EP0202228A1

EP0202228A1 - Aircraft safety cushion assemblies

Info

Publication number: EP0202228A1
Application number: EP85900942A
Authority: EP
Inventors: Bertil R. L. Werjefelt
Original assignee: Individual
Current assignee: Individual
Priority date: 1984-11-30
Filing date: 1984-11-30
Publication date: 1986-11-26
Also published as: IL74717A0; WO1986003130A1

Abstract

Un agencement de coussin gonflable de sécurité est attaché à la partie intérieure d'un aéronef et gonflé dans la direction d'un passager assis. L'agencement est défini par un élément de coussin transparent gonflable (30) attaché à une source d'air ou de gaz (14), activé de façon à se gonfler et à protéger le passager assis contre des chocs. L'agencement peut être déployé sur le pare-brise (23) et/ou le tableau de bord (21) afin de permettre au pilote de l'aéronef de regarder à travers le coussin de sécurité lorsque le cockpit est rempli de fumée. Un élément de coussin gonflable peut en outre prendre la forme de meubles (51) de l'aéronef, tels que des sièges pour les passagers, ce qui permet d'obtenir des meubles légers qui ne se détachent pas lors d'arrêts soudains, de secousses ou d'autres impacts, réduisant ainsi au maximum les blessures causées aux occupants de l'aéronef.A safety airbag arrangement is attached to the interior of an aircraft and inflated in the direction of a seated passenger. The arrangement is defined by a transparent airbag member (30) attached to an air or gas source (14), activated to inflate and protect the seated passenger from impact. The arrangement may be deployed on the windshield (23) and / or the instrument panel (21) to allow the pilot of the aircraft to look through the airbag when the cockpit is filled with smoke. An airbag element may further take the form of aircraft furniture (51), such as seats for passengers, resulting in lightweight furniture that does not come loose during sudden stops, jerks or other impacts, thereby minimizing injury to occupants of the aircraft.

Description

AIR_CR_AFT _SAFETY CUSHION ASSEMBLIES

BACKGROUND OF THE INVENTION 1. Continuing Data

This application is a Continuation-in-Part of U.S.

Patent Application Serial No. 507,529, filed on June 24, 1983, which is, in turn, a Continuation-in-Part of

U.S. Patent Application Serial No. 494,845, filed on

May 16, 1983, which is in turn, a Continuation-in-Part of United States Patent Application Serial No. 73,612, filed on September 10, 1979, United States Patent Application Serial No. 185,962, filed on September 10,

1980, and of United States Patent Application Serial

No. 228,940, which was filed on January 27, 1981. The subject matter of all of these applications is expressly incorporated by reference herein. 2. Field of Invention

The present invention involves an aircraft safety apparatus oriented to provide impact protection to o^'ccupants of aircraft in the event of an accident. Additionally, the apparatus can provide improved, if not complete, visibility to pilots when a cockpit is filled with smoke and debris. The invention also provides for an aircraft passenger seat having increased safety features and reduced weight characteristics. Further, the apparatus comprises seats/chairs for aircraft which can supply air to aircraft occupants during emergency conditions, and which will minimize injury during high-impact and other emergency situations.

The effort to produce fuel-efficient aircraft has resulted in the introduction of a host of new plastics.

Although plastic is highly durable, substantially fireproof, and resistant to shearing and compressive forces, it produces an inordinately large volume of highly toxic smoke. The problem of toxicity is discussed in co-pending U.S. Application S.N. 228,940, which describes an apparatus and method for completely protecting airline passengers from inhaling these substances.- Smoke, however, also impairs visibility; and conventional protective masks, air supply systems, and oxygen supply devices cannot provide aircraft passengers and/or crew members with satisfactory visibility during emergency situations.

Although reduced visibility does not directly cause injuries, the need for protection is essential in order to minimize, if not prevent, serious accidents. Commercial pilots, for example, depend heavily upon instrumentation for indicating aircraft direction, altitude, and airspeed. Loss of instrument visibility, therefore, essentially blinds such pilots. Furthermore, safe flying requires windshield vision, particularly in small aircraft; the existence of smoke in aircraft, therefore, creates extremely dangerous conditions which limit visibility. Small craft lack automatic control equipment and additional crew for assisting a pilot, and thus visibility becomes extremely important to minimizing danger under emergency circumstances.

Nor has the prior art developed vision protection apparatus for occupants of airplanes. Conventional gas masks, attached to a compressed air supply or using a filter arrangement, are commonly provided for protecting a pilot. These systems are limited because they are directed to providing protection only from toxic fumes and are not helpful for improving cockpit visibility. Therefore, an apparatus for providing increased visibility has been provided by the present invention to overcome the prior art deficiencies.

Another major problem for aircraft passengers is impact. While there is relatively little that can be done to protect passengers from serious air crashes, jolts, sudden stops, and precipitous drops that often result from forced, but otherwise safe, landings, and which can cause a variety of lesser injuries, can be prevented and/or minimized. Landing aircraft travel at high speeds; yet, airplane seat belts resemble outmoded auto seat belts, securing passengers only at the waist, leaving their entire upper torsos unprotected. As a result, a passenger seated behind an open tray will often hit the head of an adjacent passenger when the plane lurches forward suddenly. Furthermore, children cannot securely anchor their feet to the floor and may consequently become dislodged from their seat belts. Providing harness seat belts has been one of the common prior art solutions to this problem. Harness seat belts, nonetheless, severely impair passenger comfort, occupy cabin space, and tend to be complicated for use in emergency situations. It is, therefore, desirable to provide an apparatus for protecting passengers from forward impact that is non- adhesive, lightweight, and simply deployed; this the present invention is designed to do. Aircraft occupants also suffer from another form of impact, resulting from loose objects flying through the cabin during a sudden stop or jolt; such objects can result in severe passenger injuries, and occasionally even in death. Among the most dangerous loose objects aboard present aircraft are passenger seats, which can break loose and produce a brutal impact. No successful attempts to overcome this problem by either reducing seat weight or better anchoring seats to aircraft floors have yet been made. Airline seats, in fact, have not substantially changed in their construction over the years. While several airlines have made minor improvements, a major change in seat design, such as the one contemplated by the present invention, will provide safer and lighter seats, which will not work loose during most impact, and which could not produce any injuries even if they were ' detached from the aircraft. Furthermore, prior art- seat designs have not been designed to serve as safety devices in the event of smoke and fire emergencies. Traditionally, most aircraft oxygen systems tend to be located in the aircraft ceiling and, therefore, are in the way of passengers attempting to exit. A seat-located breathing component, as contemplated by the present invention, provides a convenient, unobtrusive location for oxygen and/or air supply which is portable and simply operated.

The present invention attempts to overcome all of these problems and increase pilot visibility with a device that is lightweight and compact. In another aspect of the invention, aircraft seats are used which provide a supplemental source of breathable gas for occupants during occasions when noxious smoke and fumes fill aircraft cabins; these seats are designed so as not to harm aircraft occupants during high-impact situations. To summarize, therefore, the prior art does not provide solutions for protecting airline pilots, crew and passengers from impaired visibility caused by aircraft fires, smoke, and fumes, nor from impact resulting in forward motion or loose passenger seats and other objects. In addition, an improved passenger seat having built-in safety features for such circumstances has not been provided; the present invention, however, overcomes all of these problems by minimizing danger to aircraft passengers and crew during high impact situations by providing shock protection; provides enhanced visibility to crew members via activation under smoke and debris-filled conditions; and by providing an additional source of breathable fluid in the presence of noxious fumes. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to overcome the deficiencies of the prior art by providing an apparatus that enhances the visibility of ' aircraft/crew members through an aircraft windshield, and to control panel instruments, particularly during emergency situations.

It is another object of this invention to provide an apparatus that protects passengers, crew, and pilots from impacting against adjacent objects when an aircraft comes to a sudden stop. Still a further object of this invention is to provide a secure, extremely lightweight aircraft seat that will not harm or injure passengers during sudden stops or jolts.

Yet another object of this invention is to provide a low visibility and impact protection apparatus which is constructed simply, and which does not add significant weight to an aircraft payload.

It is still a further object of this invention to provide a method for quickly deploying these apparatus in an emergency situation.

Yet another object of this invention is to construct these apparatus from a flexible, gas impermeable, and fire-resistant material.

Yet further object of the present invention is to provide a low visibility and impact protection apparatus which is formed from materials which have the ability to withstand a temperature range of between - o o

60 F to at least 150 F, and which are relatively puncture-resistant; the entire assembly can be inflated an used within such a well defined temperature range.

A still further object of the present invention is to provide a low visibility and impact protection apparatus which is formed from material having non- glare characteristics applied to the material by coating; the material can also be treated with anti- fogging materials such as coatings, gels or sprays, both on the exterior and on the interior of the material which anti-fogging capability can be used by coating the material with desiccants applied in-line from the air or by pressurized gas sources. Still a further object of the present invention is to provide a low visibility and impact protection apparatus which can incorporate, e.g., pressure relief valves or a one-way flap valves in the form of a neck seal which permits a pilot to insert his head into the unit; the apparatus can also incorporate a light source to facilitate and enhance the visibility of a pilot.

Yet a further object of the present invention is to provide a low visibility and impact protection apparatus which can be formed as a hand-held unit incorporating a light source; further, in an aircraft having a heads-up displays (an HUD display) , the display can be incorporated in the inflatable apparatus. Or, if the display is provided on the top of the glare shield of an aircraft, the display can be accommodated within a recess integrally formed within the automatically activated inflatable apparatus.

This invention involves, in a first aspect thereof, a safety cushion assembly which provides improved visibility and impact protection for occupants of aircraft. The assembly comprises an inflatable cushion which is made from a flexible, transparent, gas-impermeable and heat-resistant material. It also includes means for inflating the cushion with a transparent gas. Further, activation means for energizing the inflating means are provided in order to inflate the cushion toward a seated occupant when an emergency condition exists aboard the aircraft and is sensed by the apparatus.

The invention is provided for in a second aspect thereof by an inflatable passenger chair which comprises an inflatable seat portion having walls made of a gas-impermeable, fire-resistant material, the walls serving to define a sealed, gas-enclosing interior portion. A valve is connected to at least one of said walls and communicates with the sealed interior of the seat portion. Furthermore, a back portion is attached to the seat portion in order to provide support to a seated occupant. In addition, the valve is attached to means which connect the seat either to a source of pressurized gas or to means for removing gas from the seat.

The present invention is provided for in a third embodiment thereof by a method for deploying an air cushion assembly in order to provide improved visibility and impact protection for aircraft occupants. The method involves sensing an emergency condition in an aircraft and energizing inflating means in response to such condition detection. The inflating means inflate a cushion toward a seated occupant in the aircraft. A smoke hood can be attached to the cushion and can be placed over the head of the occupant to enable the occupant to breath freely and safely. Once the plane is prepared for evacuation, the smoke hood is disengaged from the cushion; and the user can, therefore, safely exit the aircraft. One such hood^' is shown in co-pending application S.N. 494,845, filed on May 16, 1983.

These and other objects and advantages of this invention will become more fully apparent when considering the following detailed description, accompanying drawings, and appended claims. BRIEF DESCRIPTION OF THE DRAWINGS The above and other objects, features, and advantages of the present invention will become more fully apparent to those of ordinary skill in the art to which the present invention pertains from the following detailed description, taken in conjunction with the accompanying drawings, in which:

Fig. 1 is a schematic side view of the present invention in its closed position; Fig. 2 is a schematic side view of the invention being deployed in its open position;

Fig. 3 is a schematic side view of a fully deployed hooded cushion member;

Fig. 4 is an overhead view of a fully deployed cushion member and smoke hood;

Fig. 5 is a schematic side view of an alternate embodiment of the present invention;

Fig. 6 is a overhead view of a third embodiment of the present invention; Fig. 7 is a schematic side view of a fourth embodiment of the present invention;

Fig. 8 is a cross-sectional view of the embodiment of the invention shown in Fig. 7; and

Fig. 9 is a schematic side view of a fifth embodiment of the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

Referring more specifically to the drawings, wherein like reference numerals refer to like parts throughout the several drawings. Fig. 1 is a schematic view of the preferred embodiment of this device.

Safety cushion assembly 10, which includes box or container 16, is located flush against cockpit ceiling

12 and in contact with inflater housing 14. Pilot 20 sits below box 16, and box 16 is of a suitable dimension and length so that when fully deployed, it will cover aircraft windshield 23 over a large enough area to provide a good field of view. Box 16 is connected to aircraft cockpit 12 by pivotal connector

22 (Fig. 2) . The pivotal connector is controlled by an activator mechanism (not shown) , which enables the connector to swing box 16 downwardly, as indicated by arrow 25, toward windshield 23 and dashboard 21. Box member 16 is suitably dimensioned such that downward movement of its distal portion 17 will have adequate clearance from the head of user 20. The connector can be driven by any appropriate motor that will enable it to swing quickly.

Fig. 2 illustrates safety cushion assembly 10 in its deployed, operable position. Box 16 includes a frame portion 18, which swings downwardly from a closed position to a position flush against windshield 23. Once frame portion 18 is substantially flush against the windshield, locking means 19 is deployed to firmly hold the frame portion to the windshield. The locking means can either be located on frame 18 or can be part of pivotal connector 22. Frame portion 18 has the same dimensions as aircraft windshield 23 and is preferably manufactured from a transparent, heat-resistant material; it generally forms a rectangle having an open center portion through which a pilot can see through the windshield. Cushion 30 is attached to frame portion 18 at one end thereof such that the remaining portions of the cushion can be inflated outwardly of frame 18 in the direction indicated by arrows 32. In addition, smoke hood 24 can be attached to cushion 30, e.g., by a strippable adhesive. One suitable adhesive is a silicone glue. The hood can be placed in fluid communication with the cushion such that inflation of the smoke hood 24 will also, in turn, inflate cushion 30, or vice versa. However, the safety cushion assembly can be provided for with or without such a smoke hood, as it can achieve its goal of enhanced visibility. Inflation can be achieved, e . <3 - , by attaching inlet valve 26 to the smoke hood and connecting flexible connecting hose 28 to inlet valve 26. An opposite end of hose 28 is connected to inflater 14. When the inflater is energized, both smoke hood 24 and cushion member 30 will, thereby, inflate toward user 20. Alternately, the smoke hood and cushion can be independently inflated.

Inflater 14 can be either connected to a conventional aircraft ventilation system or comprise a compressed air and/or gas source connected to an activator (not shown) . Furthermore, the inflater can use any transparent gas, e.g., Halon or oxygen. Obviously, air or oxygen must be used in conjunction with the smoke hood embodiment. However, if the system is used only for visibility and impact protection, any other gas can be employed. Halon, a fire-retarding transparent gas, is one potential material for this system. Additionally, existing conduits used to conduct sound to passenger headsets could serve as air/gas conduits to inflate the cushions and/or hoods; these conduits could be used as they now exist, or could be modified to increase the flow of pressurized, inflatable fluid. The cushion 30 can include, e.g., a pressure relieve valve (not illustrated) if desired to control the pressure within the cushion. Similarly, if the cushion is used independently of smoke hood 24, i.e., if smoke hood 24 as illustrated in Figs. 2 and 3 is not incorporated within the device, it will be possible for a pilot to insert his head into the unit via a neck seal with a one-way flap valve. The flap valve used would be identical to the flap valve used in parent application Serial No. 494,845, the subject matter of which has already been expressly incorporated by reference herein.

Cushion 30, if necessary, can also incorporate a light source or can be formed as a hand-held unit to be used by a flight engineer or other aircraft personnel. This light source can be used to facilitate the vision of a pilot. Additionally, in aircraft which incorporate HUD, i.e.., heads-up displays, the cushion can include a recess or indentation for accommodating or receiving the HUD when it is located on the top of a glare shield in the aircraft rather than directly on the windshield.

The cushion will also include a capillary bleed valve, which will be necessary if a pressurized air source is used to inflate it, in order to prevent deflation of the cushion which might otherwise occur as a result of the increased'air pressure which would surround the cushion during descent.

The cushion can be stored in or below the glass shield.

Fig. 3 shows the smoke hood assembly 10 in its fully deployed, operable position. When completely inflated, smoke hood 24 is placed over the head of user 20. The smoke hood includes a neck seal 30, which fits around the body of occupant 20 in an airtight manner, enabling the occupant to place smoke hood 24 around his head and thereby seal his breathing cavities from a potentially toxic environment. Smoke hood 24 is adhesively secured to cushion 30, e.g., by means of a silicone adhesive, such that user 20 can see through the border between cushion 30 and smoke hood 24 and, therefore, through windshield 23.

Smoke hood 24 and cushion 30 are made of a gas impermeable, fire-resistant, flexible, transparent material such that these materials will not add significant weight to the airplane payload. One potential material for these components is KAPTON, a fire and temperature-resistant polyimide film manufactured by the Dupont Chemical Corporation, which is made in sheet form having a thickness of 1-2 mil. This thickness would be sufficient to provide a non- tearable material that is both lightweight and flexible. The materials used are preferably able to . o withstand a temperature range of between -60 F to at o least 150 F, and are preferably relatively puncture- resistant. Non-glare characteristics can be incorporated into the material selected by appropriately coating the material, and it will also be beneficial to treat the materials with anti-fogging coatings, gels, or sprays. The anti-fogging material can be placed both on the exterior as well as on the interior of the cushion, and this can be achieved by using in-line desiccants which are applied from the air or by pressurized gas sources. Other materials having these or similar characteristics may also be used.

In operation, when an emergency condition is sensed, an automatic activator (not shown) will activate pivotal connection 22 to pivot frame 18 downwardly, in the direction indicated by arrow 25, such that frame member 18 will be positioned flush against windshield 23. Alternately, the activator could be manually operated in response to a physical indication of an emergency condition, or could be semi- automatically operated. A locking mechanism 19 is then deployed to permanently lock frame member 18 against windshield 23. Inflater 14 is then energized, filling smoke hood 24 and/or cushion 30 with a breathable, transparent gas such that both the smoke hood and cushion will inflate outwardly of box 18 in the direction of user 20. The transparent gas can be used to inflate these components to a desirably high pressure so that sudden stops, jolts, or bumps on the plane will allow cushion 30 to provide impact protection to aircraft occupant 20 without losing any of the gas from within. Cushion 30, therefore, is tightly sealed and bonded at all joints so that it forms a strong body that is resistant to high pressures. Once cushion 30 and smoke hood 24 are fully expanded, occupant 20 places the smoke hood over his head, enabling him to breathe freely and to see clearly through windshield 23.

As shown in Fig. 4, air safety cushion system 10 can be used by more than one crew member, e.g., by both a pilot and a co-pilot through windshield portions 23 and 23A. The system can be either employed as two individual systems, as shown in Fig. 4, or as a single air safety cushion system 42, as shown in Fig. 6. In the latter case, a single cushion 40 is deployed and significantly covers windshield portions 23 and 23A.

Cushion member 30 of Fig. 4, or cushion 40 of Fig. 6, can be of any shape and form and can be disposed to cover both windshield 23 and instrument panel 21. In Fig. 6, therefore, when single cushion 40 is deployed, it will inflate in a direction away from windshield portions -23 and 23A and downwardly over instrument panel 21, toward pildt and co-pilot 20 and 27.

Fig. 5 discloses an alternate method for attaching cushion 30 to smoke hood 24, comprising the employment of a valve 44 attached to the base of smoke hood 24. As previously described, cushion 30 is sealed to tubular hood 24, providing operator 20 with visibility through both the hood and the cushion. Outlet valve 44 enables operator 20 to exhale into cushion 30 and, thereby, retain cushion 30 in a highly pressurized state. When the plane has safely landed and pilot 20 wishes to evacuate, smoke hood 24, which is separately secured to the cushion, is detached in a detachable manner so that it can be torn from cushion 30 and disconnected from inflater 14, thus allowing operator 20 to safely exit. The method for disconnection can include, e.g., a guide release valve located between one end of the flexible attached hose and the inflater or hood. Alternately, safety cushion assembly 10 can comprise only cushion 30, and thereby only provide impact and visibility protection for the user (if only the cushion is used, a ► separate hood formed in accordance with the co-pending application filed on May 16, 1983 could be used) . In this case, cushion member 30 could be placed in other areas of the airplane, such as behind a passenger seat or on the aircraft ceiling or wall adjacent to a passenger seat, and be deployed outwardly of the back of the seat and/or toward a passenger seated behind it. This type of structure would lend itself to impact protection of passengers and crew, as well as pilots. Cushion and frame structures similar to that shown in Figs. 1-6 are illustrated in Fig. 7 and 8, and are shown as extending from the aircraft cabin ceiling 47, wall 49, and seat 51, respectively. Although the details of the apparatus for stowing and pivoting these inflatable cushions, e. g.., airbags, are not shown, it is contemplated that they could be similar to the storing and activating structure illustrated in Fig. 1-6. Further, although three distinct inflatable cushions are shown in combination in Fig. 7 and 8, they could be used independently if desired.

Another aspect of the present invention is directed to inflatable, heat-resistant and gas- impermeable structures which can be formed into desired shapes and used in the aircraft to minimize passenger injuries upon impact. One such seat structure is illustrated in Fig. 9. This seat includes an inflatable seat portion 50 and an inflatable back portion 52; these portions can be formed integrally or as attached components. Both portions can include a valve 54 and means for connecting the valve, e.g., a nipple, to a source of pressurized (inflating) gas or to means for evacuating the interior of the seats. - 15 -

This type of furniture, when inflated with a transparent gas, can also serve as an additional source of breathable fluid which can be inhaled in the event of an emergency. Inflatable furniture would also provide aircraft occupants with protection against impact ^"from heavy, loose objects, such as chairs, during aircraft crashes, and would also provide a readily available source of oxygen during a smoke emergency. Furthermore, if the inflatable passenger chairs are not used for breathing, they can be filled with a fire-resistant gas, such as Halon, which would provide additional safety features during an aircraft fire. It is also clear that the back portion or seat portion alone could be filled with breathable fluid.

Although the present invention has been described with respect to specific features, embodiments, and advantages, it is clear that a variety of such embodiments, features, and advantages can be contemplated within the scope of the present invention.

Claims

n ^_ . __.___, __' - 16 - PCT/US84/01961WHAT IS CLAIMED IS:

1. A safety cushion assembly for providing improved visibility and impact protection for occupants of aircraft, said safety cushion assembly comprising: (a) an inflatable cushion made from a flexible, transparent, gas-impermeable, fire-resistant material;

(b) means for inflating said cushion with a transparent gas; and (c) activation means for energizing said inflating means to inflate said cushion toward a seated occupant when an emergency condition exists on said aircraft.

2. The apparatus of claim 1 further comprising a box which substantially contains said cushion in a non- inflated condition when said safety cushion assembly is not in use.

3. The apparatus of claim 2 further comprising a pivotal connector attached at one end to said box and at an opposite end to said aircraft, said pivotal connector comprising means for swinging said box from a closed position to an open position in which said cushion can be inflated.

4. The apparatus of claim 2 wherein said activation means comprises a sensor for detecting an emergency condition and an activating device.

5. The apparatus of claim 4 wherein said sensor comprises means for detecting smoke.

6. The apparatus of claim 4 wherein said sensor comprises means for detecting aircraft impact.

7. The apparatus of claim 4 comprises means for detecting toxic fumes.

8. The apparatus of claim 2 further comprising a lock for retaining said box in said open position.

9. The apparatus of claim 2, wherein said cushion is made of Kapton.

10. The ■ apparatus of claim 9, wherein said cushion is sealed to prevent the escape of said transparent gas from said cushion.

11. The apparatus of claim 3, wherein said box is made of a lightweight, transparent and fire- resistant material.

12. The apparatus of claim 11 wherein said pivotal connector is attached to an aircraft cockpit ceiling.

13. The apparatus of claim 12, wherein said pivotal connector swings said box toward the windshield of said aircraft.

14. The apparatus of claim 3, wherein said pivotal connector is attached to the back of an aircraft passenger seat.

15. The apparatus of claim 3, wherein said pivotal connector is attached to an. aircraft cabin wall or ceiling adjacent to a passenger seat.

16. The apparatus of claim 3, wherein said cushion is adapted to inflate in a direction from an aircraft windshield towards a cockpit seat.

17. The apparatus of claim 16, wherein said inflated cushion provides visibility for said seated pilot through said aircraft windshield.

18. The apparatus of claim 16, wherein said cushion extends over an aircraft instrument panel when inflated, thus comprising means for enabling said pilot to view said instrument panel through said cushion member.

19. The apparatus of claim 14, wherein said cushion is oriented to extend toward a passenger seated behind said passenger seat back when said cushion is inflated.

20. The apparatus of claim 14, wherein said cushion is oriented to extend from said wall or ceiling toward an occupant seated in said passenger seat when said cushion is inflated.

21. The apparatus of claim 1, wherein said transparent gas is Halon.

22. The apparatus of claim 1, wherein said inflating means includes an aircraft ventilation system.

23. The apparatus of claim 1, wherein said transparent gas is air.

24. The apparatus of claim 1, wherein said inflating means includes a compressed gas container.

25. The apparatus of claim 24, wherein said compressed gas container is portable and is adapted to be carried by an aircraft occupant.

26. The apparatus of claim 25 wherein said compressed gas container is releasably connected to an aircraft ventilation system.

27. The apparatus of claim 4 further comprising a means for manually activating said activating device.

28. The apparatus of claim 1 further comprising a smoke hood comprised of a substantially transparent, gas-impermeable, and fire-resistant material.

29. The apparatus of claim 28 wherein said smoke hood is adhesively attached to said cushion, and wherein said smoke hood is located adjacent to said seated occupant.

30. The apparatus of claim 29 wherein said adhesive forms a transparent, air-tight seal between said smoke hood and said cushion.

31. The apparatus of claim 30 wherein said sealed smoke hood and cushion are detachable.

32. The apparatus of claim 31 wherein said adhesive is silicone glue.

33. The apparatus of claim 32 wherein said smoke hood has at least one valve which communicates with the interior of said cushion.

34. The apparatus of claim 33 wherein said at least one hood valve is an outlet valve.

35. The apparatus of claim 33 wherein said at least one hood valve is an inlet valve.

36. The apparatus of claim 35 wherein said inlet valve is attached to one end of a flexible hose.

37. The apparatus of claim 36 wherein an opposite end of said flexible hose is attached to said inflating means.

38. An inflatable aircraft passenger chair comprising:

(a) an inflatable seat portion having walls made of a gas-impermeable, fire-resistant material which define a sealed interior portion;

(b) a valve connected to at least one of said walls and communicating with said sealed interior portion;

(σ) a back portion attached to said seat portion in order to provide support to an occupant; and

(d) means for connecting said valve to a source of pressurized gas.

39. The apparatus of claim 38 wherein said connecting means is attached to for inflating said chair assembly means.

40. The apparatus of claim 38 wherein said connecting means is attached to a breathing apparatus adapted to be placed over the head of a seated occupant.

41. The apparatus of claim 39 wherein said inflating means comprises a compressed gas container.

42. The apparatus of claim 41 wherein said compressed gas is Halon.

43. The apparatus of claim 38 wherein said back portion and said seat portions are integrally connected.

44. A method for deploying an air cushion assembly in order to provide improved visibility and impact protection for aircraft occupants, said method, comprising:

(a) sensing an emergency condition in said aircraft; (b) energizing inflating means which are connected to an inflatable cushion; and

(σ) inflating said cushion to extend toward a seated occupant of said aircraft, whereby said occupant is protected from forward impact and provided with visibility through said cushion.

45. The method of claim 44 wherein said cushion is retained in a box when uninflated, and wherein said cushion projects outwardly of said box when said cushion is inflated.

46. The method of claim 44 wherein smoke is sensed.

47. The method of claim 44 wherein impact is sensed.

48. The method of claim 44 wherein toxic fumes are sensed.

49. The method of claim 44 wherein said inflating means is automatically energized when said emergency condition is sensed.

50. The method of claim 44 wherein said inflating means is semi-automatically energized when said emergency condition is sensed.

51. The method of claim 44 wherein said inflation means is manually energized when said emergency condition is sensed.

52. The apparatus of claim 2 wherein said cushion has an interior surface and an exterior surface, both of said interior and said exterior surfaces being treated with anti-fogging material.

53. The apparatus of claim 52 wherein a desiccant is provided on the interior surface of said cushion for anti-fogging purposes. - 21 -

54. The apparatus of claim 1 further comprising a light source.

55. The apparatus of claim 1 further comprising a capillary bleed valve for controlling pressure within the cushion.