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Publication numberUS3848558 A
Publication typeGrant
Publication dateNov 19, 1974
Filing dateApr 10, 1972
Priority dateApr 10, 1972
Publication numberUS 3848558 A, US 3848558A, US-A-3848558, US3848558 A, US3848558A
InventorsHenry R
Original AssigneeHenry R
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Submersible aircraft carrier
US 3848558 A
Abstract
A submersible aircraft carrier including twin hulls has a heated perforated deck and drainage means for clearing the deck of surface water, and includes storage means in the hull of the ship with water-tight compartments whereby aircraft can be elevated from below deck to deck level while maintaining the water-tight integrity of the hull of the ship as the aircraft are singly moved from storage to deck level.
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tates Patent [191 [111 3,848,558 [451 Nov. 19,1974

[ SUBMERSIBLE AIRCRAFT CARRIER [76] Inventor: Richard D. Henry, Hookstown Grade Rd. R. D. 1, Clinton, Pa. 15026 [22] Filed: Apr. 10, 1972 [21] Appl. No.: 242,352

[52] U.S. Cl. 114/16 R, ll4/43.5 [51] Int. Cl B63b 3/13 [58] Field of Search 114/16 R, 16 F, 43.5;

[56] References Cited UNITED STATES PATENTS Seitzman 114/16 R l/l960 Meissner ll4/43,5 2/1970 Fahlman et al. ll4/l6 R Primary Examiner-Trygve M. Blix Assistant Examiner--Stuart M. Goldstein 5 7] ABSTRACT A submersible aircraft carrier including twin hulls has a heated perforated deck and drainage means for clearing the deck of surface water, and includes storage means in the hull of the ship with water-tight compartments whereby aircraft can be elevated from below deck to deck level while maintaining the watertight integrity of the hull of the ship as the aircraft are singly moved from storage to deck level.

6 Claims, 11 Drawing Figures SUBMERSIBLE AIRCRAFT CARRIER BACKGROUND OF THE INVENTION ponent of sea power. Nevertheless, because of the high degree of vulnerability owing to surface exposure, it has certain inherent limitations as far as risk of detection and destruction.

OBJECTS OF THE INVENTION It is a principal object of the present invention to provide a submersible aircraft carrier to improve its maneuverability, undetectability and range of movement.

A further object of the present invention is to provide a new and improved deck construction for a submersible aircraft carrier which will provide a suitable launching and landing surface for aircraft and which is free of surface water.

A further object of the present invention is to provide an improved heating means for an aircraft carrier deck to preclude the formation of ice thereon.

A still further object of the present invention is to provide a unique means for transferring aircraft from below deck of the ship to the deck surface for launching while maintaining the water-tight integrity of the interior of the aircraft carrier.

Other objects and features of the present invention will become apparent from a consideration of the following description which proceeds with reference to the accompanying drawings wherein selected example embodiments of the invention are illustrated by way of example.

DRAWINGS FIG. 1 is an isometric view showing the aircraft carrrer;

FIG. 2 is a side elevation of the carrier shown in FIG.

FIG. 3 is an end view of the carrier viewed from the right hand side of FIG. 2;

FIG. 4 illustrates the carrier in a submerged state;

FIG. 5 illustrates schematically the flow of heating medium and its method of distribution to insure heating of the deck so it remains substantially free of ice;

FIGS. 6(a) and 6(b) are fragmentary detail views showing the deck configuration whereby surface waters are collected from the deck and are conducted away from the deck surface;

FIGS. 7(a) and 7(b) are enlarged detail views showing the elevator and hatch mechanism for raising and lowering the aircraft from deck level to hold level; and,

, FIGS. 8(a) and 8(b) are reduced sectional detail views showing the elevator and hatch mechanism and indicating how the hull is compartmentalized in the region of the elevator whereby aircraft can be individually raised and lowered within the compartment which is water sealed from the remainder of the hold interior.

GENERAL DESCRIPTION OF THE INVENTION An aircraft carrier designated generally by reference numeral 10 includes a deck 12 and twin hulls l4 and 16. At the deck surface may also be located a tower 18 and a series of deck guns 20.

As shown in FIGS. 5, 6(a) and 6(b) deck 12 consists of abutted metal plate sections 22 having a series of spaced apertures 24 which are located regularly along the surface of the deck and are spaced sufficiently closely and are of such size that they will not interfere with wheels of the landing gear of the aircraft during either takeoff or landing. Because the aircraft is submersible, there is a problem of surface water on the deck at the time that it comes to the surface and will tend to collect and freeze. Apertures 24 receive and drain the surface water through a series of vertical conduits 27 which are located transversely to the deck 12 and pass through each of three vertically spaced plates decks 22, 28 and 30. At the deck section between the hulls the water drains directly back to the sea but the deck sections 22 superimposing the hulls are apertured and are vented to compartment 33 between plates 30 and 28 and outlet orifices, not shown, drain the surface water to the port and starboard sides of the aircraft carrier.

In order to prevent formation of ice the deck is heated by means of a heater 38 through which is passed a heating medium circulated under pressure through line 40 by a pump 42. The circulation line 40 connects with a series of distribution lines 46, 48, 50, 52, 54, 56, 58 and 60 which extend from line 40 to return line 62. Lines 46-60 are disposed within chamber 32 between plates 22 and 28 and sufficiently heat the deck plates 22 to preclude formation of ice on the deck 12. The lines 40 and 62 can also be directly connected through a by-pass line 64 or circulated to chamber 68 and line 70 to the heater 38 where they are reheated and then exit through line 72 to chamber 74 where they are received and are recirculated by pump 42 through line 40.

Aircraft are raised to deck level from within the interior of the ship by means of an elevator 74 having a platform 76 and a piston rod 78 received within a cylinder 80. Hydraulic pressure from line 81 leads to chamber 82 effecting a lifting action from the level of lower deck 84 to flight deck 12 as can be seen from comparing FIGS. 7(a) and 7(b). When lowered, the platform 76 is flush with deck 84 since it is received within a recess 90.

At the time that the elevator lift platform 76 reaches. the level of flight deck 12, hatch cover 92 is raised from the closed position shown in FIG. 7(a) to the open position shown in FIG. 7(b) by a lift cylinder piston 94.

Piston 94 received within a cylinder 96 pivoted at 98, has a piston rod 100 with an articulated linkage 102 on hatch 92. The hatch cover 92 is pivotally connected at 104 and swings between open and closed positions shown in FIGS. 7(a) and 7(b) by introducing fluid pressure within chamber 108 to effect raising of the cover 92, fluid is withdrawn from 108 to provide lowering of thehatch 92.

When the hatch is lowered, circular boss 112 fits within a step seat 114 of deck 12. When the elevator 76,is raised, the outer periphery 118 engages seal 122 within a turned back portion 124 of depending shell 126 the lowermost end 128 of which is received within an annular recess 130 of elevator 74. As shown in FIGS. 7(a) and 7(b), during raising, fluid pressure within 82 will raise elevator 74 causing first an interfitment of end 128 of shell 126 into recess 130 at which time the raising of piston rod 78 terminates and thereafter fluid pressure from line 141 connecting with line 140 will cause plunger 142 to raise because of fluid pressure expanding chamber 144 and thus raising elevator section 76. The object is to maintain water-tight integrity at all times of compartment 150 (FIGS. 8a and 8b) so that the elevator operates in sequence first to raise aircraft 152 to the level of shell 126 and the balance of the lift is effected by plunger 142 moving from the position shown in FIG. 7(a) to that in 7(b); just prior to the elevator 76 reaching deck level the hatch is operated by cylinder 96 from the closed position of 7(a) to the open position of 7(b). Thus, the shell 126 shown in FIG. 8(b) forms an isolated compartment separating compartment 150 from the sea at the time that the hatch cover 92 is open.

As further security for protecting the integrity of the ship interior, there is a sea door 160 leading from hold 162 to compartment 150 and the sea door 160 is opened only during the period that aircraft are moved from hold 162 to compartment 150 during raising and lowering. As indicated in FIG. 8(b) the sea door 162 is closed and the elevator is operated thus giving additional assurance of sea worthiness. Thus, should there be any infiltration of water for some reason or another, while the hatch door 92 is open, it will be confined to the volume circumscribed by the shell 126 and if for any reason that area should fail to hold water intake, then any such water will be confined within compartment 150 since the hold is sealed from compartment 150 by the sea door 160.

OPERATION OF THE DEVICE In operation, aircraft carrier 10 is operable either at surface level of the sea or submerged as indicated in FIG. 4. At the time of launching aircraft, the carrier 10 comes to surface level and any surface water on deck 12 is caused to drain through openings 24 and conduits 27 where they drain back to the sea. For those portions of the deck overlying hulls 14, 16, the drain water enters the space between plates 30 and 28 and drains through outlets since the plate 30 is inclined to sluice the water overboard through outlets on the port and starboard sides respectively (not shown). At the time of launching aircraft, sea door 160 (FIG. 8(a)) is opened and aircraft are moved from compartment 162 into compartment 150 and the door 160 is then sealed. Pressure is then introduced into chamber 82 (FIG. 7(a)) causing the elevator to rise until the lower edge 128 of shell 126 enters recess 130 and thereby sealing the volume circumscribed by the shell 126 sealing that portion from compartment 150 and fluid pressure is then introduce into chamber 144 causing the plunger 142 to raise until elevator surface 74 is brought to the level of deck 12 and during this raising, the hatch cover 92 is raised by fluid pressure within chamber 108 the lift piston 94 causing the hatch cover 92 to swing on pivot 104 from the position shown in FIG. 7(a) to that in 7(b). Seal 122 on flange 124 is then contacted by periphery 118 of surface 76 thereby completely sealing the elevator volume circumscribed by shell 126 and the aircraft 152 is then moved off of surface 76 onto the flight deck. The elevator then recedes and hatch cover 92 closes, the elevator components returning from the position shown in FIGS. 7(b) and 8(b) to that indicated in FIGS. 7(a) and 8(a), at which time a succeeding aircraft is then loaded onto the elevator upon opening sea door 160.

This operation proceeds until the aircraft are brought one by one from the hold of the ship onto the flight deck while at all times preserving the water-tight integrity of the hold 162, compartment 150, and the volume circumscribed by the shell 126. Thus, should any water wash over the deck it will be prevented from entering the hulls of the ship. The operation as described occurs smoothly and more than one elevator can be provided, one at each of the four corners of the aircraft carrier as shown in FIG. 1.

Upon landing, the operation reverses from that previously described in which the hatch cover 92 is first raised and the aircraft is positioned on the elevator 76 and lowered in sequence first by withdrawing fluid from chamber 144 and then chamber 82. Sea door is then opened returning the aircraft to the hull of the ship for servicing and storage.

The surface of the deck is retained in ice and snow free conditions by means of circulating hot heating medium which is heated within 38 and is then circulated through lines 40 to cross channels 46-60 which extend across the width of the deck at spaced locations along the length thereof and sufficient heat is imparted to the deck to prevent the occurrence of icing or to melt any ice or snow which may have formed thereon.

Before launching and subsequent to launching, the aircraft carrier 10 can cruise either at sea level or subsurface.

Although the present invention has been illustrated and described in connection with a few selected example embodiments, it will be understood that these are illustrative of the invention and are by no means restrictive thereof. It is reasonably to be expected that those skilled in this art can make numerous revisions and adaptations of the invention and it is intended that such revisions and adaptations will be included within the scope of the following claims as equivalents of the invention.

What I claim is:

1. A submersible aircraft carrier comprising a hull having a storage for aircraft, a water-tight compartment including an openable and closeable door providing access for aircraft to be moved out of storage into said compartment, an aircraft launching deck of said carrier, elevator means for bringing the aircraft from hold level within said compartment to deck level, and a raisable and lowerable hatch disposed at deck level whereby the aircraft can be brought to deck level while maintaining the said compartment at a water-tight condition and isolated from the remainder of the hold of the aircraft carrier, a launching deck for said aircraft including a landing surface with a plurality of apertures opening at the landing surface for providing drainage of surface water from the deck, and means for heating the deck surface to preclude the formation of ice thereon.

2. The aircraft carrier construction in accordance with claim 1 wherein the aircraft carrier consists of a twin hulled construction having said deck interconnecting therebetween.

3. The aircraft carrier construction in accordance with claim 1 wherein said heating means comprises a plurality of conduits extending through said deck, a heating source connected to said conduit, and means for continuously circulating heating medium through said conduits to effect heating of the deck surface.

4. The aircraft carrier construction in accordance with claim 1 wherein said compartment includes a depending shell, and sealing means forming a part of said elevator means and engageable with said shell to provide a second sealed compartment within said first compartment as said elevator is raised and said hatch is opened.

water thereon.

UNITED 1 STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. v Dated November 19 a 1974' Richard D. Henry Inventor-(s) It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

Claim 3, line 4', a:Eter "to", insert cavities surrounding Claim 3', line 5, after "through", insert the cavities surrounding Signed and sealed this 11th day of February 1975.

Attest: I

- P c. MARSHALL DANN RUTH C. MASON Conunissiener of Patents Attesting Officer and Trademarks FORM PO-OSO (IO-69) uscoM -Dc 60375-P69 U45 GOVERNMENT PRINHNG OFFICE: 0

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US2711707 *Mar 8, 1948Jun 28, 1955Seitzman JuliusSubmarine airplane carrier
US2922344 *Oct 13, 1953Jan 26, 1960Olin MathiesonLanding mat
US3495562 *Nov 5, 1968Feb 17, 1970Makai Range IncMobile undersea habitat and method of use thereof
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4147124 *Sep 26, 1977Apr 3, 1979The United States Of America As Represented By The Secretary Of The NavyApparatus for launching stores from a submerged vehicle
US4556002 *Apr 27, 1983Dec 3, 1985Georgii Hans CBuoyant plant especially for the off-shore manufacturing of concrete structures
US4615292 *May 14, 1984Oct 7, 1986Laukien Gunther RSubmersible twin-hull watercraft
US4709646 *Jun 21, 1985Dec 1, 1987Blohm & Voss AgFunctional unit installation in a warship
US4805549 *Dec 9, 1987Feb 21, 1989Den Norske Stats Oljeselskap A.SDevice for subsea operations
US5265549 *Feb 3, 1992Nov 30, 1993Cernier Edward JHydro-propelled ship
US5458490 *Mar 31, 1993Oct 17, 1995Cabana; JacquelineSimulated amphibious vehicular environments "save" system trainer
US6470817 *Apr 5, 2001Oct 29, 2002Barry E. DelfosseSmall waterplane area multihull (SWAMH) vessel
US7472866 *Nov 15, 2006Jan 6, 2009The United States Of America As Represented By The Secretary Of The NavyDeployment system and method for subsurface launched unmanned aerial vehicle
US8382045Jul 21, 2009Feb 26, 2013The Boeing CompanyShape-changing control surface
US8418968Nov 14, 2011Apr 16, 2013The Boeing CompanyMechanism for changing the shape of a control surface
US8500060Feb 10, 2009Aug 6, 2013The Boeing CompanyAircraft with a pressurized vessel
US8650811Feb 4, 2011Feb 18, 2014The Boeing CompanySolar collector frame
DE3313637A1 *Apr 15, 1983Oct 25, 1984Blohm Voss AgHelicopter hangar on board ships
DE3424067A1 *Jun 29, 1984Jan 9, 1986Blohm Voss AgKampfschiff mit funktionseinheitsanlagen
Classifications
U.S. Classification114/313, 114/261
International ClassificationB63G11/00, B63G8/00
Cooperative ClassificationB63G11/00, B63G8/001
European ClassificationB63G8/00B, B63G11/00