CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Patent Application No. 62/669,769, titled“System and Method of Delu ing an Air Vehicle,” filed May 10, 2018, the contents of which are incorporated by reference herein m their entire†}'.

BACKGROUND

[0QQ2] In the field of air vehicles landed with fuel such as crashed and/or damaged aircraft recovery', there is need for a system and method for defueling the aircraft. It is desirable and often necessary to“de-fuel” the air vehicle prior to mounting the recovery operation; however, the quantities of fuel can be large, for example, 320,000 liters for an A-380 and 177,000 liters for a B-777. Current systems and methods for defueling an air vehicle have deficiencies.

[0003] The present invention is directed to an improved system and method of defueling an air vehicle.

SUMMARY

[0QQ4] In a first embodiment, the present invention is directed to a movable system for defueling fuel from an air vehicle. The system comprises a movable tank for holding the fuel, a mobile base, and a fuel transfer system supported by the mobile base to move with the mobile base.

[0005] The tank comprises a bottom, a fuel level indicator, a sample port for sampling of the fuel, at least one filling port, at least one discharge port, an on-off valve for the discharge port, and a lock for locking and unlocking the on-off valve for preventing and allowing discharge of fuel in the tank through the discharge port.

[0006] The bottom of the tank can have at least one sump basin for collection of contaminants in the fuel and at least one drain valve coupled to the sump basin for removal of collected contaminants from the sump basin.

[0007] The mobile base can be a vehicle or a towable cart, and optionally the tank can also be supported by the mobile base to move with the mobile base

[0QQ8] Tire fuel transfer system comprises at least one pump for pumping the fuel from the air vehicle to the tank, at least one fuel transfer hose coupled to the pump for transferring the fuel from the air vehicle into the tank, a data capture device and a transmitter.

[0009] The fuel transfer hose comprises at least one filter disposed along the fuel transfer hose to remove containments from fuel being transferred, at least two fuel pressure sensors to detect fuel pressure, and at least one water content sensor disposed along the fuel transfer hose to detect water content m the fuel being transferred.

[0010] One fuel pressure sensor is disposed along the fuel transfer hose upstream of the filter and one fuel pressure sensor is disposed along the fuel transfer hose downstream of the filter.

[0011] The data capture device is coupled to the pump, the filter, the two fuel pressure sensors, and the water content sensor. The data capture device is capable of capturing data from the pump, the filer, the two fuel pressure sensors, and the water content sensor.

[0012] ^' The transmitter transmits the captured data.

[0013] Optionally, the lock comprises one or more manual locks and one or more associated keys such that only authorized personnel can access the discharge port, or an electronic keypad.

[0014] The system can further comprise an indicator that indicates whether fuel contained within the tank has been certified or not.

[0015] Tire filling port and the discharge port can be the same port.

[0016] In another embodiment, the present invention is directed to a method of defueling an air vehicle comprising the steps of: a) selecting the system; b) moving both the mobile base with the fuel transfer system and the tank proximate to an air vehicle with fuel in its fuel tank; c) pumping fuel from the air vehicle fuel tank into the tank with the pump; and d) discharging fuel from the tank through the discharge port.

DRAWINGS

[0017] These and other features, aspects and advantages of the present invention will become better understood with reference to the following description, appended claims, and accompanying drawings where:

[0018] Figure 1 is a perspective view of a tank used in a system for defueling an air vehicle, having features of the present invention; [0019] Figure 2 is a cross-sectional view of the tank shown in Figure 1, taken along line 2-2 in Fig. 1;

[0020] Figure 3 is a perspective view of a fuel transfer system used in a system for defueling an air vehicl e, having features of the present invention;

[0021] Figure 4 is a perspective view of a discharge valve for use in the tank of Figure 1;

[0Q22] Figure 5 is a flow chart of a method of defueling an air vehicle, having features of the present invention; and

[0023] Figure 6 is a flow chart of an additional method of defueling an air vehicle, having features of the present invention.

DESCRIPTION

[0024] The invention is a system 100 and method 500 for defueling an air vehicle such as e an airplane, helicopter, or drone. The system 100 comprises a tank 102 for holding the fuel, a mobile base 302, and a fuel transfer system 300.

[0Q25] Referring now to Figures 1 and 2, there is shown a tank 102 for use in the system 100. Ty pical dimensions of the tank 102 are about 20 feet long and about 8 feet wide and about 8.6 feet tall. However, these dimensions can vary depending on the requirements of the user. The tank 102 can have a capacity of approximately 25,000 liters (or 6,600 gallons), and more than one tank can be used. For example, in the event the aircraft being defueled is a large aircraft, such as a 747, which has a large fuel capacity (approximately 180,000 liters) approximately seven tanks may be necessary to store all of the fuel previously contained in the 747. The tank 102 is designed such that if more than one tank 102 is required, the tanks 102 can be stacked on top of each other. This features helps reduce the amount of free space and real estate required to house and store the tanks 102.

[0026] The tank 102 comprises an outer surface 104 and an interior bottom 106 spaced apart from the outer surface 104 The outer surface 104 of the tank 102 can have a cylindrical shape (but is not limited to such), as shown in Figure 1, and can be housed inside a rectangular frame 108. The rectangular frame 108 allows the tank 102 to be stacked on top of another tank 102, as well as be transported on a standard flatbed truck. The frame 108 provides an easy way to pick up and secure the cylindrical tank 102 contained therein. The frame 108 can comprise an upper walkway platform for ease of access to the various ports and valves located on top of the tank 102. The frame can also comprise a ladder 142 on one side for a user to climb to access the walkway platform. Optionally the tank 102 is rectangular shape and therefore does not require the frame 108. Typical dimensions of the frame 108 are 238 inches long, 96 inches wide, and 102 inches tall. The tank 102 and frame 108 combination can have a maximum working pressure of 4.0 bar (or 59 psi).

[0027] As shown in Figure 2, the interior bottom 106 of the tank 102 is angl ed downward at one or more locations, creating at least one sump basin 1 10 for collection of contaminants in the fuel. Water can he a contaminant, and collection of water and contaminants is facilitated by the fact that water (and most typical fuel contaminants) are heavier, or denser, than fuel, and therefore settle at the lowest point in the tank 102. There is at least one drain valve 112 coupled to the at least one sump basin 1 10 for removal of collected water and other contaminants from the sump basin 1 10

[0028] The tank 102 also comprises a fuel level indicator 114, a sample port 116, at least one filling port 118, at least one discharge port 120, at least one on-off valve for the discharge port 122, and a lock 124. Optionally, the tank 102 can also comprise a thermometer 144 to monitor the temperature of the contents of the tank 102.

[0Q29] The fuel level indicator 114 is coupled to the outer surface 104 of the tank 102 to indicate the level of fuel contained therein. The fuel le vel indicator 114 can comprise a float switch, a capacitance level sensor, or an ultrasonic sensor. The fuel level indicator 114 can be mounted anywhere on the tank 102, but preferably the fuel level indicator 114 is coupled to a side wall of the tank 102 (as shown m Figures 1 and 2) such that if multiple tanks are stacked on top of each other, the fuel level indicator 114 is still accessible to a user.

[0Q3Q] Float switches are one of the most cost effective but also well proven technologies for liquid level sensing. A float switch includes a magnet within a float and a magnetic reed switch contained within a secure housing. The float moves with the change m liquid and will cause the reed swatch to either open or close depending on if it is in air or liquid. Although simple in design, this technology offers long-term reliability at an attractive price point. [0031] Capacitance level sensors measure the change in capacitance between two plates produced by changes in fluid level Two versions are available, one for fluids with high dielectric constants and one with low dielectric constants. Capacitance level sensors work with a range of solids, liquids, and mixed materials. They are also available in contact and non-contact configurations meaning some of which can be attached outside the container/tank.

[0032] Ultrasonic sensors measure levels by calculating the duration and strength of high frequency sound waves that are reflected off the surface of the li quid and back to the sensor - the time taken is relative to the distance between the sensor and the liquid. The length of time in which the sensor takes to react is affected by various elements in the atmosphere above the media such as turbulence, foam, temperature etc.

[0Q33] Tire sample port 116 enables a user to obtain a sample of the fuel contained therein for certification testing. The sample port 116 can be mounted anywhere on tank 102, but preferably the sample port 116 is coupled to a side wall of the tank 102 such that if multiple tanks are stacked on top of each other, the sample port 116 is still accessible to a user.

[0034] The filling port 118 can comprise an adapter to fit aviation fuel nozzles and hose connectors. The filing port 118 can be mounted anywhere on the tank 102, but preferably the filling port 118 is coupled to a side wall of the tank 102 such that if multiple tanks are stacked on top of each other, the filling port 118 is still accessible to a user.

[0035] The discharge port 120 can also comprise an adapter to fit aviation fuel nozzles and hose connectors. The discharge port 120 can be mounted anywhere on the tank 102, but preferably the discharge port 120 is coupled to a lower portion of a side wall of the tank 102 such that if multiple tanks are stacked on top of each other, the discharge port 120 is still accessible to a user.

[0036] Optionally, the tank 102 or the frame 108 can comprise at least one grounding strap 140 to ground the tank 102 and or the frame 108 to the ground to help control static and reduce the risk of explosion.

[0037] Referring now to Figure 4, the discharge port 120 is shown in more detail. The on-off valve 122 for the discharge port 120 typically comprises twO points of closure: a foot valve 402 and an external valve 404. The foot valve 402 can comprise a 30 degree or 45 degree internal or external spring valve 406. The external valve 404 is typically a butterfly valve, and the foot valve 402 and butterfly valve 404 can be housed in a single unit, as shown in Figure 4. Optionally, the on-off valve 122 can further comprise a connection fitting 408 and a valve cap 410 can also be utilized if desired.

[0038] Optionally, the filling port 118 can be used for both filling the tank 102 with fuel and discharging fuel from the tank 102. As such, the tank 102 can only comprise a single port that performs both filling and discharge functions. In the event the filling port 1 18 is also the discharge port 120, and the filling port 1 18 is located along an upper portion of the tank, the single filling and discharge port can compri se a butterfly or ball valve 126 situated above a siphon tube 128 that extends down into the tank 102. In this configuration, the tank 102 can also comprise an air charge valve 130 on top of the tank 102 to pressurize or vent the tank 102. The air charge valve 130 is typically a threaded ball valve or butterfly valve.

[0039] All filling and discharge ports 118, 120, or alternatively the single filling and discharge port, can be controlled at ground level either mechanically, hydraulically or pneumatically.

[0040] The tank 102 can also comprise a safety relief valve 132 to prevent over pressurization of the tank 102. The safety relief valve 132 can be threaded or flanged style. Optionally a bursting disk 134 can be located between tank 102 and safely relief valve 132,

[0041] Optionally, the tank 102 can also comprise a manway 136 (or manhole) opening for a person to access the interior of the tank 102 for inspection and cleaning.

[0042] Once the fuel is pumped from the aircraft and into the tank 102, the fuel can either be discarded or stored for future use. In the event the fuel is stored for future use, the fuel must be certified for re-use by the appropriate personnel before being pumped into an aircraft. Due to the safety concerns associated with certifying aircraft fuel, controlling access to the fuel in the tank 102 is important. As such, the lock! 24 is provided.

[0043] The lock 124 is for locking and unlocking the on-off valve 122 of the discharge port 120 in order to prevent and allow discharge of fuel in the tank 102 through the discharge port 120. As noted above, before the fuel can be discharged back into an aircraft, it must be certified for use. The lock 124 prevents discharge of the fuel prior to certification. Only authorized personnel will be permitted to access the locking mechanism 124.

[0044] The lock 124 can comprise one or more manual locks and one or more associated keys such that only authorized personnel can access the discharge port 120 and facilitate discharge of the fuel. Optionally the lock 124 comprises electronic means such as an electronic keypad which controls access to the discharge port 120. Optionally the lock 124 comprises WiFi or Bluetooth communication, or a combination of all of the foregoing mechanisms.

[0045] The lock 124 may optionally allow for multiple levels of access such that a user with administrative privileges may lock the discharge port 120 in a manner that may only be unlocked by one or more other users with a specific role or privilege level. Based on tests and or policy, the administrative user can configure the lock 124 such that it can be opened by individuals based on allowed use such as unrestricted, company only, company and model, recycle and dispose.

[0046] Optionally the lock 124 is also for locking and unlocking the filling port 118. Once fuel is pumped into the tank 102 and it is designated for storage for later use, it is imperative that unauthorized persons do not have access to the fuel contained therein and cannot add contaminants or other items to the fuel. Also, there is a need to prevent the mixing of fuel from two different sources. As such, the lock 124 can also be for locking and unlocking the filling port 1 18.

[0047] The system 100 can further comprise an indicator 138 coupled to the lock 124 that indicates whether or not the contents of the tank 102 have been certified for use. The indicator 138 can comprise mechanical means, such as a placard, electronic means such as an electronic display, or other means. One example is a visual indicator, where red is indicated or displayed when the fuel has not been certified, and after certification the indicator indicates green. It should be noted these color selections are not limiting. Other means of visual indication can be used, such as flashing lights, statements that specifically“Certified” or“Not Certified,” or other means. [0048] Referring now to Figure 3, there is shown the fuel transfer system 300. The mobile base 302 can be a self-powered vehicle or a towabie cart. The fuel transfer system 300 is supported by the mobile base 302 to move with the mobile base 302, The fuel transfer system 300 is for transferring the fuel from the aircraft to the tank 102. The fuel transfer system 300 comprises at least one pump 304, a grounding strap 306, at least one fuel transfer hose 308, at least one filter 310, at least two fuel pressure sensors 312, at least one water content sensor 314, and a control panel 316. Preferably, the system 300 is rated for 100 gallons per minute, or 380 liters per minute.

[0049] The pump 304 is for pumping the fuel from the aircraft to the tank 102. Due to the size of the tank 102, the pump 304 should have a 7.5-meter vertical pumping capacity. The pump 304 is explosion proof and can be a 10 horsepower pump that is either battery powered, generator powered, or electrically powered via a power cord. Optionally, the pump 304 can also be used to pump fuel from the tank 102 into an aircraft.

[0050] The grounding strap 306 is coupled to the pump 304 and the mobile base 302. The grounding strap 306 controls static to help reduce the risk of explosion.

[0051] The at least one fuel transfer hose 308 is coupled to the pump 304 for transferring the fuel from the aircraft into the tank 102.

[0052] The at least one filter 310 is disposed along the fuel transfer hose 308 to remo ve water and other containments from fuel being transferred by acting as a sump. On either side of the filter 310, along the fuel transfer hose 308, there are sample points 318 for testing the fuel passing through for quality and possible contamination and for purposes of documentation to comply with regulatory' requirements.

[0053] Optionally, the fuel transfer hose 308 can comprise a first hose providing fuel into the filter 310 and a second hose transporting fuel out of the filter 310, such that the filter 310 is mounted between two separate hoses, rather than disposed along a single fuel transfer hose 308.

[0Q54] Tire at least two fuel pressure sensors 312 are disposed along the fuel transfer hose 308 and detect fuel pressure. A first fuel pressure sensor 312A is disposed along the fuel transfer hose 308 upstream of the filter 310 and a second fuel pressure sensor 312B is disposed along the fuel transfer hose 308 downstream of the filter 310. The fuel pressure sensors 312 work in combination with a pressure relief valve and a bulk air eliminator as a pressure control system. The pressure relief valve can be located within/coupled to the first fuel pressure sensors 312A and the hulk air eliminator can be located within/coupled to the second fuel pressure sensor 312B.

[0055] As noted above, if the fuel transfer hose 308 comprises two separate hoses, one on either side of the filter 310, then the first fuel pressure sensor 312A would be disposed along a first fuel transfer hose upstream of the filter 310 and the second fuel pressure sensor 312B would be disposed along a second fuel transfer hose downstream of the filter 310.

[0056] Optionally, at least one water content sensor 314 is disposed along the fuel transfer hose 308 to detect water content in the fuel being transferred.

[0057] The data capture device 316 is electrically coupled, either physically via electrical cables, or via wireless transmission, to the pump 304, the filter 310, the two fuel pressure sensors 312, and the water content sensor 314. The data capture device 316 is capable of capturing data from the pump 304, the filter 310, the fuel pressure sensors 312, and the water content sensor 314.

[0058] The data capture device 316 can comprise a computing device having a processor and a memory. The term“computing device” includes, but is not limited to computers, cellular telephones, hand held computers and other devices that are capable of executing programmed instructions that are contained in the memory including machine readable medium. The processor may perform the necessary tasks. The memor' may represent one or more devices for storing data, including read-only memory (ROM), random access memory'· (RAM), magnetic disk storage mediums, optical storage mediums, flash memory' devices and/or other machine readable mediums for storing information.

[0059] The transmitter 320 is coupled to the data capture device and transmits the captured data. The captured data can be transmitted either wirelessly or via wires. Optionally, the transmitter 320 can utilize a radio frequency identification device to communicate with handheld devices utilized by personnel. The transmitter 320 can also comprise a network transceiver to communicate with ground support computer systems. Ail wireless communications can incorporate encryption and authentication protocols. [0060] The fuel transfer system 300 can comprise a lift mechanism to aid in connecting the fuel transfer hose 308 to a tank 102 stacked on top of other tanks 102, An example of an acceptable lift mechanism is a scissor lift mechanism, which raises the mobile base 302 up to the required height so that the pump 304 and fuel transfer hose 308 are able to either pump fuel into the tank 102 or pump fuel out of the tank 102

[0061] Referring now to Figure 5, the present invention is also a method 500 of using the system 100 for defueling an aircraft. The method 500 comprises the steps of a) selecting the system 100 502, b) moving both the mobile base 302 with the fuel transfer system 300 and the tank 102 proximate to an air vehicle with fuel in its fuel tank 504, c) pumping fuel from the air vehicle fuel tank into the tank 102 with the pump 304, 506, and d) discharging fuel from the tank 102 through the discharge port 120, 508.

[0062] Referring now to Figure 6, a method 600 of defueling an air vehicle comprises the steps of a) selecting the system 100, 602, b) moving both the mobile base 302 with the fuel transfer system 300 and the tank 102 proximate to an air vehicle with fuel in its fuel tank, 604, c) pumping fuel from the air vehicle fuel tank into a holding tank with the pump 304, 606, d) pumping fuel from the holding tank into the tank 102 with the pump 304, 608, and e) discharging fuel from the tank 102 through the discharge port 120, 610.

[0063] Tire tank 102 can be transported to an area proximate the air vehicle either by a flatbed truck, or some other mobile base. Once proximate the air vehicle, the tank 102 can either remain on its mobile base, or be placed directly on a ground surface near the air vehicle.

[0064] The holding tank is an intermediary tank that is not the same as the tank 102. The holding tank can either be mounted on a second mobile base, entirely separate from the fuel transfer system 300, or the holding tank can be coupled to the mobile base 302 such that the fuel transfer system 300 and the holding tank are one unit, providing a singular fuel pumping and transporting system. Optionally, the holding tank is a standard fuel tanker utilized by most airports for transportation of fuel.

[0065] The system 100 has the following advantages: [0066] Provides safe and secure storage of fuel.

[0067] Fuel can be easily transported away from the recovery site;

[0068] Fuel can be stored indefinitely m any location convenient to the users;

[0069] Fuel can be tested and recertified for use;

[0070] Significant savings are realized m response time and from use of fuel that would otherwise be removed for salvage;

[0071] l¾e system 100 can be used for crash recovery operations, scheduled fuel swaps, defueling air vehicles for maintenance checks, and prevents contamination of fuel while being held;

[0072] Multiple tanks 102 can be stacked to minimize the ground footprint;

[0073] The fuel transfer system 300 safely pumps, filters and monitors the fuel as it is loaded into the tank 102;

[0074] The locking system limits access to authorized personnel only;

[0075] The sump basins are designed to let water settle out and be easily removed;

[0076] l¾e sample ports provide convenient access for testing; and

[0Q77] Due to the configuration of the system 100, all necessary val ves, ports and controls are accessible from the side of the tank 102.