. Iron wheel

[0058] 2.9. Wheel guide

[0059] 3. Lower base

[0060] 4. Wheel arm

[0061] 5. Wheel arm axle

[0062] 6. Shock absorber

[0063] 7. Change pit

[0064] 8. Runway width

[0065] 9. Upper base

[0066] 10. Balance arm11. Fuselage pool

[0067] 12. Hard coating

[0068] 13. Lighting

[0069] 14. Barrier

[0070] 15. Brake pad

[0071] 16. Connecting bolt

[0072] 17. Arm

[0073] 18. Wheel spindle

[0074] 19. Disc brake

[0075] 20. Control Unit

[0076] 21. Sensor and charging panel

[0077] 22. Electrical and Computer Panel

[0078] 23. Battery

[0079] 24. Materials and Assembly Area

[0080] 25. Electric piston

[0081] 26. Stop arm

[0082] DETAILED DESCRIPTION OF THE INVENTION

[0083] The present invention relates to a safe landing system that helps aircraft to land safely in difficult situations such as when the pilot has difficulty landing on the runway (00), when the engine is faulty, when one or all of the wheels are not deployed, when the runway is slippery or unsuitable for landing, in excessively windy conditions, etc.

[0084] The invention essentially consists of a rail system (1) comprising two parallel iron rails, with a movable bed positioned between them that supports the aircraft after a difficult landing and brings it to a stop, thereby enabling aircraft to land safely on the runway.

[0085] The rail system (1 ) is formed by the outer rail (1a) and inner rail (1b) facing each other, as shown in Figure 1, or by using only the outer rail (1a), as shown in Figure 4. Both of these structures make it possible to achieve technical effectiveness. The outer rail (1a) and inner rail (1b) are in a "U" shape. Wheels (2, 2.1, 2.8) are fitted into the wheel wells (1c) located inside these rails (1a, 1b). The objects of these rails (1a, 1b) is to allow the wheels (2) to move freely within the rails (1 a, 1 b), enabling the bed frame to move along a path. Another object is to prevent the system from swerving or veering off course in the event of the bed bouncing or jolting, as the bed will be subjected toexcessive load the moment the aircraft lands on it. The invention includes at least one of the following types of wheels (2): solid wheels (2.1) and iron wheels (2.8).

[0086] For use only in configurations with an outer rail (1a), the following parts are available: balance arm (2.2), connecting screw (2.3), connecting bar (2.4), bearing (2.5), distance adjustment channel (2.6), and shaft (2.7). The balance arms (2.2) are mounted 15-20 cm in front of the iron wheels (2.8). The balance arms (2.2) have bearings (2.5) on the part facing the rail (1a). The sizes of these bearings (2.5) are determined according to the calculations made. The bearing (2.5) is securely fitted inside the balance arm (2.2). It is adjusted close to the outer rail (1a). It prevents the iron wheel (2.8) from touching the rail (1a). Thus the wheel (2.8) does not rub against the rail (1a) and does not get stuck. It allows the mechanism to move more smoothly and easily within the rail system (1).

[0087] In another configuration of the rail system (1) (Figure 4f), there are square or rectangular wheel guides (2.9) of suitable dimensions running along the bottom of the outer rail (1a). The iron wheel (2.8) sits on the wheel guide (2.9). The body of the iron wheel (2.8) has a form that will accommodate the protrusion on the wheel guide (2.9). That is, the iron wheel (2.8) and the wheel guide (2.9) meet each other.

[0088] Connecting rails (1 d) are located at regular intervals under the rails (1a, 1b) (Figure 3). These parts (1 d) are fixed to the bottom of the rails (1a, 1b), ensuring that the rails (1a, 1b) form a single unit. A gap is left at the specified interval for the wheel arm axle (5) to come out from the top of the rails (1 a, 1 b). Another issue is that the rails (1a, 1 b) cover the top of the wheel (2), trapping the wheel (2) within the rails (1 a, 1 b). This situation is specifically designed so that the wheel (2) remains within the rails (1 a, 1 b) during the landing of the aircraft at a certain power and speed, and does not derail for any reason whatsoever.

[0089] The outer rail (1a) and the inner rail (1b) are securely attached to the ground at the edges with sturdy arms. These arms are called support arms (1 e).

[0090] The rails (1a, 1b) are laid fixed to the ground, generally with an expansion part (1 h) of 5 cm every 10 meters. However, as shown in Figure 5b, in order to prevent the balance from being disturbed in the gaps between the rails (1a, 1 b), the bottom balance plate (1f) is placed on the ground by means of anchor arms (1g), ensuring that the expansion is carried out in a balanced manner.

[0091] The rails (1 a, 1 b) can move freely back and forth within the sliding slot (1 i) inside the balance plate (1f) via the element with head (1 j) mounted on the rails. Thus, theexpansion part (1 h) can be adjusted and then fixed by means of the element with head (1 j). The element with head (1 j) is hardware with a bolt-nut working principle and allows tightening and loosening functions.

[0092] The wheel arm axle (5) is fixed to the base (3) with screws, as shown in Figure 9. This ensures that the arm axle (5) can be easily replaced if it wears out due to impacts. However, as shown in Figure 9, the wheel axle is fitted into the wheel hub axle housing. Wheel arms (4) are placed between the outer part of the wheel axle and the base (3) to ensure a long service life and support for the wheel.

[0093] The wheels (2, 2.1 ) need to be removed and replaced due to wear or tear over time. The change of wheels (2, 2.1) is detailed in Figure 10b. On the installed runway (00) of the rail system (1), there are change pits (7) equal to the number of wheels (2, 2.1 ). This pit (7) is positioned in a sequence according to the size of the wheels (2, 2.1 ) and the number of wheels (2, 2.1). At this stage, the wheel to be changed (2, 2.1) is brought over the pit (7) and the removal and installation process is carried out.

[0094] Shock absorbers (6) are located between the lower base (3) and the upper base (9). Shock absorbers (6) flex during hard and sudden landings of aircraft, enabling the aircraft to land smoothly on the runway (00). Shock absorbers (6) ensure that the fuselage of the aircraft fits perfectly into the system described in the invention through this deflection. It also softens the sudden pressure of the load, ensuring that the weight is distributed proportionally to the wheels (2, 2.1) and from there to the ground. Shock absorbers (6) can be of various types such as air, spring, hydraulic. Shock absorbers (6) must be placed on each wheel (2, 2.1) and must be equal in number to the number of wheels (2, 2.1).

[0095] The balance arm (10) is used to fasten the bottom base (3) and the upper base (9) together. Thus, the balance arm (10) can keep the lower base (3) and the upper base (9) in line. This means that it takes on the responsibility of balancing the shock absorbers (6). The balance arm (10) consists of two parts, like the shock absorbers (6), and the thinner part moves up and down by fitting into the thicker part to a certain extent (Figure 12). The bottom base (3) and the upper base (9) are fixed together, and when a load is applied, the upper base (9) cannot move independently from the bottom base (3).

[0096] The bed frame (12) is on the upper part of the rail system (1). The bed frame (12) can be manufactured in various shapes depending on the shape of the aircraft. The bed frame (12) can be made of firm foam and covered with a slippery and durabletarpaulin or as an air-filled mattress. The reason for constructing them as air-filled beds is to ensure smoother landings for aircraft and to prevent damage to the engines located in the wings. Whether made of foam or air-filled beds, both are designed to fit the shape of the aircraft. As shown in Figure 15, the place where the aircraft fuselage comes into contact with the bed frame (12) is a depression and is called the fuselage pool (11). The reason for this is to ensure that the aircraft fuselage fits perfectly into the bed that is the subject of the invention. The length of the bed frame (12) is planned to be either according to the desired project or twice the size of the longest aircraft. This is because the landing area needs to be as large as possible for pilots to perform a safer landing. The width of the bed frame (12) must be equal to the width of the runway to be built or according to the desired project.

[0097] Lighting (13) is used to illuminate the area around the runway (00) which includes the rail system (1). It is located on the outside of the bed frame (12) (Figure 15). The purpose of the lighting (13) is to make it easier for pilots to land at night or when visibility is insufficient, or to make their landings easier. The lighting (13) is powered by the battery (23) located inside the bed frame (12).

[0098] The barrier (14) is located at the very front of the bed frame (12). It is made of a flexible and durable material. The arms where the barrier (14) is located can be controlled by a control unit (20) within the system. The barrier (14) operates with an electric piston (25) and includes a stop arm (26) for manual control in case of danger. The electric piston (25) is activated by the control unit (20) after the information that the system is moving is received via the sensor (21). The electric piston (25) moves forward or backward depending on the signal it receives from the control unit (20), causing the barrier (14) to open or close. The piston (25) converts electrical energy into mechanical motion, enabling the barrier (14) to be brought to the desired position by means of the screw shaft mechanism or linear actuator system therein. The barrier (14) is securely fastened between the connecting arms to which it is attached (Figure 16). The barrier arms are also made of steel. When the aircraft lands on the bed frame (12), the system will slide for a while on the runway (00) surface and will rest its nose directly against the opposite barrier (14). The nose of the rapidly descending aircraft gets caught on the barrier (14), exhibiting a rapid force and thus activating the invention which includes the rail system (1). The height of the holding barrier (14) is equal to the height of the aircraft. Thus the nose of the aircraft fits comfortably into the barrier (14). The arms where the barrier (14) is located can be controlled by a control unit (20) withinthe system. With this control unit (20), the arms can be automatically raised or folded down. The control unit (20) contains a microprocessor and software that controls the entire invention structure, including the rail system (1 ). With the microprocessor control unit (20) containing the mentioned software, operations such as lighting (13), battery (23) charge status, braking system, brake failures, whether the sensors are working, sensor distance adjustment, barrier (14) opening and closing, and barrier (14) piston failure check are performed.

[0099] Brakes are used to stop the moving bed system on the rail system (1). The aircraft is landing on the rail system (1 ) with great speed and power. Since said system will move rapidly on the rail system (1) with the power provided by the aircraft, the system must stop after a certain time. In this situation, the braking system engages, ensuring the movable bed comes to a safe stop. The brakes operate with the help of a sensor (21 ). One of the sensors (21 ) is mounted fixed to the edge of the runway (00). The other sensor receiver is mounted on the rail system (1). Sensors (21) can see each other up to a set distance (e.g. 250 - 300 meters). When the sensors (21) go outside the range, the brake grippers are automatically engaged by the control unit (20) and start to squeeze the brake disc. The moving bed starts to stop after a short while. The braking system can be engaged in two ways. Firstly, this occurs through sensors that can see each other, as described above. In the second method, the sensors are deactivated, and braking can be manually controlled via any control device that can have software installed, such as a tablet or computer. The goal of this is to prevent accidents that might occur due to a problem in sensor interaction, as mentioned in the first method. The braking signal generated by the control device is transmitted to the system's control unit (20), enabling the brakes to be engaged.

[0100] Whether the brakes are working or the condition of the brake pads is checked by the control unit. Brake pads (15) operate with the electrical energy supplied to these parts. The brake pads (15) must compress the disc brake (19). In this way, it performs its braking function. Whether the brake pads (15) are working or not is transmitted via cables to a system control program in the control unit (20). A separate tracking cable has been run to each brake pad (15). Through the mentioned program, the braking system is controlled by giving commands via the control unit (20) for the operation of the brake pads (15). If there is a brake pad (15) that does not compress the disc brake (19), the indicator corresponding to the brake pad (15) appears on the control unit (20) and the control is confirmed. Each wheel's brake mechanism has an electrical cable.These cables are also connected to the bell motor. If the bell motor is faulty, it does not accept electrical energy and the information that that line is faulty appears on the control unit (20). For each brake mechanism, there is a corresponding numbering in the software within the control unit (20). The faulty mechanism is identified, and the number matching that mechanism appears on the screen. In this way, the brake mechanism corresponding to the faulty part is checked, and the brake malfunction is rectified.

[0101] The electrical and computer panel (22) included in the system is a switched, lockable panel and is a box containing a computer, electrical fuses, cables and electrical circuits.

[0102] Material and assembly area (24); is a special area where materials such as batteries, cables, and power supplies are placed.

Claims

CLAIMS1. Safe landing system for aircraft on runways (00), characterized by comprising;- a rail system (1) formed by an outer rail (1a) piece in the shape of “U” that runs parallel to each other,- A wheel well (1 c) on the inside of the outer rail (1a)- At least one wheel (2, 2.8) moving inside the wheel well (1c),- Bed frame (12) containing the hollow-shaped fuselage pool (11) where the aircraft body fits,- Lighting (13) are located on the outside of the bed frame (12),- Battery (23),- A barrier (14) at the very front of the bed frame (12),- Braking mechanism consists of brake pads (15), arm (17) and disc brakes (19) on wheels (2, 2.1, 2.8),- Sensor (21) which enables the braking mechanism to be engaged, one of which is fixed at the edge of the runway (00) and the other is on the rail system (1),- Control unit (20) configured to perform the following operations: lighting (13), battery (23) charge status, braking system, brake failures, sensor operation, sensor distance adjustment, barrier (14) opening / closing, barrier (14) piston failure check.

2. Rail system (1) according to claim 1, characterized by comprising rail system (1 ) having an inner rail (1 b) piece in the shape of a "U".

3. Safe landing system for aircraft according to claim 2, characterized by comprising a support arm (1 e) which ensures that the outer rail (1a) and the inner rail (1b) are fixed to the ground at the edges by means of the expansion part (1 h) which can be adjusted by means of the element with head (1 j), balance plate (1f), sliding slot (1 i) inside the balance plate (1f), anchor arms (1g), base (3), solid wheel (2.1) mounted on the base, wheel arm (4), wheel arm axle (5), upper base (9), shock absorbers (6) for each wheel (2.1 ) to be located between the bottom base (3) and the upper base (9).

4. Safe landing system for aircraft according to claim 1, characterized by comprising balance arm (2.2), connecting screw (2.3), connecting bar (2.4),bearing (2.5) on the part facing the rail (1a) that prevents the wheel (2.8) from touching the rail (1a), distance adjustment channel (2.6), shaft (2.7).

5. Safe landing system for aircraft according to claim 1, characterized by comprising a square or rectangular wheel guide (2.9) running along the bottom of the outer rail (1a), an iron wheel (2.8) that sits on the wheel guide (2.9) and has a form on its body to match the protrusion on the wheel guide (2.9).

6. Safe landing system for aircraft according to claim 3, characterized by comprising connecting rails (1d) at regular intervals under the rails (1a, 1b).

7. Safe landing system for aircraft according to claim 3, characterized by comprising a gap in the specified space for the wheel arm axle (5) to come out on the upper part of the rails (1 a, 1 b).

8. Safe landing system for aircraft according to claim 3, characterized by comprising a balance arm (10) consisting of two parts — a thin section and a thick section — designed to secure the lower base (3) and the upper base (9) to each other, with the thin section sliding a certain distance into the thick section to allow for vertical movement.

9. Rail system (1) according to claim 1, characterized by comprising a control device that enables the user to manually engage the braking system and can generate a signal to the system's control unit (20) to activate the brakes.

10. Rail system (1) according to claim 1, characterized by comprising a program which is configured to connect a separate tracking cable and an electrical cable to the brake pad (15) on each wheel so that the brakes can be controlled by the control unit (20), to detect the drum motors connected to the electrical cables and whether these drum motors are receiving electricity, and to measure and give a warning within the control unit (20) so that the faulty and working drums can be detected.

11. Rail system (1 ) according to claim 1 , characterized by comprising an electrical and computer panel (22) and material and assembly area (24).

12. Rail system (1 ) according to claim 1 , characterized by comprising a barrier (14) containing electric piston (25) and stop arm (26)

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