Aircrafts may be fitted with (or may carry) various types of sensors for obtaining images, detecting chemicals, and the like. For example, sensing equipment can provide infrared and photographic images with geospatial, chemical, and radiological information. The sensing equipment can use multiple sensors. Example sensors include infrared line scanners, high speed infrared spectrometers, gamma-ray spectrometers, and digital aerial cameras, among others.
The information from the sensors can be used for a number of purposes, such as emergency response, security, environmental surveys, climate monitoring, etc. For instance, the information from the sensing equipment can assess the extent and severity of damage to critical infrastructure during emergencies.
In many cases, the sensors and other instruments are exposed on the bottom of the aircraft to enable the sensing to be directed toward the ground. It may even be necessary to have a window or opening formed in the bottom of the aircraft's fuselage so the sensing equipment can be housed inside the aircraft. Depending on the type of aircraft used, obstructions or interference by aspects of the aircraft can disrupt or alter the sensing capabilities of the sensing equipment. For example, many types of aircraft have exhaust from a front turboprop engine that is directed under the aircraft's fuselage. In these situations, the exhaust can interfere with the sensing capabilities. Other aircraft, such as a twin engine aircraft like an Aero Commander 680 FL/G Platform, may not suffer from these disadvantages.
The subject matter of the present disclosure is directed to overcoming, or at least reducing the effects of, one or more of the problems set forth above.
An exhaust arrangement is used for an aircraft having sensing equipment and a front prop engine. An exhaust extension mounts on the underside of the aircraft along an edge of the fuselage to directed exhaust from the engine's exhaust pipes to a point to or past the sensing equipment typically exposed at the mid-section of the aircraft. For the extension, an inlet mounts adjacent the exhaust pipe of the engine and defines a funnel or conical orifice not directly affixed to the exhaust pipe. One or more conductors for the extension then extend from the inlet to convey the exhaust to an outlet of the extension. Preferably, multiple conductors can be used with an expansion joint provided between them. The outlet preferably diverts exhaust away from the tail end of the aircraft. To mount the extension to the aircraft, several arrangements of supports including rods, lugs, angles, and the like hold the extension in vertical, lateral, and axial directions to the aircraft.
In one embodiment, an exhaust apparatus for the aircraft includes an inlet, at least one tubular extension, and a plurality of supports. The inlet has a mouth communicating with the engine exhaust, and the mouth defines an intake area larger than the outlet area of the exhaust. The at least one tubular extension has first and second ends and is mountable at a plurality of support locations to the fuselage. The first end is connected in communication to the inlet so that the first end receives exhaust output from the engine exhaust along with intake air from the mouth. The second end extends beyond the location of the sensor;
For the supports, a first support can be disposed at a first of the support locations on the at least one tubular, and the first support can have first, second, and third arms. The first arm pivotally connects between the fuselage and the at least one tubular and supports the same along a first axis. The second arm pivotally connects between the fuselage and the at least one tubular and supports the same along a second axis perpendicular to the first axis. The third arm pivotally connects between the fuselage and the at least one tubular and supports the same in one direction along a third axis perpendicular to the first and second axes.
A second support can be disposed at a second of the support locations on the at least one tubular in a comparable arrangement as the first support. The third arm of the second support can pivotally connected between the fuselage and the at least one tubular and support the same in an opposite direction along the third axis.
As is typical, the aircraft 10 has a fuselage 12 with an underside 14. A prop engine 16 is mounted at the nose of the aircraft 10, and the exhaust pipe 18 branches from the engine 16 to direct exhaust to the underside 14 of the aircraft 10. Being used for reconnaissance, imaging, detection, and the like, the aircraft 10 has sensing equipment 20, which can be stored, mounted, housed, etc. in or on the aircraft 10. Because the aircraft 10 will fly over an area to perform its sensing, the underside 14 may include a door 15, window, or the like so the sensing equipment 20 can be directed out of the aircraft 10 to the ground.
In the current example, the exhaust arrangement 50 is shown used on a Cessna 208B Caravan aircraft 10, although any comparable aircraft can benefit from the disclosed arrangement 50. For instance, other aircraft that can be used with sensing equipment and can benefit from the disclosed exhaust arrangement 50, include, but are not limited to, those having a single prop engine at the nose of the aircraft. Also in the current example, the exhaust arrangement 50 is shown redirecting the exhaust airflow from a Pratt & Whitney PT6 turboprop engine 16 to the aft section of the aircraft 10, although other types of engines can benefit from the disclosed arrangement 50. Finally, the typical exhaust pipe 18 from the engine 16 provided on an aircraft may have its own particular shape and design. Sometime, exhaust pipes have outlets that curve or flare away from the aircraft, or they may have other eccentricities designed into them. With that said, it may be necessary to alter the shape of the exhaust pipe 18, for example, by simplifying its termination. As but one example, the termination of the exhaust 18 in the current example may be stunted, and as further shown in
The exhaust arrangement 50 conducts the exhaust from the engine 16 away from the sensing equipment 20 so that the heat, particles, and the like from the exhaust do not interfere, disrupt, or alter the sensing capabilities of the carried sensing equipment 20. As depicted here, only one side of the aircraft 10 has the exhaust arrangement 50 because the particular aircraft 10 only has one exhaust pipe 18. However, it is understood that the other side of the aircraft 10 may have a comparable exhaust arrangement 50 leading from another exhaust pipe 18, if present.
The exhaust arrangement 50 has an exhaust extension 51, which can have several components or pieces 52, 54, 56, and 58. In particular, the extension 51 includes an inlet 52 in line with the exhaust pipe 18 from the engine 16. One or more conductors 54 and 56 extend from the inlet 52 to conduct the exhaust along the underside 14 of the aircraft 10, typically at the fuselage's outer edge so that the underside 14 remains relatively unobstructed. The exhaust extension 51 then ends at an outlet 58, which can preferably be at least at or after the location of the sensing equipment 20.
The exhaust arrangement 50 also has arrangements 100a-d of supports that affix and hold the components 52, 54, 56, and 58 to the aircraft's fuselage 12. Further details of these support arrangements 100a-d as well as the exhaust components 52, 54, 56, and 58 are discussed later.
The exhaust arrangement 50 allows for the collection of scientific and imaging data that is not distorted by heat and hydrocarbons coming from the engine's exhaust. The data may be collected and processed by an array of sensors in the equipment 20 installed inside the aircraft 10. The equipment 20 may be exposed in an access opening 15 located along and aft of the aircraft's centerline. For the example Cessna aircraft, the access opening 15 may extend be about a 20-in. wide by 30-in. long in the underside 14 of the aircraft 10.
The exhaust arrangement 50 may also reduce the effects of exhaust soot accumulation and heat damage to the aircraft 10. Further, as an added safety benefit, the exhaust arrangement 50 can allow the copilot to exit the aircraft 10 with the engine 16 running without being subjected super-heated exhaust.
Because the exhaust arrangement 50 extends from the engine 16, it should not significantly alter the performance of the engine 16. To prevent producing backpressure on the engine 16 at its exhaust, the inlet 52 has an open front design. In particular,
Because the exhaust arrangement 50 mounts to the aircraft 10, it should also not significantly alter the performance of the aircraft 10. Indeed, fight testing has determined there is no significantly measurable difference in the aircraft's flight performance with the exhaust arrangement 50 installed. This is due at least in part to the construction of the exhaust arrangement 50 and the support arrangements 100a-d used, which will now be described in more detail below.
The second conductor 56 is similarly configured as the first conductor 54 and includes a tube 70b, seam 72, reinforcement members 74, etc. At its end, the second conductor 56 has the outlet 58, which can be a slanted opening 76 (e.g., elliptical cross-section of the tube's cylindrical shape). As best shown in
As shown in
Having an understanding of the extension 51, discussion now turns to the various support arrangements 100a-d used to support the extension 51 to the aircraft 10. Returning briefly to
Because the extension 51 mounts to the aircraft 10 with the supports 100a-d, the arrangement 50 will be subject to the stresses and conditions encountered during flight. Therefore, the support arrangements 100a-d used to mount and hold the extension 51 to the aircraft 100 need to accommodate these conditions. For example, the support arrangements 100a-d and the extension 51 need to have some built in flexibility to compensate for vibrations, turbulence, and movement during flight. Additionally, any attachment to the aircraft's fuselage 12 should not overly stress the fuselage's skin or hull so that the supports 100a-d preferably distribute stresses and loads appropriately.
Because the aircraft 10 may be outfitted with just one such exhaust arrangement 50 on one side of the aircraft 10, it should not be overly cumbersome or heavy. The arrangement 50 should have a low profile and not overly produce drag or significantly alter the stall characteristics of the aircraft 10. As will be appreciated, these and other considerations need to be considered.
Each of these supports 100a-d use arrangements of rods 102, 132 and 134; lugs 104, 106, and 108; angles 110 and 120; and doublers 111. The lugs 104 and 106 are affixed between pairs of angles 110 and 120, as the case may be, using bolts, and the rods 102, 132, and 134 affix to tabs on the lugs 104, 106, and 108 using bolts and clevises 103. The tabs on the lugs 104 and 106 can be bent or angled as needed to direct the rods 102, 132, and 134. The angles 110 affix to the aircraft 10 preferably using rivets or the like, and the other angles 120 can affix to the extension 51 using bolts. The doublers 110 can also affix to the aircraft 10 using rivets. As will be appreciated, other forms of fastening can be used, and the particular shapes, sizes, and configurations of these various components may differ depending on the implementation. Therefore, what follows is meant to be an illustrative example.
As shown in
The ends of the rod 102 couple to the lugs 104, 106 with clevises 103. (
As shown in
As further shown in
The second support 100b (
These components of lugs, angles, doublers, and the like can have shapes and configurations that depend on the location of these components on the aircraft 10 and the extension 51. As some example,
Between the second and third supports 100b-c and the expansion joint 55 of the extension 51, the support arrangement includes an intermediate support, which is shown particularly in
As can be seen, the various rods 102, 132, and 134 with clevises 103 work together to provide vertical, lateral, and axial support of the extension 51 to the aircraft 10 and provide for some adjustment, play, shifting, or the like as they distribute load and accommodate vibrations, turbulence, etc.
The foregoing description of preferred and other embodiments is not intended to limit or restrict the scope or applicability of the inventive concepts conceived of by the Applicants. It will be appreciated with the benefit of the present disclosure that features described above in accordance with any embodiment or aspect of the disclosed subject matter can be utilized, either alone or in combination, with any other described feature, in any other embodiment or aspect of the disclosed subject matter.
In exchange for disclosing the inventive concepts contained herein, the Applicants desire all patent rights afforded by the appended claims. Therefore, it is intended that the appended claims include all modifications and alterations to the full extent that they come within the scope of the following claims or the equivalents thereof.
This is a continuation of U.S. application Ser. No. 14/826,957 filed 14 Aug. 2015, which claims the benefit of U.S. Prov. Appl. 62/037,381, filed 14 Aug. 2014, which are both incorporated herein by reference.
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Number | Date | Country | |
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20180354640 A1 | Dec 2018 | US |
Number | Date | Country | |
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62037381 | Aug 2014 | US |
Number | Date | Country | |
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Parent | 14826957 | Aug 2015 | US |
Child | 16113893 | US |