Aerial refueling system with telescoping refueling probe

Abstract: A refueling tank (16) has a telescopic refueling probe formed by a plurality of telescoping tubes (27,18,30) which are actuable for extension and retraction from an existing pylon mounted jettisonable external fuel tank (16) on the wing (17) of an aircraft. The telescopic drive action is achieved by a drive mechanism including a motor (14) and a jack screw mechanism which operates to extend and retract the telescoping tubes (27,18,30) slidably mounted, one on the other. The probe when fully retracted is completely enclosed within the associated fuel tank assembly (16) resulting in no additional drag or lift on the aircraft and keeping the probe concealed.

Description: BACKGROUND OF THE INVENTION 1.Field of the Invention This invention relates to an aerial refueling tank with a telescoping refueling system and more particular to such a device which is integrated into an existing wing pylon mounted fuel tank for use in the in-flight refueling of an aircraft. 2.Description of the Related Art. In flight aircraft refueling systems have been in use for many years. Such systems generally employ what is known as a "hose reel and drogue system." Such systems are described in the following U.S. patents: no. 3,100,614 issued 8/13/63 to Morrow; no. 3,061,246 issued 10/30/62 to Kirby; no. 4,633,376 issued 12/30/86 to Newman; no. 4,095,761 issued 6/20/78 to Anderson et al; no. 4,540,144 issued 9/10/85 to Perrella; and UK patent no. 740,334 filed 4/27/54 by Boeing. In all of such systems except that of Perrella, the aerial refueling probe of the aircraft being refueled is a fixed unit protruding from the fueling tank of the aircraft. In Perrella, a telescoping fuel probe driven by fuel pressure is described. This unit is relatively short and is retracted into a housing which is mounted on the fuselage of the aircraft. In the fully retracted position of this probe the fueling nozzle protrudes from the housing. In such systems of the prior art, all or a substantial portion of the fueling probe or its housing extends into the air stream not just when fueling but at all times. This adds undesirable drag and/or lift to the aircraft. Further, such visible units immediately indicate to unfriendly observers that the aircraft is capable of long range operations which information can have strategic disadvantages in military operations. Also, in many of the prior aerial refueling systems, it is difficult for the pilot to conveniently observe the fueling probe during the fueling operation. This, of course, makes the joinder of the probe and drogue more difficult and may require the assistance of another member of the flight crew. In a fighter plane with only a single pilot, it is essential that the pilot have full view of the probe to facilitate the joining of the probe with the drogue. According to a first aspect of the present invention, there is provided a fuel tank as set out in claim 1. According to a second aspect, there is provided a combination as set out in claim 8. According to a third aspect, there is provided a method as set out in claim 9. According to a fourth aspect, there is provided a combination of an aircraft and a fuel tank as set out in claim 12. The illustrated embodiment of the present invention is a significant improvement over prior art aerial refueling systems in providing a telescoping probe which extends far enough out at a proper angle so that it can readily be observed by the pilot during fueling and which is fully retracted into a fuel tank pylon so that it does not contribute aerodynamic lift or drag to the aircraft and cannot be observed when not fueling The illustrated embodiment of the invention employs a plurality of telescoping tube members, the innermost of such members having a fuel nozzle on its distal end. The telescoping members are driven between extended and retracted positions by means of a motor which may be electric or pneumatic. In its retracted position the telescoping members are completely contained within a fueling pylon or other external fuel tank of the aircraft. A "dry" compartment is provided for the motor within the tank to isolate the motor from the fuel. In its extended position, the probe nozzle of the innermost tube extends out far enough and at a angle relative to the aircraft so that it can readily be seen by the pilot from the cockpit. The rotational drive of the motor is converted to a linear drive by means of an elongated jack screw which engages a nut member fixedly attached to the innermost tube such that the rotational motion of the motor causes linear movement of the innermost tube. The other extensible telescoping tubes of which there may be one, two, or more are likewise linearly driven in response to the rotational drive of the motor either by means of a second jack screw or a slidable drive. The telescoping tubes are retracted into the fuel tank by reversing the rotation of the motor which reverses the linear motion of the tubes. It is therefore an object of the invention to provide an improved aerial fueling system using a probe and drogue type fueling connection. It is a further object of the invention to provide an aerial fueling system utilizing telescoping tubes which can be fully retracted into the aircraft fuel tank. It is a still further object of the invention to provide an aerial fueling system in which the fueling probe can readily be observed by the pilot from the cockpit. Other objects of the invention will become apparent in connection with the following description in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS Fig 1 is a side elevational schematic view of the probe in its extended position; Fig 2 is a side elevational schematic view with cutaway section illustrating the probe retracted into the fueling tank; Fig 3 is a side elevational view illustrating the motor drive; Fig 4 is a cross sectional view taken along the plane indicated by 4-4 in Fig 1; Fig 5 is a cross sectional view taken along the plane indicated by 5-5 in Fig 4; Fig 6 is a cross sectional view taken along the plane indicated by 6-6 in Fig 1 and illustrating the operation of the secondary jack screw and barrel nut. Fig 7 is a cross sectional view taken along the plane indicated by 7-7 in Fig 6; Fig 8 is a cross sectional view taken along the plane indicated by 8-8 in Fig 6; Fig 9 is an elevational view in partial cross section illustrating the operation of the secondary jack screw; Fig 9a is a perspective view illustrating the T-shaped lug used in achieving linear motion of the secondary jack screw; Fig 10 is a schematic view illustrating the shutoff valve used in shutting off the flow of fuel to the wing tank when it is full and transferring additional fuel to other tanks; Fig 11 is a side elevational view partly in cross section illustrating the details of the shutoff and transfer valve; ; Figs 12a-12c are schematic illustrations showing the placement of the probe so that it can be viewed by the pilot. Fig 13 is a schematic view of an alternative mechanism for extending and retracting the telescoping tubes showing the tubes close to the retracted position; and Fig 14 is a schematic view of the alternative mechanism of Fig 13 showing the tubes in the extended position. DETAILED DESCRIPTION OF THE INVENTION Referring to Figs 1 and 2, the system of the invention is shown in the extended and retracted positions respectively. Fixed tube 30 is fixed mounted on the outer wall of compartment 14 which houses motor 12. Compartment 14, which is mounted on the bottom wall of fuel tank 16 is fluid tight so that the motor is isolated from the fuel in the tank and thus kept dry. Fuel tank 16 may be a pylon mounted on the underside of the wing 17 of the aircraft. In the retracted position, as shown in Fig 2, middle tube 18 telescopes into outer fixed tube 30 and inner tube 27 telescopes into middle tube 18. Inner tube has a probe nozzle 28 on its distal end for mating with a drogue in feeding fuel into tank 16. Referring to Fig 1, for convenient viewing by the pilot during fueling, the probe 28 should extend out from the pylon a proper horizontal distance "H", at a proper vertical height,"V," and at a proper angle, "A" for the particular aircraft. The optimum parameters should be determined experimentally for each installation. For an F-16 aircraft, these parameters have been determined to be, as follows: "H"=84 inches ; "A" =10 degrees; "V"=34 inches. Referring now to Figs 3-9a, the drive mechanism for driving the device between its retracted and extended positions is illustrated. As shown in Fig 3, drive motor 12 which may be an electrical or hydraulic motor is supported within liquid tight or "dry" compartment 14 which is mounted on the floor of fuel tank 16. The drive shaft of the motor is fixedly attached to threaded shaft or jack screw 11a by means of bolt 10. Jack screw 11a is threaded along substantially its entire length and, as can best be seen in Figs 4 and 5, threadably engages barrel nut member 15 which is fixedly attached to primary extension tube 18. The barrel nut assembly is prevented from rotating by the frictional resistance to rotation of primary extension tube 18 and thus with rotation of jack screw 11a extension tube 18 is driven linearly. As shown in Fig 6, tubular shaft 11b which forms a second jack screw is externally concentric with jack screw 11a. As for the first jack screw, the outer wall of the second jack screw is also threaded along substantially its entire length. The second jack screw threadably engages barrel nut 25 fixedly attached to inner extension tube 27. As best can be seen in Figs 9 and 9a, a T-shaped drive lug 29 has the top of the "T" fixedly attached to the inner wall of second jack screw 11b. The first(inner) jack screw 11a has a groove 11c running along it longitudinal extent in which the bottom portion of the "T" slidably rides. Thus, the rotational motion of jack screw 11A is transferred to jack screw 11b while jack screw 11b slides along jack screw 11a thereby providing both linear and rotational motion of jack screw 11b. As noted above, second jack screw 11b threadably engages barrel nut 25 which is fixedly attached to inner extension tube 27. Tube 27 has the fueling probe nozzle 28 on its distal end. Thus, rotational motion of jack screw 11b linearly drives tube 27. Stop members 32(see Figs 6 and 8) extend from the inner wall of tube 18 to limit the forward motion of inner tube 27 relative to the middle tube. Thus, inner tube member 27 and middle tube member 18 are linearly driven relative to each other and to fixed tube member 30 to an extended position. The tube members are driven to the retracted position within the fuel tank by reversing the rotation of the motor. The aircraft fuel system distribution, critical to stability at low refueling speeds requires the capability of distributing fuel to both the internal and external fuel tanks. This is achieved pneumatically and is not effected while using the aerial refueling tank. During refueling, fuel is transferred to all internal tanks as it would with conventional wing mounted tanks. However, in order to provide fuel flow to the external fuel tank(pylon) on the opposite wing, a check valve 38 (See Figs 10 and 11) may be installed in the fuel system of the aircraft. Check valve 38, as shown in Fig 11, is a conventional three way, 2 position solenoid operated valve. This replaces the normally used one way valve that allows for the external tanks to be refueled through a conventional aerial refueling receptacle. The 3-way, 2 position valve allows both refueling through the aerial refueling tank and the aerial refueling receptacle. As shown in Fig 10, a shutoff valve 19 is provided in the fueling system. This valve is open during refueling to transfer the fuel taken in by the probe to all internal and external tanks. When the refueling tank 16 is full, tank level sensors close valve 19 so that fuel is no long longer fed to tank 16 but rather transferred to the other external and internal tanks. Additionally, when all internal and external tanks are full and refueling is terminated, valve 19 opens to permit any residue of fuel inside the probe to be fed to tank 16. Referring now to Figs 12a-12c, the positioning of the probe so that it can be conveniently viewed by the pilot is schematically illustrated. As already noted, in connection with Fig 1, the positioning of the probe determines this. Such positioning should be made so that the pilot faces the tanker and is able to view the probe. This is determined experimentally for each type of aircraft. These parameters are shown in Figs 12a and 12b for an F-16 aircraft, the angles shown being the pilot's viewing angle from the cockpit. Referring now to Figs 13 and 14 an alternate embodiment of the probe of the invention is schematically illustrated. This probe is driven as in the first embodiment from a retracted to an extended position by a motor, with the rotation of the motor being transferred to linear motion by a jack screw which engages a nut fixed to at least one of the tubes. This embodiment has a different implementation from the first embodiment for the drive mechanism employed for driving the middle tube and for the drive between the first and second jack screw. The same numerals are used to identify like parts of this second embodiment and the first embodiment. Fig 13 shows the probe in its almost fully retracted position while Fig 14 shows the probe in the extended position. Jack screw 11a is fixedly attached to the drive shaft of motor 12 which may be electrical or pneumatic. Jack screw 11a is threaded along substantially its entire length. Circular ring 40 is fixedly attached to the distal end of jack screw 11a, this ring having engagement or dog teeth 41 on the surface thereof. Jack screw 11b is hollow in form and is externally concentric with jack screw 11a. A capped portion 44 of jack screw 11b, located at one end thereof, has threads 43 on its inner surface which engage the threaded outer surfaces of jack screw 11a. The distal end of jack screw 11b is supported on the inner wall of inner tube 27 by means of slide bearings 46. Capped portion 44 is supported on a circular ring 50 by means of ball bearings 48. Circular end plate 58 of jack screw 11b has engagement or dog teeth 79 thereon. Fuel holes are provided in ring 50 and the slide bearing assembly to permit the passage of fuel therethrough. Inner tube 27 has a circular ring 52 fixedly attached thereto which has a threaded portion 53 which engages the threads on the outer surface of jack screw 11b. Probe nozzle 28 is on the distal end of tube 27. Middle tube 18 has a keyway 57 running longitudinally along its inner wall into which a ring member 60 on the outer wall of inner tube 27 fits and rides along while preventing rotation of the inner tube. Fixed outer tube 30 has a similar such keyway 62 in which ring member 64 of middle tube 18 rides to prevent rotation of the middle tube. Slide bearings 70 and fuel seals 72 are provided between outer tube 30 and middle tube 18 and between middle tube 18 and inner tube 27, these bearings and seals being on the inner surfaces of circular rings 74 extending from the outer and middle tubes. Apertures are provided in all of the ring and bearing assemblies in inner tube 27 to assure the passage of fuel therethrough. The device of the second embodiment of the invention operates as follows: In the fully retracted position(shown in Fig 13 moving in the extend direction a little less than fully retracted), the dog teeth 59a on jack screw 11a engage opposing dog teeth 59b on jack screw 11b, effectively locking the two jack screws together. The threaded portion 53 of tube 27 engages the threads on the outer wall of jack screw 11b. The two jack screws will rotate together with tube 27 being driven through female threaded portion 53 which engages the threaded outer wall of jack screw 11b. Inner tube 27, as already noted, is prevented from rotating by virtue of the engagement of ring member 60 in keyway 57. Therefore, inner tube 27 will be driven linearly. When inner tube 27 has extended far enough ring member 60 will engage the opposing ring 74a. Middle tube 18 is connected to jack screw 11b by ball bearings 48 which permits jack screws 11b to rotate while middle tube 18 is prevented from rotating by keyway 57. The middle tube 18 will extend outwardly until its ring member 64 abuts against the opposing ring member 74b of outer tube 30 at which point the probe is fully extended as shown in Fig 14. The probe is retracted by reversing the direction of rotation of the motor. This causes rotation of the inner jack screw 11a in an opposite direction. Frictional forces prevent outer jack screw 11b from rotating resulting in retracting linear motion of the outer jack screw. As it retracts, the outer jack screw drives the keyed middle tube backwardly. Once the outer jack screw 11b is fully retracted, the engagement teeth on the inner and outer jack screws are driven together in mating engagement. This results in rotation of the outer jack screw 11b which now drives threaded portion 53 of the inner tube. As the inner tube has its ring 60 keyed in groove 57, it is prevented from rotating and rather moves linearly inwardly until it reaches the fully retracted position. While the invention has been described and illustrated in detail, it is to be clearly understood that this is intended by way of illustration and example only and is not to be taken by way of limitation, the scope of the invention being limited only by the terms of the following claims.

Claims: A fuel tank mountable to an aircraft, the fuel tank comprising: a first compartment (16) for carrying fuel; a second compartment (14) isolated from the first compartment; a telescopic refuelling probe (30, 18, 27) having a probe nozzle (28) at a distal end, the probe being mounted in the fuel tank for movement between a retracted position wherein the probe is contained within the fuel tank and an extended position wherein the probe extends out of the fuel tank; and a motor (12) mounted in the second compartment and operable to move the probe (30, 18, 27, 28) between its retracted and extended positions. A fuel tank according to claim 1, wherein the refuelling probe comprises: an elongated shaft (11a, 11b) connected to a drive shaft of said motor (12), said shaft being rotatably driven by the motor; a stationary tube member (30); a plurality of movable tube members (18, 27) mounted coaxially within said stationary tube member for predetermined limited slidable motion relative to each other and to said stationary tube member; means (52, 53; 43, 44) for interconnecting said movable tube members (18, 27) together in driving relationship to each other; means (25) for connecting said elongated shaft (11a, 11b) to said one of said tube members (27) to drive said one of said tube members; and means (57, 60) for preventing rotational motion of said one of said tube members (27) while effecting linear motion thereof in response to the drive of said shaft, the arrangement being such that said motor (12) is operable to drive said tube members (18, 27) between the retracted position and the extended position. A fuel tank according to claim 2, wherein said one (27) of said tube members is the innermost of said tube members (18, 27). A fuel tank according to claim 2 or claim 3, wherein said elongated shaft (11a, 11b) is threaded along substantially its entire length to form a jack screw, the fuel tank further comprising means (25) fixedly attached to said one (27) of said tube members (18, 27) which threadably engage said jack screw (11a, 11b), and means for preventing rotation of said one (27) of said tube members so that rotation of the jack screw causes linear motion of said one of said tube members. A fuel tank according to any one of claims 2 to 4, wherein a second one (18) of said movable tube members (18, 27) has means (15) attached thereto for threadably engaging the jack screw (11a, 11b) formed by said elongated shaft, and means for preventing rotation of said second one (18) of said tube members (18, 27) whereby rotation of said jack screw (11a, 11b) linearly drives said second one of said tube members. A fuel tank according to claim 1, wherein a second one (18) of said plurality of tube members (18, 27) is linearly moved by said one (27) of said tube members (18, 27). A fuel tank according to any preceding claim, wherein said fuel tank (16) is mountable to a pylon (17) on a wing of said aircraft. The combination of an aircraft and a fuel tank according to any preceding claim, wherein in the extended position, the refuelling probe extends out from said fuel tank at an angle and a distance such that the probe nozzle can be viewed from the aircraft cockpit. A method for the aerial refuelling of an aircraft having a fuel tank according to any of claims 1 to 7, comprising the steps of extending the refuelling probe (18, 27, 28) out of the fuel tank; connecting the probe nozzle (28) to a fuel supply; and receiving fuel into said first compartment (16) of the fuel tank through said probe nozzle (28) and said probe (18, 27). A method according to claim 9, further including the step of: transferring fuel from said first compartment (16) of said fuel tank to an internal fuel tank of the aircraft. A method according to claim 9 or claim 10, further including the step of transferring fuel from said first compartment (16) of said fuel tank to a second external fuel tank (16a) mounted on said aircraft. The combination of an aircraft and a fuel tank of any of claims 1 to 7, wherein the aircraft comprises: a first pylon (17) for mounting said fuel tank; a second pylon for receiving a second external fuel tank (16a); at least one internal fuel tank; and valve means (38) operable to direct fuel received from said fuel tank through said first pylon (17) selectively to said internal fuel tank or to said second pylon for supply to said second external fuel tank (16a).

Inventors: GARCIA FRANK JR, HAROUTUNIANS HERACH, NASARENKO WALTER, GARCIA, FRANK, JR., HAROUTUNIANS, HERACH, NASARENKO, WALTER
Applicants: SARGENT FLETCHER INC, SARGENT FLETCHER INC.
Application year: 1998
Main classification: B64D39
IPC codes: B64D39