Numerous transport facilities are known in which both loads and persons are transported along suspended cables or permanently installed rails. Cable car cranes have been developed specifically for outdoor load transport, particularly in forestry, which can be driven along taut cables and allow the transport of tree trunks or similar loads from poorly accessible terrain.

Due to the constantly changing locations, these transport systems are mobile facilities which are assembled at the required place and are dismantled after the entire freight has been transported away, during which the cables are unreeled from corresponding transport reels and then rewound back onto these.

The constantly repeated assembly and dismantling of the cables, the movements of the cable car crane occurring during the operation of the system and the con- stantly changing loads on the cable result in heavy wear and fatigue to the cable and make extensive maintenance of the employed cables necessary to ensure the smooth operation of the system and to prevent dangerous accidents.

These known transport systems also have the disadvantage that it is necessary to install further cables for the energy supplies of electrically driven cable car cranes and the equipment located on the cable car crane, which makes it necessary to employ suitable auxiliary equipment.

In another knourn transport system, the load is transported by the constant circu- lation of the transport cable. Although this system does not require a cable car crane running on the cable, the constant circulation of the cable results in a far higher load on the cable and an increased extent of necessary maintenance.

It is therefore an object of the present invention to provide a system to transport loads which is versatile in use and simple to assemble and which is subject to only little wear. It is a further object of the present invention to provide a transport rail, a rail car and an aircraft particularly for a system to transport loads.

According to the invention, the object is solved by a system to transport loads as specified in Claim 1, a suspension rail as specified in Claim 16, a rail car as specified in Claim 27 and an aircraft as specified in Claim 35. Advantageous developments on the invention are indicated in the contingent claims.

The system to transport loads in accordance with the invention, in which the loads may include freight goods of all kinds or people, has a suspension rail which is freely mounted suspended on air on at least one cable and/or rope held between two points of suspension.

The suspension rail is attached to the cable and/or rope in such away that relative movements between the suspension rail and the cable and/or rope are prevented.

Due to this, the cable or rope is not subject to wear by the operation of the system, resulting in a long service life of the rope or cable the therefore also for the system.

Maintenance work is almost completely unnecessary during operation.

When suitably constructed, the suspension rail has the further advantage that an attached rail car is guided by the rail. Undesired oscillating movements around the longitudinal axis of the suspension rail can be effectively prevented so that, in

contrast to the known transport systems along suspended ropes or cables, the system can be installed in situations in which obstructions are located at a small distance from the system.

In contrast to the known transport systems, the suspension rail in accordance with the invention has the advantage that the rope and/or cable is not caused to sag at the suspension point of the load on the suspended rail. This reliably prevents damage to the load due to contact with the ground caused by sagging, which can otherwise only be achieved by extensive measures, namely laborious installation with greater ground clearance or an expensive control system installed on a cable hoist to achieve automatic height compensation.

Another advantage of the system according to the invention results from its simple assembly. After the rope and/or cable has been tightened, the suspension rail can be simply attached to the rope and/or cable in a simple manner without the use of auxiliary aids such as cranes or lifting equipment.

According to a further development of the invented system, the suspension rail consists of several modules of the same kind (Claim 2). The modules represent independent rail elements which compose the rail alone or in combination with other modules, in which all are suitable to receive the same rail car.

Identical, straight modules are usually employed to make up the suspended rail.

However, modules of different lengths or with radii can be used in the system for adjustment to the infrastructure, so that the suspension rail can be designed with few restrictions.

The modular construction of the suspension rail according to this further develop- ment of the invention also allows the assembly of the suspension rail by just one person, whereas the dimensions and weights of the individual modules do not

exceed the dimensions which can be handled by one person. The assembly work can thereby be conducted mainly without auxiliary aids.

According to a further embodiment of the invention, the cable and/or rope is embedded in the suspended rail (Claim 3). This design of the invention has the advantage that the cable and/or rope is protected in the vicinity of the suspended rail during the operation of the system against external influences such as the effects of the weather or mechanical effects, which further increases the service lives of the employed ropes or cables.

In accordance to a particularly advantageous development of the invention, the cable (s) and/or rope (s) is/are arranged in one or more tube (s) extending parallel to the suspension rail and arranged between an upper section and a lower section of the suspension rail (Claim 4). The cable (s) and/or rope (s) is/are embedded between the upper section and the lower section of the suspension rail. The two- part construction of the suspension rail simplifies the embedding of the rope or cable during assembly.

After assembly of the cables and/or ropes at a defined tension, it is fundamentally unnecessary to change the attachment of the cable and/or rope. However, accord- ing to a further refinement of the invention, at least one end of the cable and/or rope is connected to a tensioning device (Claim 5). The tensioning device may be attached at just one end or at both ends of a cable and/or rope. This arrangement makes it possible to react flexibly to changing loads. The claming devices can also be employed to compensate any occurring vibrations. Also, if several ropes or cables are employed, these can be tensioned simultaneously using the tensioning devices.

In accordance to a particularly advantageous development of the invention, a cable winch is provided as the tensioning device (Claim 6). The cable winch allows the

direct transmission of the tensioning force to the cable or rope. The cable winch is also suitable to store the cable or rope when not in use.

The cable or rope can be proportioned such that the installation of further sup- porting elements for the installation of the suspension rail and for the operation of the system is unnecessary. However, according to an advantageous development of the invention, the suspension rail is additionally attached to a supporting cable (Claim 7). The use of one or more additional supporting cables improves the load capacity of the system in a supplementary manner and, particularly in this design, allows an almost level suspension of the suspended rail without sagging due to the load supported by the supporting cable (s) hanging above. The supporting cable can be attached directly to the suspension rail or using vertical holders with corre- sponding suspension holders. To improve longitudinal movements and, in par- ticular, to prevent amplified oscillations in the axial direction of the suspension rail, the vertical holders can be replaced or supplemented by diagonal holders such as rods, cables etc. attached to the supporting cable. The supporting cable itself is anchored at one end and, if necessary, section by section to corresponding attach- ment points.

In accordance to an advantageous development of the invention, anchor cables are provided to stabilise the system, where the anchor cables are attached at intervals to the suspension rail on the one hand and anchored in the ground on the other hand (Claim 8). The anchor cables are most favourably arranged to run diagonally away from the suspension rail to the ground to reliably prevent contact with the transported load. The use of these anchor cables supplements the safety of the system which, due to this development, can remain in operation under the influ- ence of high winds without the hazard of amplified oscillations in the system. The usefulness of the system is therefore further increased.

The anchor cables can be attached directly to the suspension rail, preferably with

suspension holders on the upper part of the suspension rail. However, in accor- dance to a particularly advantageous embodiment of the invention, the anchor cables are attached to the suspension rail via connecting cables extending parallel to the suspension rail at a distance on both sides of the suspension rail where the connecting cables are attached to the suspension holders at the top of the suspen- sion rail by use of diagonally braced steel cables (Claim 9).

This design, in which the connecting cables lie mainly in the same horizontal plane as the suspended cable, allows the anchor cables extending diagonally from the suspended rail to the ground to be arranged at a greater distance from the sus- pended rail, which prevents collisions with the transported loads in a particularly reliable manner.

The particularly advantageous combination of the diagonally braced steel cables with the suspension holders also allows the use of a rail car which completely encircles the suspension rail, including at its upper side, which supplements the safety of the system.

The diagonal bracing according to this development of the invention also increases the stability of the auxiliary stabilising rigging by further reducing oscillating movements in the longitudinal direction of the rail. This reliably prevents amplified wave oscillations caused by uncontrolled movements. Also the whiplash effect caused by telluric movements can be almost completely prevented by parallel bracing of the rail on both sides according to a development of the invention.

The drive of the rail car and the equipment located on the rail car such as cranes, winches etc. can be implemented in an arbitrary manner. For example, if electric drives are employed, the electrical supply can be provided by separate cables.

However, according to a further advantageous embodiment of the invention, the cable (s) can be used to electrify the suspension rail (Claim 10). This development

of the invention also allows the electrification of long, freely suspended sections of rail without the use of cable drums or looping devices. Apart from the desired load capacity of the suspended rail, the number of cables resulting from the type of supply is decisive for the number of channels provided in the suspension rail, which is arbitrary. For example, if three-phase electricity is used, at least four channels are necessary, namely three for the live conductors and one for the neutral con- ductor.

The use of the cable (s) to electrify the suspension rail has the further advantage that auxiliary assemblies on the suspension rail are unnecessary. This results in a simple construction of the entire system. The cable (s) is/are arranged in such a manner on the suspension rail that its outside is not electrified to prevent hazards to people and animals. The current is transferred through specified contacts which provide electric power at defined points. Most advantageously, the rail car is designed and arranged on the suspension rail in such a way that the suspension rail can be used to supply power to the rail car (Claim 11). According to this develop- ment of the invention, the rail car is adapted to the suspension rail and preferably employs sliding contacts to draw the current to drive the rail car and the equipment installed on it.

Apart from the industrial usefulness for transport, the invention is also suitable for leisure purposes. Another aspect of the invention relates to the use of the system to transport loads for the operation of tethered flight. According to a further em- bodiment of the invention, an aircraft designed to receive at least one person is suspended from the rail car (Claim 12). The aircraft allows steered flight in the air along suspension rails located in the air between two anchor points. The aircraft is suspended beneath the suspension rail. The combination of a forwards movement of the driven rail car guided by the suspension rail with the ability of an aircraft to execute right and left turns gives a realistic sensation of flight, where the secure attachment of the aircraft to the rail car reliably prevents crashes and other acci-

dents.

In contrast to other leisure activities such as skiing, this system causes only mini- mum damage to the environment. The soil is not compacted and the flora and fauna remains almost completely undisturbed by the silent operation.

The installation of several systems in line allows a concentrated exploitation of a relatively small area and thereby guarantees a simple extension of the installation in cases of great public attendance. Beyond this, several systems running parallel to each other allow aerobatic competitions and freestyle flying. The system is reproducible on a large scale and is easy to install.

According to a further embodiment of the invention, the aircraft is attached to the rail car by a rope, preferably by an elastic rope (Claim 13). This attachment of the aircraft to the rail car supplements the range of activity of the aircraft. The use of an elastic rope in combination with an aircraft allows the development of lift during the flight and, apart from right and left bends, also movements to be executed upwards and downwards within the range of elasticity of the elastic rope. This allows the degree of realism of the tethered flight to approximate free flight, a pin- jointed connection of the rope with the rail car and/or to the aircraft according to a further development of the invention further increases the sensation of flying (Claim 14).

In contrast to a vertical jump attached to an elastic rope, this form of execution of the invention also has the advantage that the elastic rope is not strained to its maximum limit of elasticity, which substantially increases the service life of the elastic rope. Another difference to so-called bungee jumping is the duration of the flight, which depends on the length of the supported rail and can last for several minutes.

In principle, the system can be used for the operation of tethered flight wherever there is sufficient space. The design of the starting and landing points is arbitrary.

When installed over a flat surface, e. g. a beach, pylons or similar structures can be used. In according to a further development of the invention, the ends of the suspension rail are located above slopes ascending towards the ends of the suspen- sion rail (Claim 15). In conjunction with an elastic rope, the arrangement of the ends of the suspension rail above an inclination allows a gentle start and gradual tightening and tensioning of the elastic rope until the entire weight of the aircraft and of the passenger (s) is completely suspended by the rope, which further in- creases the comfort and safety of the system.

The suspension rail in accordance with the invention is particularly suitable for a system to transport loads and is designed in such a way that it can be mounted on at least one cable and/or rope (Claim 16). This design of the suspension rail allows the direct installation of the cables and/or ropes on the suspension rail without the use of additional retaining or fastening elements. The suspension rail according to the invention is therefore characterised by its simple assembly and low production costs.

According to a further development of the invention, the suspension rail is de- signed in such a way that the cable (s) and/or rope (s) can be installed inside the suspension rail (Claim 17). The design according to this development of the inven- tion allows the cable (s) and/or rope (s) to be protected against external influences.

For this, the suspension rail has one or more holders in which the cable (s) and/or rope (s) can be inserted. It is also possible to introduce non-oxidising grease to seal the cable (s) and/or rope (s).

In accordance to an advantageous embodiment of the invention, one or more tube (s) extending parallel to the suspension rail is/are located between an upper section and a lower section of the suspension rail to receive the cable (s) and/or

rope (s) (Claim 18). The formation of the tubes (s) between the upper and lower sections allows simple production of the suspension rail with axial receiving open- ing (s). In particular, the use of two or more cables and/or ropes allows a stable installation of the suspension rail incapable of twisting.

The formation of the suspension rail from upper and lower sections also simplifies assembly, in which the cable (s) and/or rope (s) must only be inserted in the speci- fied tubes (s) of one section, preferably the lower section, and in which this is then attached to the upper section, whereas the upper section and the lower section are joined in a detachable manner according to a advantageous embodiment of the invention (Claim 19). The detachability of the joint allows inspections and mainte- nance of the cables or ropes and also allows these to be tensioned, during which the joint between the upper section and the lower section of the suspended rail must only be loosened and the desired tension adjusted, after which the rail sections can then be joined firmly to the tensioned cable (s).

In accordance to a further development of the invention, the ends of the suspension rail are designed for connection to further suspension rails (Claim 20). It is there- fore possible to bridge distances of any length with one suspension rail installation, in which this can be composed of a number of individual suspension rails. The means of the connection is arbitrary.

According to an advantageous design of the invention, a suspension holder is provided for attachment of the suspension rail to a supporting device (Claim 21).

The possibility of attaching the suspension rail to a supporting device as well as to the cable and/or rope allows the load capacity of a system equipped with the suspension rail to be supplemented. Additional supporting cables can be employed as supporting devices, which can be attached to the suspension rail at the corre- sponding suspension holders, e. g. eye bolts.

The rail car can move by any method on the suspension rail. However, in accor- dance to a further embodiment of the invention, a toothed rack is provided, which can engaged with a drive unit of the rail car (Claim 22). The use of a toothed rack ensures a highly reliable movement of the rail car along the suspension rail, even under heavy loads and difficult conditions such as rain etc.

According to a further development of the invention, on each side surfaces opposite to the rail car a recess extends parallel to the axis of the suspension rail to receive guide elements (Claim 23). This recess may have a T-shaped cross section and allows guide wheels to be installed on the rail car. The recesses ensure a stable arrangement and secure guidance of the rail car on the suspension rail, which prevents the rail car from becoming derailed from the suspension rail.

To supply power to the suspension rail and to components, such as position lamps located on the suspension rail and to supply power to the electrically driven rail car and the electrical equipment installed on it. In accordance to an advantageous embodiment of the invention, the suspension rail is designed in such a way that the cable can be used to supply power to the suspension rail and/or the rail car. This makes separate cables and connections to the suspension rail unnecessary.

The cable is electrified from an external source and this electricity is distributed inside the suspended rail. In accordance to a particularly advantageous develop- ment of the invention, the lower section has contact bridges to conduct the elec- tricity supplied by the cable to a current collector line running inside the lower section (Claim 26).

To prevent the hazard of electric shocks, the exposed surface of the suspension rail is not electrified. This is achieved according to a particularly advantageous devel- opment of the invention by manufacturing the suspension rail of non-conductive materials (Claim 25).

A rail car according to the invention is particularly suitable for use on a suspension rail for a system to transport loads. The rail car is characterised by at least one guide element which can engage with a correspondingly designed recess in the suspension rail and at least one drive unit (Claim 27). The attachment of a guide element allows a stable attachment largely free of play of the rail car to a corre- spondingly designed rail.

According to an advantageous development of the invention, the rail car has a substantially U-shaped frame with flanges at the ends of the shanks aligned sub- stantially perpendicular to the flanges and facing each other which face each other (Claim 28). The frame fully encircles the bottom and the side surfaces of the sus- pension rail when the rail car is fitted on the suspension rail. The top of the suspen- sion rail is partially covered by the flanges, so that the frame almost completely encircles the suspension rail in dependency on the size of the flanges.

The frame according to this development of the invention increases the secure attachment of the rail car to the suspension rail. In the case of an almost inconceiv- able loss of the guide elements, these flanges hold the rail car on the rail.

Furthermore, the frame protects the components of the rail car against the weather and can also be used to guide the rail car on the suspension rail.

To allow simple installation of the rail car on the suspension rail, the flanges are mounted pivotably on the free shank ends of the U-shaped frame according to a particularly advantageous development of the invention (Claim 29).

The flanges can be preferably swivelled through 90° between a position vertical to the ends of the shanks and a position approximately parallel to the ends of the shanks. However, a swivel angle of 180° or more beginning from a position ap-

proximately vertical to the ends of the shanks is also possible.

In accordance to advantageous design of the invention, respectively one or prefera- bly two or more opposing calibrating rolls are attached to the side surfaces of the frame in such a way that their running surfaces can engage with the side surfaces of the suspension rail (Claim 30). The calibrating rolls supplement the guidance of the rail car on the suspension rail. In contrast to the guide elements, the calibrating rolls do not run in the recesses preferably made inside the suspension rail, but roll with their running surfaces on the side surfaces of the suspension rail.

The use of a drive unit attached directly to the rail car also makes complicated cable or chain drives etc. unnecessary. The rail car is independent of external drives and can be moved freely along the rail by suitable control equipment.

'' According to a further development of the invention, one or preferably two electric motors is/are provided as the drive unit, where a sliding contact is attached to the rail car which on the one hand can be brought in contact to the sliding collector line contained in the suspension rail and to the electric motor on the other hand in order to supply power to the electric motor (Claim 31). The sliding contact ensures a continuous supply of energy to the electric motor. In contrast to combustion engines, which can also be used as a drive unit, electric motors require less mainte- nance. It is also unnecessary to supply these intermittently with fuel. Furthermore, electric motors have the advantage of almost silent operation.

In accordance to a particularly advantageous embodiment of the invention, the sliding contact is designed to supply other equipment installed on the rail car in order to avoid cumbersome electric supplies to various equipment which can be attached to the rail car (Claim 32).

In accordance to a further development of the invention, the electric motor acti-

vates a drive pinion which can be engaged with a toothed rack on the suspension rail in order to transmit the drive torque to the rail (Claim 33). The drive pinion almost completely prevents the occurrence of slippage and ensures the travel of the rail car on the rail in a particularly reliable manner. To prevent stoppages due to jamming of the rail car during its movement along the rail in a particularly reliable manner, according to a further embodiment of the invention as guide elements two rollers arranged diametrically on the rail car are provided, which can engage with corresponding side recesses of the suspension rail, whereas the axes of the rollers are arranged aligned (Claim 34).

A aircraft for a system for the operation of tethered flight, particularly for attach- ment to a system for the transport of loads, is characterised by an aerofoil, a sup- porting device attached to the aerofoil to attach a person to the aerofoil and a fastening device to attach the aircraft to a drive device of the system for the opera- tion of tethered flight (Claim 35).

According to the invention the construction of the aircraft allows it to be attached to any desired drive device which can be used to drive the aircraft forwards. Specifi- cally, the aircraft is suitable for attachment to a rail car of a system to transport loads.

The aerofoil is designed such that a person attached to the aircraft can execute flight manoeuvres by shifting the body's weight when the aircraft is driven for- wards. If an elastic rope is used to attach the aircraft to the rail car, both horizontal and vertical flight manoeuvres can be executed, in which the vertical flight ma- noeuvres result from the lift conferred by the design of the aircraft, which is exerted during the forward movement of the aircraft.

A person is attached to the aircraft by a correspondingly designed supporting device which ensures the secure attachment of the person to the aircraft and also

is attached such to the aircraft that shifting the body's weight allows the aircraft to be steered.

The aircraft according to the invention has the advantage that nearly anybody can enjoy the experience of free flight without taking the risk of a crash. The aircraft also has the advantage that no or only little instruction or practice is necessary.

In accordance to an advantageous development of the invention, the aerofoil is attached to a central forked thill and to a sail mast attached to the thill (Claim 36).

These impart increased stability and strength to the aircraft, allowing more precise flight manoeuvres. To further increase the stability, reinforcing laths are attached to the aerofoil according to a particularly advantageous embodiment of the inven- tion (Claim 37).

According to a further embodiment of the invention, the aerofoil has handholds (Claim 38). These allow the pilot to transfer the movements of his body largely to the entire aerofoil, which allows precise flight manoeuvres to be executed particu- larly easily.

In according to a further development of the invention, the supporting device is provided by a supporting frame attached to the forked thill, to which a supporting harness is attached (Claim 39). The use of a supporting frame attached to the forked thill allows this to receive the supporting harness without the need to make changes to the forked thill. The use of a uniform connection between the forked thill and the supporting frame is conceivable so that it is only necessary to replace the supporting frame, of which several are available with different supporting harnesses, in order to adjust to different body sizes of the pilots. Systems can also be employed which allow a rapid attachment and detachment of the forked thill and the supporting frame.

According to an advantageous embodiment of the invention, footrests are attached to the supporting frame to ensure the comfortable position of the pilot and also to allow steering movements with the feet (Claim 40). In accordance to a further advantageous embodiment of the invention, the supporting harness has leg loops and safety straps, which also increase comfort and improve steering (Claim 41). The safety straps also have the function of preventing the pilot from falling out.

Exemplary embodiments of the present invention will be explained in the following in move detail with reference to the drawings, wherein: Fig. 1 shows a first example of the embodiment of a system to transport loads with an attached aircraft ; Fig. la shows a second example of the embodiment of a system to transport loads; Fig. 2 shows an anchor base of the system to transport loads in Fig. 1 ; Fig. 3 shows a perspective drawing of the aircraft in Fig. 1 ; Fig. 4 shows a bottom view of the aircraft in Fig. 1 ; Fig. 5 shows a top view of the aircraft in Fig. 1 ; Fig. 6 shows a side view of the aircraft in Fig. 1 ; Fig. 7 shows a front view of the aircraft in Fig. 1 ; Fig. 8 shows a rear view of the aircraft in Fig. 1 ; Fig. 9 shows a perspective view of a suspension rail of the system to transport loads in Fig. 1 with an attached rail car; Fig. lo shows a further perspective view of the suspension rail in Fig. 9 with the attached rail car; Fig. 11 shows a bottom view of the suspension rail with the attached rail car in Fig. 9 ; Fig. 12 shows a top view of the suspension rail with the attached rail car in Fig.

9 ; Fig. 13 shows a side view of the suspension rail with the attached rail car in Fig.

9 ; Fig. 14 shows a cross-section of the suspension rail with the attached rail car in Fig. 9 ; Fig. 15 shows a magnified drawing of Section A in Fig. 14 ; Fig. 16 shows a cross-section of the suspension rail along section B-B in Fig.

14 ; Fig. 17 shows a cross-section of the suspension rail along section C-C in Fig.

13 ; Fig. 18 shows a cross-section of the suspension rail along section A-A in Fig.

13 with the attached rail car; Fig. 19 shows a further front view of the suspension rail in Fig. 9 ; Fig. 19a shows a front view of the suspension rail in Fig. 9 with the attached steel cables of stabilising rigging; Fig. 20 shows a further perspective view of the suspension rail in Fig. 9 ; Fig. 21 shows a side view of the suspension rail in Fig. 9 ; Fig. 22 shows a perspective view of the rail car in Fig. 9 ; Fig. 22a shows a perspective view of a further embodiment of the rail car; Fig. 22b shows a magnified drawing of Section A in Fig. 22a; Fig. 23 shows a front view of the rail car in Fig. 22; Fig. 23a shows a front view of the further form of execution of the rail car in Fig.

22a; Fig. 24 shows a side view of the rail car in Fig. 22; Fig. 25 shows a top view of the rail car in Fig. 22; Fig. 26 shows a perspective view of an electric brush plate of the rail car in Fig.

22; Fig. 27 shows a magnified drawing of Section A in Fig. 26; Fig. 28 shows a top view of the electric brush plate in Fig. 26 ; Fig. 29 shows a cross-section of the electric brush plate along section A-A in Fig. 28 and Fig. 30 shows a cross-section of the electric brush plate along section B-B in

Fig. 28.

Fig. 1 depicts a system to transport loads 56, which is rigged above a gully 35. The system 56 has a suspension rail 27 made of non-conductive materials, which has a core consisting of two parallel cables 20, which are the basis for the installation of the suspension rail 27 made up of identical individual rails.

The ends of the cables 20 are attached through a tension meter 28 and an insulator 29 to one cable winch 30 each, which hold the suspension rail 27 between the anchor points 37 of the cable winches 30 (see Fig. 2). The tension meters 28 allow the exact and simultaneous tensioning of the cables 20.

Two current collectors 38 located between the insulators 29 and the suspension rail 27 are used to electrify the cables 20, which are guided over insulated pulleys 39 located near the end of the suspension rail 27 to align the direction of tension of the cables 20. The insulator 29 isolates the electrified cables 20 from earth.

To increase the load capacity of the system 56, the suspension rail 27 is additionally attached at its top to vertical holders 26 located at intervals and diagonal holders 26a. The ends of the vertical and diagonal holders 26,26a opposite to the suspen- sion rail 27 are attached to a supporting cable 25. The ends of this supporting cable 25 are each attached to a tensioning winch 24 to create the tension, which stabilises the entire suspension rail 27.

A rail car 31 which runs on the suspension rail 27 is installed in the system 56 and is connected by an elastic rope 32 to an aircraft 55, which is depicted in Fig. containing a person in various stages of tethered flight.

A stairway 33 is located beneath each end of the suspension rail 27, which descends towards the centre of the suspension rail 27. A takeoff and landing track 34,36

begins at the feet of the stairways, which also descend towards the centre of the suspension rail 27.

The inclination of the takeoff and landing tracks 34, 36 is designed specifically for the use of the system 56 as a leisure facility. After the rope 32 has gradually tight- ened, the tethered flight begins and extends mainly over the width of the gully 35.

The person is suspended up to twenty metres or more beneath the suspension rail 27 on the elastic rope 32. The landing track 36, which ascends gradually towards the end of the suspension rail 27, allows a gentle landing. After the rope 32 has become completely slack, the person can be detached from the aircraft 55.

Fig. la depicts a further embodiment of a system 56a to transport loads. Compared to the system 56 depicted in Fig. i, this system 56a has stabilising rigging located at both sides of the suspension rail 27. This consists of two steel cables 59 tensioned by cable winches 30 on the right and left parallel to the suspension rail 27 and in the same horizontal place as the suspension rail 27 at a specific distance (e. g. 20 metres), which are attached at the ends facing the suspension rail 27 with diago- nally tensioned, e. g. in a truss system with steel cables 59a to the suspension rail 27 and at the opposite ends to anchor cables 57 extending diagonally to the ground.

The ends of the anchor cables 57 opposite the steel cables 59 are anchored to the ground at anchor points 58.

Fig. 3 to 8 show a form of execution of the aircraft 55. This has an aerofoil 42 which is connected at its centreline to a forked thill 44. The aerofoil 42 is attached at the front to a sail mast 45. Reinforcing laths 47 in the area between the forked thill 44 and the ends of the aerofoil 42 are used to stabilise the aerofoil 42.

A supporting harness 48 is provided to receive a person and is attached to a sup- porting harness holder 50, which is attached to the forked thill 44. The supporting harness holder 50 extends at the rear of the aerofoil 42 beyond its ends and has a

spar 52 at the end to which two footrests 49 are attached. The supporting harness 48 is designed to receive the torso of a person and is secured with bucldes 53. Two safety straps 41 prevent the person from slipping out at the front of the aircraft 55.

Two leg loops 51 also attached to the supporting harness holder 50 are used to receive the legs of the person, who can place his hands on the handles 46 located in the area between the forked thill 44 and the ends of the aerofoil 42 near the sail mast 45.

Two supporting ropes 43 are located on the forked thill 44 on the top of the aircraft 55, whose ends are attached to the front and rear of the forked thill 44. In the middle, the supporting ropes 43 are guided through a pulley 54, which is suitable to attach the aircraft 55 to a rail car 31. A stop element 65 on the supporting ropes 43 restricts the movements of the pulley 54 along the supporting ropes 54.

Fig. 9 to 18 show various views of the suspension rail 27, which is constructed of two modules 27a and 27b, with an attached rail car 31. The suspension rail 27 is manufactured of non-conductive materials. Each module 27a and 27b consists of an upper section 1 and a lower section 2, which are bolted together. Two cables 20 are embedded between the upper section 1 and the lower section 2. Two contact bridges 40 (see Fig. 19) in the lower section 2 conduct the electricity from the electrified cables 20 to a sliding contact 23 protected in the lower section 2, where it can be drawn by sliding contacts 22 (see Fig. 15) of two electric motors 18 of the rail car 31 to supply them with power, but also to supply other equipment which can be attached to the rail car 31.

Two toothed racks 19 are bolted to the bottom of the suspension rail 27, namely to the lower section 2 of each module 27a and 27b and run parallel to the longitudinal axis of the suspension rail 27, which absorb the force of the drive pinions 14 at- tached to the electric motors 18. A suspension holder 21 is located on the top of the suspension rail 27, namely on the upper section 1 of each module 27a and 27b, with

which the suspension rail 27 can be attached to the vertical and diagonal holders 26 and 26a. The ends of the individual modules 27a and 27b of the suspended rail 27 are designed for the form-fitted connection to further modules 27a and 27b and have a joint connection for this purpose (see Fig. 19 to 21).

The lower section 2 also has recesses 4a on the outsides parallel to the longitudinal axis of the suspension rail 27, which are lined with wear profiles 4 and in which the rollers 5 of the rail car 31 are guided. LED signal lamps 3 are also located on the upper section 1 for air traffic safety.

Fig. iga shows a view of the suspension rail 27 which is attached with two steel cables 59a to the stabilising rigging. The steel cables 59a are not attached directly to the suspension rail 27, but to the suspension holders 21.

The suspension rail car 31, which draws the electrical energy for its travel from copper or other sliding contacts 22 attached to a non-conductive brush plate 15, consists of a frame 7 made of aluminium, metal or a special plastic, on which three opposing rollers 5 are located at the side surfaces in contact with the sides of the suspension rail 27 and run in the recesses 4a of the suspension rail 27 (see Fig. 22 to 25).

The rollers 5 are held in bearings 8 on the outside of the frame 7 of the rail car 31.

Two calibrating rolls 12 running parallel to each other are fitted to a holder 9 attached to the outside of the frame 7 vertically to the axis of the rollers 5 on both sides of the frame 7. Bearings 10 are located on the outside of the frame 7 to hold the calibrating rolls 12. The running surfaces of the calibrating rolls 12 run on a side surface 13 of the suspension rail 27.

The section of the frame 7 which encircles the top of the suspension rail 27 is not continuous and is executed by two flanges 64. The flanges 64 extend towards each

other vertically from the shank ends of the U-section frame 7.

In the guide rail car 31a shown in Fig. 22a, 22b and 23a, the flange 64 can be swivelled on a hinge axis 6o attached to the frame 7, in contrast to rail car 31. A swivel lever 61 held by a pin 62 in two guide bushings 63a and 63b allows the flange 64 to be arrested in a position vertical to the shank ends of the frame 7.

A holder 16 for a rotating hook 17 is located on the bottom of the frame 7 of the rail car 31. The two electric motors 18 attached to the frame 7 of the rail car 31 engage with their drive pinions 14 in the toothed rack 19 of the suspension rail 27. The electrical supply for the electric motors 18 is provided by the T-shaped brush plate 15 located in the rail car 31, which draws the current from the slide contact 23 with the attached sliding contacts 22. The current is conducted from the brush plate 15 to the electric motors 18 by cables not shown in this figure. Different views of the brush plate 15 are shown in Fig. 26 to 30.