HK40005841A - Aerial fire suppression system - Google Patents

Description

Aerial fire extinguishing system

Background

This application relates generally to systems for administering (dispensing) liquids from aircraft, and more particularly to fire suppression systems that may be used with aircraft such as fixed-wing aircraft and rotary-wing aircraft.

The design and implementation of fire protection systems for use in aircraft is a difficult endeavor, at least because aircraft such as fixed wing aircraft and rotary wing aircraft (i.e., helicopters) have limited volume and payload capabilities, and because such systems are subject to strict government certification requirements to protect the safety of personnel flying on such aircraft and to protect personnel and property on the ground. Thus, an aerial fire protection system should be relatively small and light, simple and safe to operate, with minimal hindrance to government certification, while providing as long a durability as possible and as best an effect as possible at the location of the fire.

Compressed Air Foam Systems (CAFS) are known in the fire fighting industry for extinguishing fires in vehicles and platforms on the ground. Such systems include the use of a blowing agent that, when combined or mixed with water, enhances the fire extinguishing capability of the water alone. For example, when applied to a fire, the water/foam mixture has the advantage of adhering to both horizontal and vertical surfaces of the structure, as compared to water alone, to act as a surfactant to retard fire for long periods of time to prevent re-ignition of the fire, in the case of multi-storey buildings, to limit damage to the floors below the fire by water, and to improve the fire-fighting quality of water by up to 7 times.

Known CAFS systems for ground vehicles and fire platforms may include compressed air or inert gas injected into the water/foam mixture to inflate the water/foam mixture and to eject the water/foam mixture at a relatively high velocity from a nozzle toward a relatively distant target. Compressed air or inert gas for this purpose is usually provided in the form of pressurized tanks or bottles or by one or more mechanical air compressors.

However, the use of pressurized tanks or bottles or air compressors, which are relatively heavy, as a source of pressurized air, can consume valuable space and energy on board the aircraft vehicle, thereby reducing the payload of consumable fluids such as water, foam, and fuel and increasing the risk of accidents due to the hazards associated with the pressurized system. In addition, the pressurized tank must be securely attached to the fuselage, which may extend turnaround time when replacing a depleted air tank. In addition, structural and weight limitations prevent the pressurization of one or more water tanks onboard an aircraft or rotorcraft that could otherwise be used to propel water or a water/foam mixture toward a remote target.

What is needed is a fire protection system configured for use in an aircraft that overcomes the above-described limitations of existing CAFS systems.

Disclosure of Invention

Embodiments of a fire suppression apparatus for suppressing a fire from a helicopter are disclosed, the fire suppression apparatus comprising: (a) a tank assembly configured for attachment to an underside of the helicopter, the tank assembly comprising (i) a foam tank for containing foam, (ii) a water tank downstream from the foam tank for containing water, wherein the water tank is configured to receive foam from the foam tank, the foam forming a liquid fire retardant in the water tank when mixed with water in the water tank, and (iii) a tank assembly housing enclosing the foam tank and the water tank; (b) a power pack configured for attachment to one side of a helicopter, the power pack comprising (i) a liquid flame retardant pump configured to pump a liquid flame retardant comprising foam and water, the liquid flame retardant pump being driven by a first electric motor, the liquid flame retardant pump comprising a pump inlet and an air intake valve positioned at the pump inlet, the air intake valve comprising an electrically variable valve opening, wherein air is drawn into the pump inlet with the liquid flame retardant and pressurized by the liquid flame retardant pump to form a pressurized water/foam/air flame retardant solution; (ii) a liquid-introducing pump driven by the second electric motor, the liquid-introducing pump being configured to introduce the liquid flame retardant from the water tank to the pump inlet; (iii) an inverter connected to the first electric motor, the inverter configured to slowly and controllably start the first electric motor to minimize a starting current consumed by the first electric motor; and (c) a gun assembly configured for attachment to an opposite side of the helicopter, the gun assembly comprising a targetable cantilever connected by a conduit to a liquid fire retardant pump, the cantilever comprising a nozzle on a distal end of the cantilever from which a pressurized water/foam/air fire retardant solution is applied toward a target.

The liquid fire retardant pump and the liquid intake pump may both be supported on a flat upper surface of the horizontal base. The power pack and gun assembly may each be supported by a pair of brackets that extend cantilevered from respective vertical mounting plates, each of which may be attached on opposite sides of the fuselage of the helicopter. Each vertical mounting plate may be configured to attach to a structural hard point located on an outer surface of the helicopter. The vertical mounting plate may be configured to attach directly to a pair of upper structural hard points of the helicopter fuselage and to attach to a pair of lower structural hard points of the helicopter fuselage via a pair of adjustable length connecting members extending from the vertical mounting plate to the lower structural hard points. The pair of adjustable length connecting members may include a clevis on each opposite end of the connecting member for attaching the vertical mounting plate directly to a pair of structural hard points of the helicopter.

The fire suppression apparatus may include a ball valve positioned downstream of and adjacent to the discharge port of the liquid fire retardant pump. The intake valve may include an inlet that directly receives unpressurized ambient air. The intake pump discharge conduit may connect the intake pump discharge outlet with the intake conduit positioned upstream of the pump inlet of the liquid fire retardant pump to fill the intake conduit with liquid fire retardant from the water tank before the first electric motor is commanded to rotate. The intake pump inlet conduit may be connected to a water collection area of the water tank.

The cantilever may comprise a carbon fibre composite impregnated with a copper mesh. The boom may include an outboard boom portion, an inboard boom portion, a coupler portion, wherein the coupler portion connects the inboard boom portion to the outboard boom portion. The coupler portion may include an outer collar, a spring, and a receiver. The outer collar may engage with the annular groove of the receiver, and the spring may be in compression when the coupler portion is connected to the inboard and outboard cantilever portions.

The fire suppression apparatus may include one or more electronic controllers in operative communication with the first electric motor and the intake valve, wherein the one or more electronic controllers may be configured to automatically open the intake valve upon activation of the liquid fire retardant pump. The fire suppression apparatus may include a foam pump configured to pump foam from a foam tank to a water tank, wherein the tank assembly housing may encase the foam pump. Each of the foam tank and the water tank has an inner space for containing a fluid, and the inner space of the foam tank is 5% to 10% of the inner space of the water tank.

The inverter may provide a current from zero amps to about 65 amps linearly to the first electric motor over a period of 2 to 3 seconds.

In another embodiment, a fire suppression apparatus for extinguishing a fire from a helicopter is disclosed, the fire suppression apparatus including a power pack configured for attachment to a fuselage of the helicopter via a vertical mounting plate. The vertical mounting plate is directly attachable to a pair of upper structural hard points of the helicopter fuselage and to a pair of lower structural hard points of the helicopter fuselage via a pair of adjustable length connecting members extending from the vertical mounting plate to the lower structural hard points. The powerpack includes a liquid flame retardant pump configured to pump a liquid flame retardant including foam and water. The liquid fire retardant pump is driven by a first electric motor. The liquid flame retardant pump includes a pump inlet and an intake valve positioned at the pump inlet. The intake valve includes an electrically variable valve opening in which air is drawn into the pump inlet along with the liquid flame retardant and pressurized by the liquid flame retardant pump to form a pressurized water/foam/air flame retardant solution. The power pack includes a liquid intake pump driven by the second electric motor. The liquid introduction pump is configured to introduce the liquid flame retardant from the water tank to the pump inlet. The power pack further includes an inverter connected to the first electric motor. The inverter is configured to provide current to the first electric motor to start the first electric motor in a time period of 2 to 3 seconds to minimize a starting current consumed by the first electric motor.

In another embodiment, a fire suppression apparatus for extinguishing a fire from a helicopter is disclosed that includes a gun assembly configured for attachment to a fuselage of a helicopter via a vertical mounting plate. The vertical mounting plate is directly attachable to a pair of upper structural hard points of the helicopter fuselage and to a pair of lower structural hard points of the helicopter fuselage via a pair of adjustable length connecting members extending from the vertical mounting plate to the lower structural hard points. The gun assembly includes an aimable boom connected by a conduit to a liquid fire retardant pump, the boom including a nozzle on a distal end of the boom from which pressurized fire retardant including water, foam and air discharged by the liquid fire retardant is applied toward a target. The aimable boom includes (a) a carbon fiber composite impregnated with a copper mesh for transferring electrical energy from a lightning strike to a fuselage of the helicopter, and (b) an outboard boom portion, an inboard boom portion, and a coupler portion, wherein (i) the coupler portion connects the inboard boom portion to the outboard boom portion, (ii) the coupler portion includes an outer collar, a spring, and a receiver, (iii) the outer collar engages an annular groove of the receiver, and (iv) the spring is in compression when the coupler portion is connected to the inboard boom portion and the outboard boom portion.

Drawings

FIG. 1 is a schematic diagram illustrating one embodiment of an aerial fire suppression system.

Fig. 2A and 2B illustrate exploded perspective views of one embodiment of the aerial fire suppression system of the present disclosure.

Fig. 3 is a front perspective view of an exemplary power pack of the aerial fire suppression system shown in fig. 2A and 2B.

Fig. 4 is a rear perspective view of an exemplary power pack of the aerial fire suppression system shown in fig. 2A and 2B.

Fig. 5 is a bottom perspective view of an exemplary power pack of the aerial fire suppression system shown in fig. 2A and 2B.

Figure 6 is an exploded front perspective view of an exemplary power pack of the aerial fire suppression system shown in figures 2A and 2B.

Figure 7 is another exploded front perspective view of the exemplary power pack of the aerial fire suppression system shown in figures 2A and 2B.

Figure 8 is a front perspective view of an exemplary cannon assembly of the aerial fire suppression system shown in figures 2A and 2B.

Figure 9 is a rear perspective view of an exemplary cannon assembly of the aerial fire suppression system shown in figures 2A and 2B.

Figure 10 is a bottom perspective view of an exemplary cannon assembly of the aerial fire suppression system shown in figures 2A and 2B.

Figure 11 is an exploded front perspective view of an exemplary cannon assembly of the aerial fire suppression system shown in figures 2A and 2B.

Figure 12 is another exploded front perspective view of an exemplary cannon assembly of the aerial fire suppression system shown in figures 2A and 2B.

Fig. 13A and 13B illustrate partial front perspective views of an exemplary power pack of the aerial fire suppression system shown in fig. 2A and 2B.

Fig. 14 illustrates an exemplary operator station for use in connection with the aerial fire suppression systems shown in fig. 2A and 2B.

Figure 15 illustrates an exploded front perspective view of an exemplary turret portion of the cannon assembly of the aerial fire suppression system shown in figures 2A and 2B.

Figure 16 illustrates a partial front perspective view of the canister assembly of the aerial fire suppression system shown in figures 2A and 2B.

Figure 17 illustrates another partial front perspective view of the canister assembly of the aerial fire suppression system shown in figures 2A and 2B.

Figure 18 illustrates a partially exploded perspective view of the cantilever of the aerial fire suppression system shown in figures 2A and 2B.

Detailed Description

While the figures and the present disclosure describe one or more embodiments of a fire suppression system for an aircraft, those of ordinary skill in the art will appreciate that the teachings of the present disclosure will not be limited to such systems, but will also have utility on ground platforms and on-board platforms used in other industries, or wherever it is desirable to transport a volume of water, water mixture, or any type of fluid from an originating platform to a remote target. In one embodiment, the system of the present disclosure may be used to extinguish fires in buildings and structures of all shapes and sizes, including fires on high-rise buildings and oil rigs. In another embodiment, the system of the present disclosure may be used to extinguish a wildfire. In another embodiment, the system of the present disclosure can be used to clean buildings of all shapes and sizes, including mosques, water towers, and high-rise buildings. In another embodiment, the system of the present disclosure may be used to clean high voltage line insulation on electric towers and windmills. In another embodiment, the system of the present disclosure may be used to clean or de-ice structures, such as airplanes, windmills, power lines, and the like. In another embodiment, the system of the present disclosure may be used to decontaminate an area, provide crowd control (crowd control) or provide remediation of oil spills.

Turning now to the drawings, wherein like reference numerals represent like elements. Fig. 1-19 illustrate an exemplary aerial fire suppression system 10 configured for use on an aircraft, such as an airplane or helicopter, for extinguishing wildfires, high-rise fires, or the like.

In one embodiment, the system 10 includes (a) a tank assembly for containing water, water/foam solution, or any other fire retardant, (b) a power pack for extracting water, water/foam solution, or other fire retardant from the tank assembly and for pressurizing the water, water/foam solution, or other fire retardant, (c) a gun assembly for delivering the pressurized water, water/foam solution, or other fire retardant to a target downstream of the gun assembly, and (d) an operator station for controlling operation of the system 10, including operation of the power pack and aiming point of the gun assembly. The system 10 may also include various conduits, lines, fittings, and structural supports to connect the aforementioned components to each other and/or to the aircraft.

In one embodiment, as schematically shown in fig. 1 for example, the system 10 includes a tank assembly 15 including a water tank 20 for storing water 24, one or more foam tanks 30 for storing foam (or foam concentrate) 34, and one or more foam pumps 32 for pumping the foam (or foam concentrate) 34 from the one or more foam tanks 30 to the water tank 20 to produce a water/foam solution 38 in the water tank 20 for extinguishing the fire. The water tank 20, or one or more foam tanks 30, or both, may include one or more bladders positioned within the tank assembly 15 for holding water, foam, and/or water/foam solution. In the embodiment shown in the figures, two foam tanks 30 are positioned within the tank assembly 15, one on the port side and one on the opposite starboard side of the tank assembly 15, for maintaining the center of gravity along the longitudinal centerline of the tank assembly 15. The water 24 of the water tank 20 may be located in a space within the tank assembly 15 not occupied by two foam tanks 30 or other piping, tank structures, etc., and thus may be located at least partially in contact with one or more foam tanks 30 and/or partially around one or more foam tanks 30. Foam (or foam concentrate) 34 may be pumped from one or more foam tanks 30 to the water tank 20 by one or more foam pumps 32 to produce a batch of water/foam solution 38 in the water tank 20 to produce a fire retardant. As described more fully below, after application of the fire retardant from system 10 toward a target and while the aircraft is in its mission, water 24 may be replenished using, for example, a retractable or non-retractable pump system that pumps water from an open water source into water tank 20, after which more foam (or foam concentrate) 34 may be pumped into water tank 20 to create additional foam for application from system 10A batch of flame retardants. This cycle can be repeated as long as consumables such as aircraft fuel and foam (or foam concentrate) 34 remain on the aircraft. In one embodiment of the system 10, the one or more foam tanks 30 comprise about 5% to about 10% by volume of the amount of water carried in the water tank 20. Suitable foams areWD 881A foam, available from ICL Performance products LP, St.Louis, Mo.

In addition to housing or supporting the water tank 20, one or more foam tanks 30, and one or more foam pumps 32, the tank assembly 15 may be configured to house or support system piping and conduits, baffles, sensors, interfaces, interconnects, and the like. For example, tank assembly 15 may include interface 262 and associated piping connected thereto, including conduits 268 and 270 for communicating water/foam solution 38 from tank 20 to main water/foam pump 62 of power pack 50, as well as interface 264 and associated piping connected thereto for receiving water/foam solution 38 discharged from main water/foam pump 62 and communicating water/foam solution 38 to conduit 266 and ultimately to boom 100 for discharge toward a target. One or more of the conduits 266, 268, 270, 278, 280 may be configured as a flexible conduit or a non-flexible conduit. The tank assembly 15 may include a check valve 272, the check valve 272 being positioned at the near water-collecting end of the conduit 270 to prevent backflow into the water tank 20.

The tank assembly 15 may also include an anti-cavitation device mounted within the water tank 20 at the lowest point of the water tank 20 to allow the main water/foam pump 62 to draw the water/foam solution 38 without cavitation of the main water/foam pump 62. In the case of a helicopter, the lowest point in the water tank 20 may be located at the aft end of the tank when the helicopter is in hover mode.

Additionally, as schematically shown in fig. 1, the system 10 includes a power pack 50 that includes (a) a gas generator 60 and (b) a purge manifold 80. The gas generator 60 of the power pack 50 may be configured to introduce air into the water/foam solution 38 drawn from the canister assembly 15 to inflate the water/foam solution 38 to obtain an optimal composition of flame retardant, as described more fully below.

The gas generator 60 may include an electric motor 64, a main water/foam pump 62, an induction pump 68, an air intake valve 70, and housings 75, 76, the electric motor 64 being powered by an inverter 66 to slowly and controllably start the electric motor 64 and rotate the electric motor 64 to minimize current draw and/or spikes in current draw, the main water/foam pump 62 for pressurizing the water/foam solution 38, the induction pump 68 for priming and/or filling the suction conduit with the water/foam solution 38 from the water/foam tank 20 prior to turning on the electric motor 64, the air intake valve 70 for introducing a controlled amount of air into the suction inlet of the main water/foam pump 62, and the housings 75, 76 for protecting these components from damage. In one embodiment, the inverter 66 is configured to rotate the electric motor 64 up to about 8000RPM in a span of about 2 to 3 seconds by providing a linearly increasing amount of current starting from zero amps to about 85 amps. In this embodiment, the current drawn by the electric motor 64 when operating at about 8000RPM is about 85 amps. In some embodiments, the rate of rise (i.e., slope) and amount of current delivered to the electric motor 64 is fully programmable. In some embodiments, the available current from the aircraft may be above or below 85 amps. In these cases, the inverter 66 may be programmed to deliver available current for a programmed period of time to bring the electric motor 64 to a desired operating speed. In one embodiment, the available current is 65 amps.

The power pack 50 is configured to provide pressurized flame retardant, including pressurized water/foam/air solution 74, to the cantilever 100 at about 20 to about 150 gallons per minute (gpm). The housing 75 may be configured as a plurality of individually removable, lightweight but strong panels or panel assemblies to enclose or partially enclose the power pack 50. The housing 76 may be configured to receive a ball valve under the base 176.

The main water/foam pump 62 of the gas generator 60 is configured to draw the water/foam solution 38 from the water tank 20 and pressurize it for discharge from the cantilever arm 100 toward a target. The main water/foam pump 62 is configured to draw atmospheric air through the air intake valve 70 and pressurize the air along with the water/foam solution 38. More specifically, the gas generator 60 of the system 10 includes a manually or automatically adjustable intake valve 70 positioned at the suction end of the main water/foam pump 62, which is driven by the electric motor 64. The main water/foam pump 62 is triggered to "turn on" to draw the water/foam solution 38 from the water tank 20 as instructed by the operator using, for example, one of the controls discussed herein for the operator station 240. At the same time, the air intake valve 70 may be automatically or manually commanded to its "open" position such that atmospheric air 72 is drawn into the suction inlet end 63 of the main water/foam pump 62 at a rate of about 30CFM to about 50 CFM. In one embodiment, the air intake valve 70 comprises an electrically variable valve opening that may be controlled by an operator or automatically according to a preprogrammed controller to vary the amount of air introduced into the intake port 63 of the main water/foam pump 62 as the main water/foam pump 62 is driven at a constant speed.

The main water/foam pump 62, which may include a centrifugal impeller that flows axially in and radially out, then pressurizes and mixes the air 72 with the water/foam solution 38 to about 125psi, and the pressurized fire retardant, including the pressurized water/foam/air solution 74, is discharged from the pump discharge 79 at about 150gpm through a ball valve 77 having a ball valve discharge 78 and through a discharge conduit 278. The discharged fire retardant is then delivered to the cannon assembly 90 via a cross-feed conduit 280 positioned in the water tank 20, the cross-feed conduit 280 being between ports 262 and 264 positioned on either side of the tank assembly 15, and ultimately leading from the tank assembly 15 to the cannon assembly 90 via conduit 266. Introducing air 72 for mixing with the water/foam solution 38 and pressurizing the water/foam solution 38 through the system 10 for delivery to the cantilever 100 through conduit 266 helps to create a tightly-formed (tiglyformed) foam bubble of optimal size for the flame retardant before it is ejected from the nozzle 130 of the cantilever 100 and helps to achieve the furthest possible distance of the flame retardant from the nozzle 130 in the direction of firing. Because the centrifugal impeller of the main water/foam pump 62 rotates at a relatively high speed of about 8000RPM, it does not significantly lose suction when pumping about 30-50CFM of air 72 and water/foam solution 38. And because air 72 is an unlimited resource when drawn from the atmosphere, the time of air standby above a target such as a fire will be limited to the amount of other consumables carried on the aircraft, such as water, foam, or fuel. Accordingly, the system 10 including the gas generator 60 provides a simplified, efficient means for providing compressed air foam for engaging a target on an aircraft.

In one embodiment of the system 10 including the gas generator 60, wherein the water tank 20 is sized to hold about 800 gallons of water, the one or more foam tanks 30 are sized to hold about 80 gallons of foam or foam concentrate, the dry weight of the system 10 is about 1015lbs, and the weight of the system 10 when fully loaded with consumables such as water and foam is about 7580 lbs. A system 10 with this configuration is capable of 5 minutes on-air standby at a foam to water ratio of about 0.5%.

As best shown in fig. 13A-13B, the induction pump 68 may be configured to work in combination with the scavenge manifold 80 to fill the intake line with a fire retardant including the water/foam solution 38 from about the water collection area of the water tank 20 to the inlet 63 of the main water/foam pump 62. In one embodiment, the induction pump 68 is configured to fill the suction line in about 15 seconds. When the ball valve 77 is closed, during filling of the intake line (such as conduit 268) with fire retardant, air displaced from the intake line may be vented from the system prior to engaging the electric motor 64 to drive the main water/foam pump 62. With the suction line filled or almost filled with liquid fire retardant, a smooth and efficient start-up of the main water/foam pump 62 can be achieved, especially when the impeller of the main water/foam pump 62 has limited suction performance. For example, purge manifold 80 may include a manifold 82 and a solenoid valve 86, manifold 82 being positioned on top of main water/foam pump 62 with a water sensor 84 positioned on manifold 82 for confirming the presence of liquid flame retardant at the manifold after the intake line and main water/foam pump 62 are substantially filled with flame retardant, solenoid valve 86 being positioned on the manifold and configured to be commanded in an open position to allow air from the intake line to vent to the atmosphere as the flame retardant fills the intake line. As long as the water sensor 84 does not indicate liquid at the sensor, the induction pump 68 may be commanded to operate. As shown, fire retardant is drawn from the water collection end of an intake conduit 274 located in water tank 20 by intake pump 68 and delivered to introducer supply and discharge lines 87, 88, discharge lines 87, 88 being located respectively at ports 276 from outside water tank 20 to the base of conduit 268 located near interface 262.

As further shown schematically in fig. 1, the system 10 may include a cannon assembly 90. The gun assembly 90 of the system 10 includes a gun turret 110, a boom 100 having a nozzle 130 at a distal end, and optionally, an infrared vision device 115 and a distance measuring device 120. As shown in fig. 15, the turret 110 of the system 10 includes a linear actuator 212 and a rotary actuator 214 that can be programmed to control the direction and speed of movement of the boom 100 and turret 110, respectively, via a joystick 250 (see, e.g., fig. 14). Turret 110 includes a base 225, which base 225 is in turn supported by supports 227 and 228 (see, e.g., fig. 8-12) for supporting and mounting gun assembly 90 to the fuselage of helicopter 150.

The turret 110 includes a rotary drive system 230, the rotary drive system 230 being connected to the rotary actuator 214 for rotating the turret 110 along a substantially vertical axis to move the boom horizontally. The turret 110 comprises bearings on which the shell 222 and the rest of the turret 110 are supported. Thus, when the rotary actuator 214 engages the rotary drive system 230, the housing 222 and the remainder of the turret 110 rotate relative to the base 225 in the direction of travel of the rotary actuator 214.

To move the boom 100 vertically, the linear actuator 212 is connected to a pivot arm, which in turn is connected to the boom 100. Compound (diagonal) motion of the boom 100 may be achieved by engaging the linear actuator 212 and the rotary actuator 214 simultaneously, perhaps at different speeds. An actuator 232 is connected to the boom 100 to assist the linear actuator 212 in returning the boom 100 to a horizontal position, such as in the event of a power failure. In order to automatically stow the turret 110 and boom 100 back into a safe, forwardly projecting, locked configuration for evacuation of the aircraft in an emergency situation, or in the event of a failure or interruption of the power supply to the system 10, or a mechanical or electrical failure of any component of the system 10, such as actuator 212, the turret 110 of the system 10 may be configured with a mechanical turret return system. The mechanical turret return system may be configured to wrap a roller chain around a plate located on the aft end of the turret 110 to compress one or more gas struts located on the aft end of the turret 110. For example, if the power to the cannon assembly 90 is turned off, the gas strut releases the energy stored therein, which causes the plate to freewheel and release the roller chain. In the process, the turret 110 is caused to rotate to its original position, wherein the cantilever is aimed in a forward-projecting manner with the aid of the actuator 232.

As previously described, the infrared vision device 115, including the infrared camera 117, may be mounted on the turret 110 or elsewhere on the gun assembly 90. Likewise, distance measurement device 120, which includes a laser for determining the distance between the aircraft and any obstacle or building, is shown mounted on base 225, but may be mounted on any structure of system 10 or on the aircraft itself.

Upon exiting the power pack 50, the mixed and pressurized fire retardant, including pressurized water/foam/air solution 74, is delivered to the boom 100 via conduits 278, 280, and 266, and is applied from the boom 100 via nozzle 130 toward the aiming point of the boom 100, as described above. Boom 100 may comprise a lightweight material and geometry suitable to allow a relatively long boom 100 while providing a fluid flow rate sufficient to extinguish a fire at a significant distance from the aircraft. For example, boom 100 may be constructed of one or more pieces and may be constructed of a composite material to provide sufficient rigidity and withstand excessive bending or deflection along its length, for example, particularly in the case of rotor downwash when installed on a helicopter.

For example, boom 100 may also be configured to extend beyond the diameter of the rotor tip of a helicopter to avoid undesirable pre-dispersion or atomization of water/foam/air solution 74. In one embodiment, boom 100 is about 6.7 to 7.3 meters long and extends at least about 1 meter beyond the rotor tip. In some embodiments, at least the distal end of the boom 100 may be constructed of one or more materials that provide electrical insulation properties to prevent the conduction and transmission of electricity if the boom 100 is used in or adjacent to a power line, such as when extinguishing a fire near the power line, or when cleaning the power line insulation on a power line tower, for example. In addition to composite materials, the cantilever arm 100 may be constructed of other materials that provide the foregoing and other desired characteristics and functions, including wound carbon and glass fibers, matte resin, aluminum, and the like. In view of the length of boom 100 beyond the rotor tip, boom 100 may be formed as a relatively light yet strong and deflection resistant structure to avoid excessive shifting of the aircraft's center of gravity and to avoid deflection of the distal tip of boom 100 into the path of the rotor blades.

Boom 100 may be configured to allow its telescopic extension and retraction to provide compact stowage, for example, during ground operations and during flight, while also providing the ability to position the distal end of nozzle 130 beyond the tip of the rotor when in use and on air stand-by at a fire location. Alternatively, the cantilever 100 may be constructed in a fixed length.

Cantilever 100 may be configured to operate in a "wet" configuration or in a "dry" configuration. For operation in a "wet" configuration, a working fluid, such as a water/foam solution, is communicated through the boom 100 to the nozzle 130, causing the inner surface of the boom 100 to become "wet". In contrast, the boom 100 may be configured in a "dry" configuration, wherein an internal hose communicates the working fluid therein to the nozzle 130. The "dry" configuration involving the internal hose may not readily allow the boom 100 to also have a telescoping configuration, while the boom 100 in combination with the telescoping configuration having the "wet" configuration may result in binding of the telescoping components of the boom 100 or leakage through the telescoping components of the boom 100.

The boom 100 may be aimed in any horizontal direction defined by rotation of the turret 110 via the rotary drive system 230 and in any vertical direction defined by movement of the boom via the linear actuator 212. If a dedicated operator of system 10 is located on the aircraft or is remotely operating system 10, operation of boom 100 may reduce the workload on the pilot, thereby allowing the pilot to pilot the aircraft while improving the ability of the firefighter to target the fire independent of the motion of the aircraft. The side deployment may help the pilot locate and orient the aircraft for optimal flight characteristics, and may facilitate use of the emergency escape route because the aircraft points away from the fire, possibly in the intended direction of travel. In contrast, forward deployment of boom 100 in a rotary wing aircraft may negatively impact stability of the rotary wing aircraft, as a tailwind may be created by consuming air through the flame.

In one embodiment, as shown in fig. 18 and 19, the boom 100 may be a wet boom constructed of a two-piece carbon fiber composite impregnated with a copper mesh capable of transporting electrical energy from a lightning strike from the distal end to the proximal end of the boom for dissipation of energy through the rotor. In this embodiment, boom 100 includes an outboard boom portion 101, an inboard boom portion 102, a coupler portion 103 configured to connect the outboard boom portion 101 to the inboard boom portion 102, and a stiffening tube 104 positioned on the inner diameter to provide stiffness to the connected coupling. The coupler portion 103 includes an outer collar 105, a spring 106, and a receiver 107. The outer collar 105 is configured with an adapter 108 to engage with an annular groove 109 and shear pin 135 of the receiver 107, while being biased apart by a spring 106. A plurality of O-rings 138 may be positioned in circumferential grooves on one or more of the inner components to ensure a water tight seal. Receiver 107 and bolt 140 may be constructed of metal to transmit lightning-derived electrical energy from the copper mesh of outboard boom portion 101 to inboard boom portion 102 for transmission to the aircraft for dissipation.

Turning to FIG. 14, the system 10 can include an operator station 240, which is shown to include a set of controls and a computer display. The operator may manipulate the aiming point of the boom 100 using, for example, the joystick 250. The joystick 250 is electrically connected to the linear actuator 212 and the rotary actuator 214 to provide horizontal, vertical, and diagonal movement of the turret 110. The operator station 240 and/or joystick 250 also include a number of controls to activate or deactivate various aspects of the system 10. For example, the operator station 240 and/or joystick 250 may include one or more triggers, switches, or buttons connected to one or more valves or solenoids to turn on, turn off, or vary the flow of water 24, water/foam solution 38, the operation of the induction pump 68, and the delivery of pressurized water/foam/air solution 74 by the boom 100 toward a target. The operator station 240 and/or joystick 250 may also include a switch or trigger connected to a solenoid for releasing the turret 110 from the locked and/or stowed positions. The lever 250 also includes a switch or trigger for opening or closing the intake valve 70. One of ordinary skill will appreciate that other means for turning on or off various aspects of the system 10 may be used in addition to buttons, switches, etc., such as a software driven user interface disposed on a touch screen, as described below.

The operator station 240 also includes controls that allow an operator to, for example, open, close, or vary the flow of foam from the one or more foam tanks 30 to the water tank 20 via the one or more foam pumps 32. The operator station 240 may also have controls for varying the concentration of the foam or foam concentrate to achieve a desired foam concentration in the water tank 20.

The operator station 240 may include one or more displays for displaying information and providing an interface for an operator to control one or more aspects of the system 10. For example, display 258 may report data from infrared vision device 115, data from distance measurement device 120, position and movement data of boom 100, flow rates, quantities, and remaining amounts of consumable fluids, data regarding calculated air standby remaining time, alarm information including data and/or information indicative of one or more operating parameters of gun assembly 90 that fall outside predetermined limits, data relating to atmospheric conditions such as wind direction and speed, temperature, humidity, and pressure, and data relating to altitude, attitude, and other performance parameters of the aircraft itself.

The display 258 may also provide or include a user interface for receiving operator commands regarding the operation of the system 10. For example, the display 258 may be configured with a touch-sensitive screen for receiving operator input to control or monitor one or more aspects of the system 10. The display 258 may be connected to one or more CPUs, memories, data buses, and software configured to respond to and/or execute operator commands.

System 10 may additionally be configured for remote monitoring or operation of one or more aspects of system 10, such as boom 100. For example, system 10 may be configured to transmit and receive wireless data signals in real-time via satellite, cellular, or Wi-Fi, including, for example, any or all information displayable on display 258, to a remote operator or monitor located on the ground or in the air.

The system 10 may include piping for fluidly communicating fluid to and from various components of the system 10, including valves of the pressure relief valve, temperature sensors, pressure and position sensors, flow meters, and controllers. The system 10 may include other similar elements without departing from the scope or principles of the present disclosure.

Turning again to fig. 2A-2B, an exemplary integration of system 10 with helicopter 150 is shown. The canister assembly 15 of the system 10 is shown externally mounted to the helicopter 150 along the underside of the fuselage. Gun assembly 90 with turret 110 and boom 100 is shown with boom 100 in a stowed position along the starboard side of the helicopter with nozzle 130 of boom 100 pointing in the direction of the nose of helicopter 150. The power pack 50 is shown mounted to the port side of a helicopter 150, as opposed to the cannon assembly 90, to counterbalance the weight of the cannon assembly 90. System 10 is positioned aft of the nose of helicopter 150 at or near the center of gravity of the helicopter. System 10 is configured to optimize flight characteristics of helicopter 150 to which system 10 is attached during operation of system 10 and helicopter 150.

In the embodiment shown in the figures, gun assembly 90 is mounted to and supported on one side of the fuselage of helicopter 150, while power pack 50 is mounted to and supported on the opposite side of the fuselage of helicopter 150. In this way, the weight of the gun assembly 90 can be balanced by the weight of the power pack 50. To attach the gun assembly 90 and the power pack 50 to respective sides of the fuselage of the helicopter 150, the system 10 may include a gun assembly interface mounting plate 160 and a power pack interface mounting plate 170.

As shown in fig. 2A-12, the gun assembly interface mounting plate 160 and the power pack interface mounting plate 170 are configured to attach to available hard points 190 on the helicopter 150. These hard points 190 are provided by the helicopter manufacturer as standard interfaces to transfer external installation loads to the internal load bearing structure of the aircraft. Thus, adapting the system 10 to be mounted to an existing hard spot 190 via the gun assembly interface mounting plate 160 and the power pack interface mounting plate 170 provides ease of installation and other cost savings.

Fig. 3-7 illustrate an exemplary power pack interface mounting plate 170 and associated mounting system in more detail. For example, the power pack interface mounting plate 170 may include a pair of upper clevis/pin joints 183 and a plurality of adjustable length link members 180, the link members 180 having clevis/pin joints 182 at each end for connecting the power pack interface mounting plate 170 to a plurality of aircraft hard points 190. In this embodiment, a pair of adjustable length connecting members 180 may be used to connect the power pack interface mounting plate 170 to each of the two lower aircraft hard points 190, and a pair of upper clevis/pin joints 183 may be used to directly connect the power pack interface mounting plate 170 to each of the two upper aircraft hard points 190. The pair of attachment members 180 may be positioned on respective lower corners of the power pack interface mounting plate 170 to enable the position of the power pack 50 to be adjusted relative to the position of the aircraft fuselage.

Power pack 50 of system 10 includes a base 176, which base 176 is in turn supported by supports 177, 178 (see, e.g., fig. 5) for supporting and mounting power pack 50 to the fuselage of helicopter 150. The supports 177, 178 can be configured with upper and lower hooks 184 and locking pins 185 for quick connection and securing of the supports 177, 178 to corresponding upper and lower pin mounts 186 of the power pack interface mounting plate 170. Thus, once power pack interface mounting plate 170 is secured to the fuselage of helicopter 150, power pack 50, including supports 177, 178 pre-mounted to base 176, may be jacked or lifted adjacent power pack interface mounting plate 170, where supports 177, 178 may be quickly and easily hooked onto power pack interface mounting plate 170 and secured to power pack interface mounting plate 170.

Figures 8-12 illustrate an exemplary gun assembly interface mounting plate 160 and associated mounting system in greater detail. For example, the gun assembly interface mounting plate 160 may include a pair of upper clevis/pin joints 165 and a plurality of adjustable length link members 162, with the clevis/pin joints 164 at each end of the link members 162 for connecting the gun assembly interface mounting plate 160 to a plurality of aircraft hard spots 190. In this embodiment, a pair of adjustable length connecting members 162 may be used to connect the gun assembly interface mounting plate 160 to each of the two lower aircraft hard spots 190, and a pair of upper clevis/pin joints 165 may be used to connect the gun assembly interface mounting plate 160 directly to each of the two upper aircraft hard spots 190. The pair of attachment members 162 may be positioned on respective lower corners of the gun assembly interface mounting plate 160 to enable the position of the gun assembly 90 to be adjusted relative to the position of the aircraft fuselage.

Gun assembly 90 of system 10 includes a base 225, which base 225 is in turn supported by supports 227, 228 (see, e.g., fig. 10) for supporting and mounting power pack 50 to the fuselage of helicopter 150. The supports 227, 228 may be configured with upper and lower hooks 166 and locking pins 167 for quick connection and securing of the supports 227, 228 to respective upper and lower pin mounts 168 of the gun assembly interface mounting plate 160. Thus, once gun assembly interface mounting plate 160 is secured to the fuselage of helicopter 150, gun assembly 90, including supports 227, 228 pre-mounted to base 225, may be jacked or lifted adjacent to gun assembly interface mounting plate 160, and supports 227, 228 may be quickly and easily hooked onto gun assembly interface mounting plate 160 and secured to gun assembly interface mounting plate 160 adjacent to gun assembly interface mounting plate 160.

The system 10 may be configured to deliver a pressurized fire retardant comprising the pressurized water/foam/air solution 74 from the nozzle 130 at a relatively low pressure but at a relatively high volume to extinguish the fire in the direction of launch. The pressure for the low pressure configuration of the system 10 may range from about 50 to about 200 pounds per square inch (psi) depending on how far the water/foam mixture or other fluid is desired to be conveyed in the firing direction. In one embodiment, the system 10 is configured to deliver the water/foam mixture from the nozzle 130 at about 125psi at a flow rate of about 150gpm to a distance of about 132 feet from the nozzle 130, which is equivalent to about 150 feet from the proximal end of the boom 100 if the boom 100 is about 7 meters long. In this manner, the system 10 may be used to extinguish fires that are located relatively far from fire platforms, including buildings located in urban areas, such as high-rise buildings and warehouses. In another embodiment, the system 10 is configured to deliver the water/foam mixture from the nozzle 130 at a flow rate of about 20gpm at about 125psi to a distance of about 65 feet from the nozzle 130.

Alternatively, the system 10 may be configured to provide a relatively low volume of fluid at a relatively high pressure, for example, for precise cleaning of insulators on electrical high voltage line towers, for cleaning windmills, etc., or for deicing structures, vehicles, etc. In one embodiment, the system 10 may be configured for cleaning high voltage line insulation to deliver fluid from the nozzle 130 at about 1500psi to provide about 5.5 to about 6.0gpm of fluid to a distance of about 12 to about 14 feet from the nozzle 130, which exceeds the distance of about 3 to about 6 feet from the nozzle currently provided by known cleaning systems.

An operator, whether a pilot, an onboard operator, or a remote operator connected to the aircraft via one or more wireless communication protocols (such as, for example, cellular, satellite, Wi-Fi, or closed wireless networks), may manipulate the aiming point of the boom 100 using, for example, a joystick. In another embodiment, the operator may manipulate the aiming point of the boom 100. Boom 100 may be connected to turret 110, turret 110 may or may not include a drive system for moving boom 100 together or at least assisting in its movement under the direction of an operator. Turret 110 may additionally be configured to load boom 100 in a "home position" when not in use to enhance safe operation of the aircraft during flight operations and to allow easy and safe ingress and egress, for example, from a fire location.

The linear and rotary actuators may be programmed to control the direction and speed of movement of the boom 100 and turret 110, respectively, via a joystick or other steering device. Compound (diagonal) motion of the boom 100 may be achieved by engaging a linear actuator and a rotary actuator, perhaps at different speeds, simultaneously. In one embodiment, the rotational movement of boom 100 during a fire suppression operation may range from approximately toward the nose (i.e., forward) of the aircraft for loading during transportation of the aircraft to approximately 110 degrees aft. In embodiments for rotorcraft applications, the vertical motion of boom 100 may range from substantially horizontal (to avoid interference with the rotor) to about 40 degrees downward. For aircraft applications, the vertical motion of boom 100 may range from approximately horizontal to approximately 40 degrees downward. Mechanical or electromechanical locks may be employed to stow boom 100 for loading for transportation of the aircraft. One or more position sensors may be employed to provide one or more signals corresponding to the position of the boom 100. One or more signals may be used to disengage or engage one or more of the linear actuator and the rotary actuator, thereby moving the cantilever 100.

In one or more embodiments, the system 10 may include an infrared vision device 115, a distance measurement device 120, and an anti-cavitation device in the water tank 20, the distance measurement device 120 including a laser for determining the distance between the aircraft and any obstacles or buildings, the anti-cavitation device for minimizing the chance of air being drawn from the water tank 20 by the main water/foam pump 62 instead of the water 24. The infrared vision device 115 may include an infrared camera 117, such as the EVS 39 Hz infrared camera available from Flir Systems, Inc. of Golita (CA93117), Calif., to aid in identifying fire hot spots by fog, dust and smoke, as well as in complete darkness. In one embodiment, as shown in FIG. 15, an infrared camera 117 may be mounted on the boom 100. In another embodiment, the infrared camera 117 may be mounted elsewhere on the component of the system 10 or the component of the aircraft. In one embodiment, images from one or more infrared cameras 117 may be fed to a display 162 mounted on the turret 110 or near the turret 110 for viewing by an operator of the turret 110. Alternatively, images from one or more infrared cameras 117 of system 10 may be fed to multiple displays in real time. Such displays may include a display in the cockpit for the pilot, a display on a helmet mounted vision system worn by the pilot or by one or more crew members on the aircraft or an operator of the system 10, a display on the ground or in another aircraft that is remote from the aircraft, and a display associated with any number of hand-held devices, including cell phones or tablet computer devices.

A known amount of foam or foam concentrate is drawn from one or more foam tanks using one or more foam pumps 32 and added to a known amount of water in the water tank 20 as indicated by an operator using one of the controls discussed above, for example, at the operator station 240, to produce a batch of water/foam mixture having a desired foam to water concentration in the range of about 1% to about 10%.

In the configuration of the system 10, the one or more foam tanks 30 comprise about 5% to about 10% by volume of the amount of water carried in the water tank 20. As noted above, for system 10, the foam to water ratio of system 10 may range from about 0.1% to about 10.0% wet to dry foam as directed by the operator of system 10. Alternatively, the foam to water ratio of system 10 may range from about 0.4% to about 1.0%.

The power to the operating system 10 or any portion thereof (including the turret 110 and boom 100, electric motor 64, induction pump 68, intake valve 70, solenoid valve 86, etc.) may originate from an unnecessary electrical bus of the aircraft, from a generator connected to an engine or transmission of the aircraft, or from an Auxiliary Power Unit (APU).

All of the fluid pumps described above may be electrically driven using electricity from the sources mentioned above, or may be mechanically driven through a mechanical connection with an on-board engine. For example, main water/foam pump 62, one or more foam pumps 32, and intake pump 68 may be mechanically or electrically powered by an aircraft or rotorcraft system. In one embodiment, each or any of the main water/foam pumps 62, one or more of the foam pumps 32 and the induction pump 68 may be configured as electrically driven pumps that consume electrical current from an unnecessary electrical bus of the aircraft or rotorcraft, or from a generator connected to a rotor or engine system, or from a separate Auxiliary Power Unit (APU).

The system 10 may be configured to include a system for replenishing the water supply in the water tank 20 while the aircraft is in flight. For example, system 10 may include a retractable or non-retractable refill system configured for use on or with a rotorcraft or fixed-wing aircraft. In one embodiment, the system 10 may include an auger pump system including a water pump at the distal end of a conduit of sufficient length to reach a reservoir, lake or other water source below the aircraft to pump water from the water source to the tank 20.

Alternatively, the system 10 may be configured to include a retractable pump system for deploying and retracting a collapsible flexible hose to draw water from a water source, such as a pond or lake, into the tank 20 as the aircraft is hovering over the water source. In one embodiment, the collapsible pump system may include a housing or structure for supporting a motorized spool and a reversible motor and a motor controller for unwinding or retracting the collapsible hose from or to the spool. The housing may include a face plate secured to cage elements to form the structure of the housing. The pump may be positioned at the distal end of the collapsible hose and the inlet of the pump may be covered with a shield for pumping water from the water source to the water tank 20. The retractable pump system may be mounted to the aircraft or to one side of the tank assembly 15 to direct water from the collapsible hose to the water tank 20 via conduit 282. In either case, a check valve 284 may be positioned at the proximal end of the conduit 282 to minimize water leakage from the water tank 20 of the tank assembly 15.

The retractable pump system may be controlled by the pilot of the aircraft or an operator at the operator station 240. During operation, the reversible motor of the retractable pump system may be commanded by an operator, which command is received by a motor controller, which in turn energizes the reversible motor to cause the spool to rotate in a desired direction to wind and retract the collapsible hose to the spool, or unwind and unwind the collapsible hose from the spool. Once the remotely located pump is submerged in the water supply after the collapsible hose is unwound from the reel, the operator may place the pump "on" to pump water from the water supply to the water tank 20 via the collapsible hose, internally through the hub of the reel, and via the conduit 282. Alternatively, the conduit 282 may be adapted to connect with additional pipes, which are in turn connected to the water tank 20 to communicate water to the water tank 20. At the completion of the fill cycle, the operator may command the pump to be placed in its "off" position to stop pumping water. The operator may then command the reversible motor to reverse the spool to retract the collapsible hose and wind the collapsible hose onto the spool. The deployment and retraction of the collapsible hose may be initiated when the aircraft is hovering above a water source, or transitioning to and from hovering, respectively. One or more of the steps of deploying the collapsible hose to, for example, a predetermined length, turning on and off a water pump for pumping water, and retracting the collapsible hose may be performed automatically using sensors and/or suitable software control algorithms contained in the system 10. When the collapsible hose is fully wound on the spool, the retractable pump system may be configured to avoid interference with the normal landing operation of the aircraft.

In embodiments including rotorcraft, when hovering over a water source such as a reservoir or lake, the refill cycle time using the retractable or non-retractable system described above may range from about 25 seconds to about 60 seconds to reload tank 20 with water. In embodiments, depending on the foam to water ratio used, it may be necessary to refill the foam after about 5 to about 10 water cycles.

While specific embodiments have been described in detail, it will be appreciated by those skilled in the art that various modifications and alternatives to those details could be developed in light of the overall teachings of the disclosure. Accordingly, the present disclosure is to be considered as illustrative and not restrictive in scope, and all aspects of the appended claims and any equivalents thereof should be presented.

Claims (20)

1. A fire suppression apparatus for suppressing a fire from a helicopter, the fire suppression apparatus comprising:

a tank assembly configured for attachment to an underside of the helicopter, the tank assembly comprising

A foam tank for containing foam,

a water tank downstream of the foam tank for containing water, wherein the water tank is configured to receive foam from the foam tank that forms a liquid fire retardant therein when mixed with water in the water tank, and

a canister assembly housing enclosing the foam canister and the water canister;

a power pack configured for attachment to a side of the helicopter, the power pack including

A liquid flame retardant pump configured to pump the liquid flame retardant including the foam and water, the liquid flame retardant pump driven by a first electric motor, the liquid flame retardant pump including a pump inlet and an air intake valve positioned at the pump inlet, the air intake valve including an electrically variable valve opening, wherein air is drawn into the pump inlet with the liquid flame retardant and pressurized by the liquid flame retardant pump to form a pressurized water/foam/air flame retardant solution;

a liquid intake pump driven by a second electric motor, the liquid intake pump configured to intake the liquid fire retardant from the water tank to the pump inlet;

an inverter connected to the first electric motor, the inverter configured to slowly and controllably start the first electric motor to minimize a starting current consumed by the first electric motor; and

a gun assembly configured for attachment to an opposite side of the helicopter, the gun assembly comprising

An aimable cantilever connected to the liquid flame retardant pump by a conduit, the cantilever comprising a nozzle on a distal end of the cantilever from which the pressurized water/foam/air flame retardant solution is applied toward a target.

2. The fire suppression apparatus of claim 1, wherein the liquid fire retardant pump and the liquid intake pump are both supported on a flat upper surface of a horizontal base.

3. The fire suppression apparatus of claim 1, wherein said power pack and said cannon assembly are each supported by a pair of brackets that extend cantilevered from respective vertical mounting plates, each of said vertical mounting plates attachable on opposite sides of a fuselage of said helicopter.

4. The fire suppression apparatus of claim 3, wherein each vertical mounting plate is configured to attach to a structural hard point located on an outer surface of the helicopter.

5. The fire suppression apparatus of claim 3, wherein the vertical mounting plate is configured to be attached directly to a pair of upper structural hard points of the helicopter fuselage and to be attached to a pair of lower structural hard points of the helicopter fuselage via a pair of adjustable length connecting members extending from the vertical mounting plate to the lower structural hard points.

6. The fire suppression apparatus of claim 4, including a pair of adjustable length connecting members including a clevis on each opposite end of the connecting members for directly attaching the vertical mounting plate to a pair of structural hard points of the helicopter.

7. The fire suppression apparatus of claim 1, comprising a ball valve positioned downstream of and adjacent to the discharge of the liquid fire retardant pump.

8. The fire suppression apparatus of claim 1, wherein an intake pump discharge conduit connects an intake pump discharge outlet with an intake conduit positioned upstream of a pump inlet of said liquid fire retardant pump to fill said intake conduit with liquid fire retardant from said water tank before said first electric motor is commanded to rotate.

9. Fire extinguishing apparatus according to claim 1, wherein the intake pump inlet conduit is connected to a water collection area of the tank.

10. The fire suppression apparatus of claim 1, wherein the cantilever comprises a carbon fiber composite impregnated with a copper mesh.

11. The fire suppression apparatus of claim 10, wherein the boom includes an outboard boom portion, an inboard boom portion, a coupler portion, wherein the coupler portion connects the inboard boom portion to the outboard boom portion.

12. The fire suppression apparatus of claim 11, wherein the coupler portion includes an outer collar, a spring, and a receiver.

13. The fire suppression apparatus of claim 12, wherein the outer collar engages an annular groove of the receiver, wherein the spring is in compression when the coupler portion is connected to the inboard cantilever portion and the outboard cantilever portion.

14. The fire suppression apparatus of claim 1, wherein the air intake valve includes an inlet that directly receives unpressurized ambient air.

15. The fire suppression apparatus of claim 1, comprising one or more electronic controllers in operative communication with the first electric motor and the intake valve, wherein the one or more electronic controllers are configured to automatically open the intake valve upon activation of the liquid fire retardant pump.

16. The fire suppression apparatus of claim 1, comprising a foam pump configured to pump foam from the foam tank to the water tank, wherein the tank assembly housing encases the foam pump.

17. The fire suppression apparatus according to claim 1, wherein each of the foam tank and the water tank has an interior space for containing a fluid, and the interior space of the foam tank is 5% to 10% of the interior space of the water tank.

18. The fire suppression apparatus of claim 1, wherein the inverter linearly provides a current from zero amps to about 65 amps to the first electric motor over a period of 2 to 3 seconds.

19. A fire suppression apparatus for suppressing a fire from a helicopter, the fire suppression apparatus comprising:

a power pack configured for attachment to the fuselage of the helicopter via a vertical mounting plate, wherein the vertical mounting plate is directly attachable to a pair of upper structural hard points of the helicopter fuselage and is attachable to a pair of lower structural hard points of the helicopter fuselage via a pair of adjustable length connecting members extending from the vertical mounting plate to the lower structural hard points, the power pack comprising

A liquid flame retardant pump configured to pump a liquid flame retardant comprising foam and water, the liquid flame retardant pump being driven by a first electric motor, the liquid flame retardant pump comprising a pump inlet and an air intake valve positioned at the pump inlet, the air intake valve comprising an electrically variable valve opening, wherein air is drawn into the pump inlet with the liquid flame retardant and pressurized by the liquid flame retardant pump to form a pressurized water/foam/air flame retardant solution;

a liquid-introducing pump driven by a second electric motor, the liquid-introducing pump configured to introduce the liquid flame retardant from a water tank to the pump inlet;

an inverter connected to the first electric motor, the inverter configured to provide current to the first electric motor to start the first electric motor in a time period of 2 to 3 seconds to minimize a starting current consumed by the first electric motor.

20. A fire suppression apparatus for suppressing a fire from a helicopter, the fire suppression apparatus comprising:

a gun assembly configured for attachment to the fuselage of the helicopter via a vertical mounting plate, wherein the vertical mounting plate is directly attachable to a pair of upper structural hard points of the helicopter fuselage and is attachable to a pair of lower structural hard points of the helicopter fuselage via a pair of adjustable length connecting members extending from the vertical mounting plate to the lower structural hard points, the gun assembly comprising

An aimable boom connected by a conduit to a liquid fire retardant pump, the boom comprising a nozzle on a distal end of the boom from which pressurized fire retardant comprising water, foam and air discharged by liquid fire retardant is applied toward a target, wherein the aimable boom comprises

A carbon fibre composite impregnated with a copper mesh for transferring electrical energy from a lightning strike to the fuselage of said helicopter, and

an outboard boom portion, an inboard boom portion, and a coupler portion, wherein the coupler portion connects the inboard boom portion to the outboard boom portion, wherein the coupler portion includes an outer collar, a spring, and a receiver, wherein the outer collar engages an annular groove of the receiver, and wherein the spring is in compression when the coupler portion is connected to the inboard boom portion and the outboard boom portion.