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Description of the aircraft emergency system EWISS
The basic concept is, that has not been previously considered is the
relationship between the survival chances of passengers and crew during
an emergency landing and
the wings remaining connected to the body of the aircraft.
All systems up to now concentrate on slowing down the spread of fire ( highly
inflammable upholstery, fuel, with Explosions reducer, etc ) or the reduction of impact
shock during an emergency landing on land or water the (concern with the damage
to passengers, through the danger of materials used within the body of the
aircraft ( e.g. sharp
EWISS does not replace any currently used system but instead supplements
it, in a hitherto unused method during an emergency landing on land or water,
or during a takeoff termination.
EWISS separates the dangerous wings and engines from the aircraft fuselage
and thus increases the
survival chances of those on board.
practice and system:
The system is conceived for both initial construction and for subsequent installation
for all types of aircraft, especially for those with wings abbuting the lower part of
the aircraft fuselage.
Middle of the wing and wing over the fuselage are not strictly considered but are also
suitable for EWISS. The use of the system for this type of aircraft would need to
The aircraft needs to be fitted out with the following equipment:.
or malicious operation. It should only be accessible to authorized
A position recommendation would be the side consoles at arm height.
cabin personnel controlled from the cockpit.
All electrical cables should have a positive break point at the point of
(Or similar effect producing material or method) on all spars at the
height of the fuselage wing connection. Explosive cord (Or similar
functioning material or method) to separate the panels at the same
height. At least 3 failsafe mutually checking detonation systems with
detonator. (Or process with similar safety)
the fuselage to a
At the outset of an emergency as defined by the flight handbook. The pilot begins
an emergency approach and pumps all the fuel from any middle fuselage tanks
into the wings. The crew makes as many approaches as are deemed necessary
to arrive at a sufficient
braking surface (in their opinion).
At a height dependant on aircraft type (between 30 and 50 feet). The wing separator
is then activated and the fuselage bullet like continues to travel forward while
the wings separate. Dependant on trim the fuselage will land level. It is braked
with a braking device (possibly a plough like braking system). When the fuselage
comes to rest the
evacuation process is effected.
The method must be optimized by the manufacturer and operator and this is thus to
be seen as the basis for the system. In all systems based on this method ( as long
as they do not already exist) this patent is applied.
EWISS assumes an inescapable fire danger when landing on land or water.
EWISS also makes possible a takeoff termination above the speed of the point of
no return during situations that would lead to a total aircraft loss with the
of life ( This must be determined by the operator).
In the following the accident is considered in individual circumstances with examples
of individual accidents
and the result that would occur if EWISS is simulated.:
Take off termination
The pilot determines that the plane is no longer land-able under normal
circumstances and weighs up the potential fire risk; this is in most cases high
( except where there is a fuel deficiency ). The pilot flies the aircraft to the designated
emergency landing strip ( e.g. a runway or landing field). When the necessary
height determined by EWISS has been reached it is deployed. The wings are
separated, and the braking system brings the fuselage to a stand still at a safe
distance from the wings. The subsequent impact of the fuselage is absorbed
by the deformation of the lower fuselage loading area.
: The Sioux City crash of a DC 10.
The pilot flew the aircraft to the airport after a total failure of the hydraulics in order to
land it. But because the machine was difficult to handle, it went out of control when
touching down and overturned catching fire. If EWISS had been installed and
had been activated shortly before touch down, the fuselage would not have turned
over and there would have been no fire in the fuselage. EWISS would have reduced
the number of deaths and possibly only light injuries ( from the crash) would have
the resultant damage.
The pilot determines that he must land on water and reduces height to one compliant
with the EWISS. The wings are separated and the fuselage sets down in the water
a water ski and glides further. Subsequently those on board can be evacuated.
Example: The emergency landing of a twin jet machine in front of the beach of a
The pilot allowed the port wing to drop down sufficiently to catch the water and
caused the machine to summersault with the resultant loss of life. If EWISS had
been in use the summersault would have been prevented as the fuselage would
have glided to rest in the direction of the beach.
The pilot determines after reaching take off speed that the aircraft should not lift.
The normal procedure is for the pilot to take off and do a circuit to land again;
otherwise he would continue over the end of the runway and crash with the probable
resultant explosion of full or partially full tanks. With EWISS the wings together
the fuel can be separated and the passengers will be saved.
The Concorde crash in Paris.
Even though the fire in the engine was noticed at take off the pilot had to start,
because he had reached the point of no return and this lead to the catastrophe.
With EWISS if the wings and engines together with the fire had been separated
from the fuselage, the fuselage would have slide away from the danger zone.
number of dead would have been reduced or possibly eliminated..
During a high jacking or suicide
During a high jacking it could be determined if it was possible to prevent this
by rendering the airplane inoperative with EWISS, thus removing the purpose
of the high jacking.
Suicide high jackings may be prevented by operating EWISS over unpopulated
areas ( This could have prevented the type of attack on the 11th September provided
someone on board had had the courage to operate the system) ( the
announcement of the installation of such systems would also reduce the interest
terrorists in participating in such actions).
EWISS uses existing technology from within the aerospace industry. For example
the destruction of aircraft canopies prior to pilot ejection in military jets. The techniques
currently used in building destruction provide additional information. These techniques
merely have to be applied and not newly developed. This reduces the cost and risk
Because of low cost system components and minimal changes in aircraft construction
disproportional increase in safety will be achieved..
As 90 % of all accidents in air traffic result in deaths during start or landing the use
of EWISS would be an objective as well as subjective (important after 11 September)
in safety for crew and passengers.
This increase in safety should in the medium term also affect insurance premiums
which could cover the amortization of the investment in such systems. The
improvement in safety image amongst the broader population would also be
to the aircraft industry.
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