GB2281269A - Transportable aircraft safety training device. - Google Patents

Abstract

A transportable safety training apparatus 10 comprises a reinforced shell simulating an aircraft body and fitted at least with doors (19, Fig 5A) and internal seating in positions appropriate to that body, the shell having legs (23, 24), which may be adjustable, for supporting it on the ground in various different attitudes (Figs. 6A to 6E) and lifting points 22a, 22b for connection to means for lifting it either to change its attitude or onto a transporter. The interior of the shell may be provided with fittings (eg bulkheads, instrument panels etc) resembling an actual aircraft, together with systems simulating smoke and fuel leaks. <IMAGE>

Description

TRANSPORTABLE SAFETY TRAINING APPARATUS The present invention relates safety training apparatus especially for training in aircraft safety procedures, more specifically for training in safety procedures following accidents. The invention is particularly but not exclusively concerned with apparatus simulating a helicopter fuselage.

It is known to provide simulated aircraft to enable flight crews and others who travel regularly in aircraft to be trained in routine procedures and safety procedures such as rapid escape from an aircraft following an accident as well as for ground crews and those involved in safety operations on the ground to be trained in rescue and fire-fighting. Such procedures do not involve flight training and do not therefore require the provision of a fully-equipped, operational aircraft but necessitate the provision of a mock-up of an aircraft fuselage which enables conditions following an accident to be simulated.

At present such aircraft simulators are provided at rescue and safety training centres in the form of static bodies and necessitate personnel who require training to travel to the centres, which can be expensive both in terms of time and money and can be inconvenient.

Moreover, the fact that such simulators are static poses severe limitations on their usefulness since they are usually fixed in the normal, upright condition of an aircraft on the ground whereas, in a crash or emergency situation, an aircraft frequently adopts a different attitude which poses entirely different problems to the personnel involved, whether in the aircraft itself or on the ground. In addition, with particular regard to helicopters, these frequently operate from landing sites in remote and/or awkward situations, such as oil rig platforms, which pose their own peculiar difficulties in emergencies. These are often individual to the particular location concerned and cannot readily be simulated at a training centre, if at all.

The object of the present invention is to provide an improved aircraft simulator for use in training in safety procedures.

Accordingly, the present invention provides a transportable safety training apparatus comprising a reinforced shell simulating an aircraft body and fitted at least with doors and internal seating in positions appropriate to that body, the shell having a support structure for supporting it on the ground in at least two different attitudes and the simulator having at least one lifting point for connection to means for lifting it, the reinforced shell having sufficient strength and rigidity to retain its shape when supported by the support structure in the different attitudes and when lifted by the at least one lifting point.

The shell preferably also has other escape exits appropriate to an aircraft simulated.

It will be appreciated that there is a very wide range of aircraft in current use and the simulator apparatus of the invention may be designed to copy a specific model of aircraft or, in particular a helicopter model, or it may be designed with generic features common to a range of aircraft preferably of similar size and type. Obviously a specific copy will provide better practice for personnel who fly, or are involved with, that one craft but, since this is rarely the case and it is impractical to consider building simulators of every type of aircraft in use, more general models will be of more practical service to the majority of trainees. Different simulators may, of course, be provided for simulating different groups of aircraft.

The major advantage of the simulator of the present invention over prior art simulators is that it is movable, not only from one location to another so that it may be transported to the personnel to be trained rather than-vice versa, but also in that it can be supported in at least two different attitudes, or orientations, to the ground to simulate different attitudes adopted by aircraft in emergencies. The fact that the simulator is movable also enables it to be transported to difficult sites, such as oil rigs, to enable personnel to gain the experience they need to cope with accidents at that site.

The simulator of the invention includes a support structure for supporting it in the different attitudes.

This may, for example, comprise especially adapted legs attached to the reinforced shell or a cradle in which the shell rests. The shell may be releasably fitted into such a cradle or substantially permanently fixed to it.

In either case it may be connected to the shell through sliding or articulated connections which enable its attitude within the cradle to be altered, the shell being lockable in a desired attitude selected for a training exercise. Preferably the connections are through universal joints.

The attitude of the shell within a cradle is preferably changed by power-assisted means. The lifting point or points of a cradle-supported shell may be located on the shell and/or on the cradle to enable the simulator to be transported from one location to another.

In currently preferred embodiments of the invention the shell is, however, supported not in a cradle but on legs.

Such legs may be attached at or adjacent the simulator base for supporting it in the normal upright attitude of an aircraft on the ground. These legs may be adjustable so that the simulator can be tilted to adopt a range of different inclinations to this normal upright attitude but alternatively or in addition the simulator may have legs for supporting it on its side.

If a simulator may be tilted by changes in the lengths and/or orientations and/or inclinations of its base legs, all the legs are preferably adjustable although this is not absolutely essential. The adjustability may be achieved by providing legs which are themselves extensible, for example telescopically, or by changes in the relative inclinations of articulated portions, or by providing legs which are releasable from the simulator and interchangeable with other legs, or by the provision of extension members which can be fitted into or to the ends of the legs. Any changes in the lengths and/or articulations of adjustable legs may be power-assisted, for example hydraulically, or may be effected manually, particularly if the weight of the simulator is supported through the lifting point or points during the change.

Whatever their mode of extension, the simulator legs are preferably articulated to the simulator shell and/or include at least one articulated joint in order to enable them to adopt different inclinations to the shell and to the ground on which they rest to support the shell stably in the required different attitudes. The or an articulation may be provided between the leg proper and a foot member. Furthermore, although it is preferred to support the simulator on four legs, effectively one at each corner of the shell, the simulator may be equipped with any number of legs from three upwards to provide the desired stability in use.

It will be appreciated that there is a limit to the degree of tilt that can be given to a body which is supported on legs at its base but, in reality, an aircraft may crash and fall over onto its side rather than resting on its base at all. The simulator of the present invention therefore preferably, as indicated above, includes legs which can support it on its side as well as, or instead of, legs for supporting it on its base. For this purpose it is convenient for legs provided at the base of the simulator to project outwardly as well as downwardly from the base region and for at least one additional leg to be provided at or adjacent the top of the simulator projecting laterally therefrom. The upper leg or legs may then be used in cooperation with the laterally projecting legs at the base to support the simulator on its side. The upper leg or legs may also be adjustable in length and/or orientation to enable the simulator to adopt various degrees of tilt even on its side.

In order to enable the attitude of a simulator supported on legs to be modified whether by simple tilting or from an upright attitude to an attitude in which it rests on its side, the lifting point or preferably points of the simulator are preferably used. Lifting points are preferably components attached to, or forming part of, a reinforcing framework of the simulator shell, the points and the framework being sufficiently strong and rigid to enable the simulator to be lifted by lifting gear without the framework undergoing substantial or permanent distortion. The lifting points are conveniently eyes which can be engaged by hooks of lifting hoists or cranes but may be of any other form convenient for lifting means available at any specific location at which the simulator is to be used.

In addition to the lifting points and legs, the simulator shell is equipped with at least the doors and seating appropriate to an aircraft it is to simulate. Although, in general, the doors should be substantially like those used in an actual aircraft, they may be reinforced or provided with additional protection for example in the form of covers or shutters at least for their windows to protect them both during transport and in certain training exercises. In particular, protective covers, bars or frames may be used in exercises in which the simulator body is laid on its side when the door or windows on the underside of the body, if unprotected, might be damaged by objects on the ground or by objects or persons within the simulator shell itself.For this reason, protective members are preferably provided both on the outside and on the inside of the shell, all such covers being removable when not required. It will also be appreciated that the simulator will preferably be fitted with windows and these may be protected in a manner similar to the doors.

The seating of the simulator should include seating for the pilot and crew members of the aircraft and, in addition, passenger seating as appropriate. Such seating may be removable or movable to different locations within the shell in order to enable different possible seating arrangements to be provided. The seating is preferably equipped with seat belts and reclining mechanisms or other adjustable features if appropriate to the aircraft simulated. In use of the simulator, the seating may be occupied by live personnel being trained in escape procedures or by dummies for the training of ground personnel in rescue procedures.

In addition to doors and seating it is also preferable to provide other features of an aircraft which affect the space available on the flight deck and within the passenger compartment and which might hamper or obstruct the movements of personnel involved in an emergency.

Thus, for example, the interior of the simulator shell may be fitted out with all the partitioning found in an aircraft, including luggage and fuel compartments, the pilot instrument panel, toilet cubicles if appropriate, etc but these need not necessarily be fitted with the appropriate equipment. Thus the instrument panel may, for example, comprise simply a bulkhead occupying the space normally occupied by the panel but it is preferable for this to be provided with a mock-up of the gauges and controls usually provided and, in more sophisticated simulators, these may be connected to a computerised system which simulates events which may occur on the control panel in an emergency. A battery for operating such a computerised system may be located in the usual battery compartment of the aircraft although, here again, a dummy battery with appropriate connections may be provided.

In the case of the aircraft fuel tank, this is preferably adapted to enable liquid to be leaked from it during a training event to simulate the leakage of fuel which can occur in real life. The fuel tank is preferably filled with a coloured liquid for this purpose.

With regard to the aircraft shell itself, this is preferably constituted by a structural framework of interconnected, elongate members of steel, alloy or other material having the necessary mechanical properties with an out cladding simulating the aircraft skin. The materials and lubrication are not, however, limited to those in current use in aircraft production.

A further refinement of the simulator of the invention is the provision of a plurality of smoke bombs at selected locations in the shell which can be activated during a training exercise to release smoke and simulate a reallife emergency more closely. Alternatively smokegenerating devices with hoses and control equipment for directing smoke to desired locations within the shell may be provided.

One embodiment of the present invention will now be more particularly described by way of example with reference to the accompanying drawings, in-which: Figure 1 is a schematic perspective view of a helicopter simulator in an upright position; Figure 2 is a schematic view similar to Figure 1 but with a side of the simulator removed to show internal features; Figure 3 is a front elevational view of the simulator of Figure 1; Figure 4 is a schematic perspective view of the main frame members of the simulator of Figure 1; Figure 5 is an enlarged view of a detail of a door of the simulator of Figure 1; and Figure 6 shows the simulator of Figure 1 in various attitudes in which it may be supported in use.

With reference to the drawings, a helicopter simulator is generally indicated 10. The simulator 10 comprises a shell 11 of mild steel sheets supported on a structural framework of steel girders or tubular steel members 12 in Figure 4 and including a main frame generally indicated 13. The main frame 13 comprises a rectangular-box frame 14 defining the main body or passenger compartment of the simulated helicopter together with girders 15 defining a trapezoidal-section extension at the front end. The framework 12 includes additional girders attached to the main frame 13 and, with the outer steel cladding, defining auxiliary parts of the helicopter body such as a nose section 16, a tail section 17 and a turbine cowling 18 on the roof.

It will be understood that the framework members are shown as straight girders in the drawings for simplicity but may be curved, bent or shaped in order better to simulate an actual helicopter body. The framework members are secured together by welding, bolts or other means, as appropriate and as known in the art, to form a substantially rigid structure.

The shell 11 of the simulator 10 is provided with appropriate apertures fitted with lockable doors 19 and windows 20, the doors also incorporating windows 21.

These features are shown only schematically in the drawings since they may be of any shape and type suitable for a particular helicopter simulated. The doors, for example, may be hinged along a front or other edge, may be of a sliding type or may have more complex opening mechanisms. The windows 20, 21 in the helicopter body and in the doors are fitted with toughened perspex panes.

The windows 20 and 21 although generally similar to those of a real helicopter, each have additional protection in the form of removable shutters 100 shown in Figure 5.

The shutters 100 are constituted by rectangular mild steel sheets with a narrow edge portion bent at right angles to form a lip shown at 101. The lip 101 constitutes a hand grip by which each shutter is slidable downwardly into a three-sided frame generally indicated 102 constituted by three guide channels 103 fixed along the two vertical edges and the bottom edge of the respective window.

When inserted, each shutter 100 covers the respective door or window completely with the lip 101, which lies above the top edge of the window, projecting away from the simulator body. Each shutter may be held captive in this position by means of two bolts 104 each passed through an aperture 105 in an upward extension 106a of the base wall 106 of a respective vertical guide channel 103 and secured in position by a nut 107. The nuts 107/bolts 104 form stops abutted by the lip 101 to prevent the shutter 100 from sliding upwardly out of the frame 102. Frames 102 and associated shutters 100 are provided both on the outside and on the inside of each window 20, 21 of the simulator 10 although they could be omitted from one side or the other. Additional reinforcing bars or plates (not shown) may also be provided for the doors themselves.

The simulated helicopter 10 is also provided with a plurality of lifting eyes 22 securely fixed to selected points on the structural framework 12, specifically, one adjacent each corner of the box frame 14 with those (22a) at the top projecting upwardly and those (22b) at the bottom projecting outwardly from the sides of the frame.

The framework 12, the eyes 22 and their attachments are of sufficient strength and rigidity to support the weight of the simulator 10 and to maintain its shape for lifting from the ground by means of a crane with lifting hooks hooked into four of the eyes 22: it is envisaged that either the top eyes 22a will be used to lift the simulator in its normal upright position shown in the drawings or two top eyes 22a and two bottom eyes 22b on the same side of the simulator will be used to support the simulator on its side. Additional eyes or lifting points may be employed to transfer the simulator from one orientation to the other.

A further feature of the simulated helicopter 10 is a plurality of support legs fixed to the main frame 13.

These include four legs 23 provided in relatively conventional positions beneath the helicopter body, effectively at the four corners of the body for stability. In addition four legs 24 are attached to the frame 13 near the upper corners of the box frame 14 so as to project laterally therefrom.

The four base legs 23 are in fact cranked and each includes an upper member 25 fixed at one end to the frame 13 so as to project outwardly and downwardly therefrom and a lower member 26 articulated at one end to the upper member 25 and at its other end to a ground-engaging element 27. Each of the lower members 26 is releasably connected to the upper member 25 and can be replaced by a similar member with a different ground-engaging element 27. In this respect, Figure 1 shows the two members 26a at the front of the simulator 10 supported by rubber pads, or feet, 27a whereas the rear members 26b are supported on wheels 27b. The feet 27a may be articulated to the leg members 26a and may be released therefrom.

The releasable connections between the upper and lower leg members 25, 26 also enables the lower leg members 26 to be interchanged with members of a different length or enables extension members to be interposed between the lower and upper leg members for reasons which will be explained below with reference to Figure 6.

With regard to the upper legs 24, these are immovably fixed to the framework 12 and terminate at their free ends in ground-engaging pads or feet 27a like the feet 24a of the lower legs 23. The legs 24 are adapted for use in combination with the lower legs 23 to support the simulator 10 resting on one side or the other as shown in Figure 6e instead of in the upright position shown in the remaining drawings.

The framework 12, body panels 11 and legs 23, 24 of the helicopter simulator 10 described above constitute the basic structure of the simulator but the shell is also fitted out with various pieces of actual or simulated equipment and fittings normally found in helicopters.

These fitments include seats 28 equipped with seat belts and shown arranged in three rows with two seats 28a at the front for the pilot and a co-pilot or crew member and eight passenger seats 28b behind. The seats 28 may be removable and/or their positions within the passenger compartment may be adjustable.

A simulated control console 29 is provided between the front seats with additional controls 30 beneath the ceiling where switches would commonly be provided for, for example, the rotor brake, fuel pump, electric circuitry etc. A mock or real battery 30 is provided in the forward compartment and equipped with terminal connectors while a simulated fuel tank is located in a rear part of the shell and filled with dye-stained water to enable a fuel spillage to be simulated. A screw-on filler cap tithe fuel tank is indicated at 31.

A helicopter normally includes a hold in the rear section and an appropriate compartment is therefore included and indicated at 34. A single door (not shown) allows access to this compartment.

The turbine cowling 18 on the vehicle roof includes simulated air intakes 35 at the front and a lance extinguisher port 33 on each side.

The above lists the major features of a helicopter included in the current simulator but clearly any features not actually listed here may be included. An additional feature provided specifically for crash simulation is a plurality of smoke bombs 37 located in appropriate parts of the simulator from which smoke might issue in a real helicopter in the event of a crash.

The use of the simulator 10 will now be described briefly. It is intended that the simulator 10 be used for training in safety procedures following an accident, whether this be a crash during flight or a collision or other incident such as a fire on the ground. The simulator may be used for training ground staff involved in fire-fighting or rescue of air crew and passengers from a crashed helicopter or for training air crew and passengers in escape from a crashed helicopter, fighting fire etc. For training purposes, the simulator may first be transported to a selected training site, either at a helicopter landing pad or indeed elsewhere, the upper eyes 22 being used to lift it on to and off a transporter. During transport, the doors 19 and windows 20 are preferably locked and at least the outside shutters 100 are fitted over them to protect them. Once at the training location, the shutters may be retained in situ to continue to provide protection during the training exercise or they may be removed and the doors and windows unlocked as appropriate.

Once at a selected training site, the simulator may be fitted with lower legs 26 with wheels 27b if it is desired to move it within the location. The wheels may be retained during the training exercise if appropriate or the wheeled legs may be replaced by legs with padded feet 27a suitable for the particular exercise. In particular, if the simulator is to be rested on its base legs 23, lower legs 26 and appropriate extensions may be fitted to support the simulator at a desired height and attitude. These may vary considerably as shown by the schematic diagrams of Figure 6.

With reference to Figure 6, Figure 6A shows the simulator in an upright attitude at the usual height of a helicopter from the ground. Figure 6B shows the simulator with extension members or longer lower leg members 26 fitted to all four legs 23 to raise the simulator body to a considerable height from the ground while still maintaining it in an upright attitude.

Figure 6C shows the simulator with its two front legs 23 of similar length to that of Figure 6A but with its two rear legs 23 lengthened by extension members so that the simulator adopts a forwardly-inclined or so-called "nosedown" attitude. The articulated connections between the upper and lower leg members and the lower leg members and the feet enable the simulator to rest stably on its legs in this inclined attitude. Clearly if two legs 23 on one side of the simulator are extended so as to be longer than those on the other side, or if the front legs are extended so as to be longer than the rear legs, the simulator may be inclined to one side or the other or downwardly to the rear respectively instead of downwardly to the front as shown.The actual magnitude of any inclination may be selected by the choice of the length of the extension members or legs, with the proviso that the centre of gravity of the simulator should remain safely within the ground plan defined by the feet.

Moreover, in the embodiment of the simulator described, the leg members 25, 26 and any extension members that may be added are themselves rigid and inextensible such that the simulator 10 may be positioned at discrete angles to the vertical but alternative simulators could be provided with power operated, for example pneumatic, telescopic legs enabling continual adjustment of the simulator attitude.

With reference to Figure 6D, this shows the simulator with one rear leg longer than the other three legs and one front leg correspondingly shorter. This gives the simulator a rather skew inclined attitude but the articulated joints enable the simulator to be stable in this condition.

It will be appreciated that Figures 6A to 6D show only a few of the attitudes that may be adopted by the simulator 10, numerous others being possible according to the length selected for each of the legs 23.

With reference to Figure 6E this shows the simulator 10 resting on its side supported by two of its base legs 23 and two of its upper legs 24. The simulator 10 is shown with its side substantially horizontal but this attitude may be varied by changing the lengths of the legs 23.

In a further embodiment of the invention not shown in the drawings, the simulator framework 12 and associated cladding or shell 11 are formed in two parts corresponding to two parts, preferably the front and rear parts, of the helicopter simulator. Suitable bolts or other connecting means are provided for connecting the two parts together firmly to form the complete simulator but such connections may be released to separate the two parts. Such separation may facilitate the transport of the simulator but is provided more specifically to enable an accident in which a helicopter breaks in two to be simulated: the two parts may be used independently and/or simultaneously in a training exercise. The simulator could clearly be separated into more parts if desired.

Claims (17)

1. A transportable safety training apparatus comprising a reinforced shell simulating an aircraft body and fitted at least with doors and internal seating in positions appropriate to that body, the shell having support means for supporting it on the ground in at least two different attitudes and the simulator having at least one lifting point for connection to means for lifting it, the reinforced shell having sufficient strength and rigidity to retain its shape when supported by the support means in the different attitudes and when lifted by the at least one lifting point.

2. A transportable safety training apparatus as claimed in Claim 1, in which the support means include at least three base legs for supporting the shell in a generally upright attitude.

3. A transportable safety training apparatus as claimed in Claim 2, in which the base legs are adjustable to enable them to support the shell in each of a plurality of selected different attitudes to the ground.

4. A transportable safety training apparatus as claimed in Claim 3, in which the base legs are connected to the shell by articulated joints and include relatively movable parts to enable their lengths and/or inclination to the ground, in use, to be adjusted.

5. A transportable safety training apparatus as claimed in Claim 3 or Claim 4, including power-assisted means for adjusting the legs to change the attitude of the shell.

6. A transportable safety training apparatus as claimed in any one of Claims 3 to 5, in which each base leg includes a releasable connection and the apparatus includes a plurality of different leg portions selectively connectable in the leg by the releasable connection to enable the attitude of the aircraft body to be changed.

7. A transportable safety training apparatus as claimed in any one of Claims 2 to 6, in which at least one base leg includes a releasable connection to a ground-engaging member and the apparatus includes a plurality of different ground-engaging members releasably and selectively connectable by the said connection in the said at least one leg.

8. A transportable safety training apparatus as claimed in any one of the preceding claims, in which the support means includes legs for supporting the shell on its side.

9. A transportable safety training apparatus as claimed in Claim 8, in which the legs for supporting the shell on its side include at least one base leg which is adjustable to support the shell in an upright attitude or on its side.

10. A transportable safety training apparatus as claimed in any one of the preceding claims, in which the shell has a plurality of lifting points for engagement by lifting means in such positions as to enable it to be tilted from one attitude to another and/or to be lifted onto transporter means.

11. A transportable safety training apparatus as claimed in any one of the preceding claims, in which the shell comprises a framework of strong, substantially rigid elongate members to which the support means and the or each lifting point are connected, together with a plate cladding attached to the framework.

12. A transportable safety training apparatus as claimed in any one of the preceding claims, in which the shell and/or the external doors in the shell include windows and the apparatus further includes protective covers which can be removably fitted over the outsides and/or over the insides of at least some of the windows.

13. A transportable safety training apparatus as claimed in any one of the preceding claims, in which the shell incorporates bulkheads and/or partitions and/or equipment arranged in accordance with the internal lay-out of the aircraft simulated.

14. A transportable safety training apparatus as claimed in any one of the preceding claims, in which the shell incorporates instrument panels and or manually-operable control members arranged in the lay-out of panels and/or controls of the aircraft simulated.

15. A transportable safety training apparatus as claimed in any one of the preceding claims, in which the shell is arranged to simulate a generic type of aircraft and is equipped with movable and/or removable seating and/or other equipment which enable it to be adapted to simulate a range of similar such aircraft.

16. A transportable safety training apparatus as claimed in any one of the preceding claims, in which the shell simulates a helicopter.

17. A transportable safety training apparatus substantially as herein described with reference to, and as shown in the accompanying drawings.