BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a top plan view of the counter hijacking system for an airliner of the present invention illustrating the primary components of the system disposed throughout the fuselage of the airliner and which include the alarm, the valve switch, the flow control valve, the receivers electrically interconnected to the alarm and the supplies of oxygen and disabling gas;
FIG. 2 is a sectioned elevational view of the counter hijacking system for an airliner of the present invention illustrating the disposition of several receivers at 15-foot intervals along the passenger compartment and beneath the overhead storage compartments;
FIG. 3 is a schematic view of the counter hijacking system for an airliner of the present invention illustrating the electrical interconnection and signal transmissions from the transmitter to the nearest receiver and thence to the cockpit alarm;
FIG. 4 is a schematic plan view of the counter hijacking system for an airliner of the present invention illustrating the introduction of the knockout agent into the oxygen supply line for dispersal within the passenger compartment of the airliner;
FIG. 5 is a sectioned plan view of the counter hijacking system for an airliner of the present invention illustrating the oxygen supply for the cockpit of the airliner;
FIG. 6 is a schematic view of the counter hijacking system for an airliner of the present invention illustrating the sequence of steps for the introduction of the knockout gas into the passenger compartment of the airliner;
FIG. 7 is a top plan view of the counter hijacking system for an airliner of the present invention illustrating the extension of the oxygen lines throughout the fuselage of the airliner;
FIG. 8 is an elevational view of the counter hijacking system for an airliner of the present invention illustrating the container for the counter agent that is administered to counteract the effects of the knockout agent;
FIG. 9 is an elevational view of the counter hijacking system for an airliner of the present invention illustrating a representative stun gun that can be used as a backup for the knockout agent; and
FIG. 10 is a perspective view of the counter hijacking system for an airliner of the present invention illustrating representative restraints that can be used to secure the hijackers or terrorists after the knockout gas has immobilized them.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Illustrated in FIGS. 1-10 is a counter hijacking system 10 for an airliner that provides a simple, effective and non-lethal method of thwarting and preventing incidents in airliners that could injure or kill the flight crew members or the passengers, or, in a worst case scenario, bring down the airliner. The dangerous situations could be caused by drunken, unruly, boisterous passengers or by hijackers and terrorists seeking to cause maximum destruction and death. The counter hijacking system 10 of the present invention is designed to by a safe and non-lethal means of saving the lives of the crewmembers and passengers while incapacitating the targeted individuals enabling the airliner to safely land for turning the targeted individuals over to the proper authorities.
Thus, a representative airliner 12 is illustrated in FIGS. 1, 2, 5 and 6, and includes a fuselage 14, a pair of wings 16 each of which includes at least one engine 18, a horizontal stabilizer 20 and opposed vertical stabilizers 22. In addition, a cockpit area 24 that is separated from a passenger compartment 26 by a bulkhead 28 further defines the fuselage 14. The interior of the passenger compartment 26 includes rows of seats 32 on either side of an aisle with each row of seats 32 including a window 34 with a pull down shutter 36 and an overhead storage compartment 38 located above the respective rows of seats 32 and mounted to each interior sidewall 40 of the fuselage 30. The airliner 12 also includes oxygen supply lines 42 that extend throughout the cockpit 24 and the passenger compartment 26 for distributing and discharging fresh air through overhead ducts 44 located above each row of seats 32. The portion of the oxygen supply lines 42 that extend into the cockpit area 24 are separated from the portion of the oxygen supply lines 42 extending throughout the passenger compartment 26 by standard shields or baffles (not shown). The passenger compartment 26 has its own passenger oxygen supply or source 46 and the cockpit 24 has a cockpit oxygen supply or source 48 with the cockpit oxygen supply 48 for providing oxygen to the cockpit area 24 but being separate from the passenger compartment oxygen supply 46 for safety reasons hereinafter further explained.
As shown in FIGS. 1, 2 and 7, extending throughout the cockpit area 24 and the passenger compartment 26 is an electrical system consisting of interconnected electrical wires 50. The electrical system is connected (hardwired) to the instrument control panel 52 located within the cockpit area 24. Spaced along both interior sidewalls 40 of the passenger compartment 26, and preferably concealed behind the respective sidewalls 40, is a plurality of receivers 54 that are interconnected to each other by the electrical wires 50 of the electrical system. As specifically shown in FIG. 1, the receivers 54 are spaced 15 feet apart from each other along the length of the passenger compartment 26 and are electrically interconnected (hardwired) to an alarm 56 located within the cockpit 24. Each flight attendant will carry a portable transmitter 58 having at least a 30-foot transmission range, and the transmitters 58 will function similar to a standard key fob used for opening a vehicle door. Because of the 15-foot spacing of the receivers 54, the transmitters 58 carried by all the flight attendants will be within the range of at least two receivers 54 no matter where the flight attendants are standing or situated within the passenger compartment 26.
As shown in FIGS. 1, 2, 4 and 7, the system 10 also includes a source or supply 60 for holding or containing therein an amount or volume of incapacitating knockout gas 62 with the source or supply 60 interconnected to and in flow communication with the oxygen supply lines 42 that extend through the passenger or cabin compartment 26. The knockout gas supply 60 can be a canister or container located within the fuselage and which is in flow communication with the oxygen supply lines 42 that extend throughout the passenger compartment 26. At the appropriate time the knockout gas 62 is released from the supply 60 for entrainment with the cabin oxygen 64 and conveyance through the oxygen lines 42 for introduction into the passenger compartment 26 in order to render unconscious and effectively incapacitate for a predetermined time period the threatening party or parties. The introduction of the knockout gas 62 also incapacitates the flight attendants and the passengers, but as will be hereinafter further explained, the counter hijacking system 10 provides a remedy to revive the flight attendants and, if need be, the passengers. Otherwise, the passengers revive on their own as the effects of the knockout gas 62 wear off.
FIGS. 1 and 6 illustrate the elements that control the delivery of the knockout gas 62 from the knockout gas source 60 to the oxygen supply lines 42 and thence into the passenger compartment 26 intermixed with the normal cabin oxygen 64. Specifically, a valve switch 66, such as a toggle switch, is located within the cockpit 24 and is electrically connected to a flow control valve 68 that is disposed in the oxygen supply line 42. The opening and closing of the flow control valve 68 controls the discharge and flow of the knockout gas 62 into the oxygen lines 42, and prevents the introduction of the knockout gas 62 into the oxygen supply lines 42 during normal flight conditions.
In operation, the flight attendants would each be carrying one transmitter 58, and upon the first sign of a dangerous situation or condition, at least one flight attendant would press his or her transmitter 58 that would instantly send an alarm or danger signal to the nearest receiver 54. The activated receiver 54 would in turn transmit a signal to the alarm 56 in the cockpit 24, and the alarm 56 would audibly or visually activate thereby informing the pilot and copilot that a dangerous situation is occurring in the passenger compartment 26. The pilot would then immediately engage the toggle switch 66, and the toggle switch 66 would electrically actuate the opening of the flow control valve 68 thereby allowing the rapid discharge and introduction of the knockout gas 62 into the passenger compartment 26. As shown in FIG. 4, the knockout gas 62 is entrained and intermixes with the cabin oxygen 64, and both are quickly conveyed through the oxygen lines 42 for discharge through the ducts 44 and introduction into the passenger compartment 26. As was previously noted, the cockpit 24 is separated from the passenger compartment 26 by the bulkhead 28, and the cockpit area 24 has its own cockpit oxygen supply 48 so that the individuals within the cockpit 24 (pilot, copilot, and navigator/engineer) remain unaffected by the introduction of the knockout gas 62 through the air ducts 44 and into the passenger compartment 26.
The knockout gas 62 quickly takes effect after introduction and permeation throughout the passenger compartment 26 thereby rendering unconscious the passengers, flight attendants, and the targeted disruptive and dangerous individuals. After the elapse of a predetermined time period the copilot and navigator enters the passenger compartment 26 and administers a counter agent to the flight attendants in order to revive the flight attendants. The counter agent can be contained in an ampoule or vial 70 as shown in FIG. 8. After regaining consciousness, the flight attendants can then quickly point out the individuals that need restrained, and using, for example, nylon restraints 72 as shown in FIG. 9, as well as a stun gun 74 as shown in FIG. 10 for backup, the individuals are restrained and subdued for the remainder of the flight. When the airliner 12 lands the restrained and subdued individuals can then be handed over to the appropriate law enforcement officials.
Although a preferred embodiment of the invention has been shown and described it will be apparent to those skilled in the art that numerous modifications, alterations and variations are possible and practicable while remaining within the spirit of the invention and the scope of the appended claims.
Patent Application
20080001032
