Abstract:
The aircraft transport trailer enables the loading, transporting, and unloading of a helicopter. The transport trailer comprises a wheeled trailer having a power unit, a height adjustable roller platform having a first position for loading or unloading the helicopter and a second position for transporting the helicopter, and a winch for moving the helicopter, the winch being power driven, the winch pulling the helicopter forward and releasing backward, a strap assembly being connected to the winch, and a pair of micro-switches positioned upon the trailer in cooperative engagement with the winch. Each micro-switch is positioned upon the trailer proximate to a cushioned bumper and to a towing position for the helicopter. The pair of micro-switches cut the power to the winch as the helicopter skids or wheels touch the micro-switch thereby properly positioning the helicopter upon the platform of trailer for when the trailer is raised to the second position.

Description:
CROSS REFERENCES TO RELATED APPLICATIONS 
     This Application is related to and claims priority to U.S. Provisional Application for Patent No. 60/725,886, filed Oct. 11, 2005, “Helicopter Transport Apparatus”, and this Patent Application is a Continuation-In-Part and claims priority to U.S. patent application Ser. No. 11/545,322, entitled “Helicopter Transport Apparatus”, by William Wade Hadley et al., filed Oct. 10, 2006, all of which are incorporated by reference herein. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     This invention relates to a transport apparatus enabling loading, transport, and unloading an aircraft such as, but not restricted to, a rotary wing aircraft, commonly known as a helicopter. 
     2. Background Information 
     Helicopter transport trailers for moving helicopters relatively short distances at relatively low speeds, i.e. walking speeds, on an airfield are known in the trade. As the retail price of helicopters has increased over the years, better helicopter transport trailers are needed. Also, existing helicopter transport trailers are not suited for highway transport. The current method of transporting a multimillion dollar military or commercial helicopter is to use a flatbed truck. The helicopter is loaded and unloaded at beginning and ending destination by a crane. A second truck and flatbed trailer are required on both ends as well as specialized slings, rigging and personnel to get the aircraft on and off of the trailer. An alternate procedure for recovering a helicopter off-road is to sling-load and move with a cargo helicopter, which is an even more expensive and complicated procedure. 
     To recover a helicopter from the field currently requires a crane and specialized sling and rigging. The operation using a sling requires several people to guide the helicopter onto a flatbed trailer to avoid damage and to release the sling. A second truck and flatbed trailer are required to deliver the crane to the aircraft site for recovery and are also required at the destination to offload the aircraft from the flatbed. Alternate traditional means require sling-loading and movement by a separate aircraft heavy enough to lift the helicopter, which is a very expensive and complicated procedure.
         U.S. Pat. No. 6,273,435 (Stringer) discloses a trailer for use in transporting a load from one area to another area has a frame and a bed operatively mounted to the frame which is capable of being moved from a first or lowered position to a second or elevated position in a substantially vertical manner or non-tilting manner. At least one lifting mechanism is operatively connected to the bed, which applies the greatest force for lifting the bed from the lowered position to the elevated position at the beginning of the lift, rather than at an end or midpoint of the lift. At least one over-center latching mechanism secures the bed to the frame when the bed is in the elevated position.   U.S. Pat. No. 5,700,026 (Zalewski, et al.) discloses a vehicle body lowering system for installation in a motor vehicle having a wheeled carriage, a cargo/passenger compartment body, a door in the passenger compartment body for cargo loading and unloading or passenger embarking and debarking, and a spring suspension for the buoyant support of the body above the carriage between a lower position and an upper position. The components of the vehicle body lowering system include a hydraulic cylinder mounted within the body, a power source, a manually actuated control for energizing and de-energizing the power source, and an interconnection extending through the body between the cylinder and the carriage. The interconnection is characterized by an operative condition at which the body is in the lower position under the control of the power source, and an inoperative condition at which the body is freely subject to the buoyant support of the spring suspension.   U.S. Pat. No. 4,374,592 (Geary, et al.) discloses a vehicle transporter is disclosed, for use in filming scenes in which characters are shown as occupying a moving vehicle, and in which the characters, and adjacent parts of the vehicle, appear in the foreground, and which transporter can also be used for straightforward transportation of such a vehicle by road. The vehicle transporter comprises a low flat platform so contrived that the vehicle in question can readily be driven or wheeled onto it from behind, the transporter having at its front end a relatively raised structure, carrying castor wheels, and having a draw bar bearing a towing attachment.   U.S. Pat. No. 4,363,590 (Crate) discloses a boat is supported on a wheeled trailer frame by idler rollers and by powered rollers, of a self-adjusting type, located adjacent the rear end of the trailer frame from which the boat is loaded or unloaded. The powered rollers are driven by drive motors through self-locking gears to effect loading or unloading. The boat is held in a transport position on the trailer frame by the powered rollers through the self-locking gearing when the drive motors are de-energized.   U.S. Pat. No. 3,993,324 (Carrick) discloses a trailer for carrying a centerboard type sailboat behind a towing vehicle. The trailer includes longitudinally flexible bunks that receive and conform intimately to the hull configuration on opposite sides of the longitudinal boat center line. A walking beam arrangement is located between the bunks and carrying frame to enable free flexing of the bunks while transferring weight of the boat to the framework. The longitudinal resiliency of the bunks enables loading and unloading of the sailboat in relatively shallow water and further facilitates even distribution of the sailboat weight over the entire bunk surface engaged therewith.       

     As will be seen in the subsequent description, the aircraft transport apparatus of the present invention overcomes the shortcomings of prior art. 
     SUMMARY OF THE INVENTION 
     The helicopter transport apparatus of the present invention saves time, money and equipment while enhancing safety and reducing risks, whether for simple administrative or maintenance moves across the airfield, or in off-site or off-road recoveries where terrain and mission permit ground recovery. 
     Ground recovery with the helicopter transport apparatus of the present invention saves time and money by decreasing equipment and personnel requirements the need for cranes, lowboy trailers, and flatbed transport trucks is eliminated. Recovering an aircraft is accomplished in minutes versus hours, days, or often weeks to round up all of the traditional specialized secondary equipment and personnel required on both ends to accomplish the move. 
     The helicopter transport apparatus of the present invention saves flight hours by eliminating the need for aerial recovery of downed aircraft where the situation permits ground recovery. In today&#39;s military where flight training hours are budget limited this can be especially advantageous as flight hours are saved for pilot training instead of maintenance movements. Litigation, investigative, and administrative costs from noise complaint processing from citizens are also reduced. 
     The helicopter transport apparatus of the present invention reduces manpower requirements. Movement is typically accomplished by a team of two within ten minutes. One person can prepare a helicopter for movement, load and tow the helicopter where safety requirements allow. The hydraulic trailer bed and the loading winch can be operated remotely from a stand-off position where the operator monitors the entire length of the aircraft throughout the loading process. 
     The helicopter transport apparatus of the present invention enhances safety for both personnel and airframe as the aircraft is gently loaded from ground level, thereby eliminating the need to rig and lift aircraft by crane or helicopter. Conventional aircraft recovery operations require specialized rigging, equipment and personnel in addition to either a second truck, trailer and crane or a large lifting helicopter to sling load the aircraft. All conventional sling loading procedures greatly increase possibilities of airframe damage. 
     The aircraft transport trailer enables the loading, transporting, and unloading of a helicopter. 
     The helicopter transport apparatus of the present invention comprises (a) a trailer having a plurality of wheels, (b) a power unit mounted on the trailer, (c) a height adjustable roller platform having a first position for loading or unloading the helicopter and a second position for transporting the helicopter; and (d) a winch for moving the helicopter, the winch being power driven, the winch mounted upon the trailer, the winch for pulling the helicopter forward and releasing backward. 
     The helicopter transport assembly further includes a strap assembly. One end of the strap assembly is in cooperative engagement with the winch, and the other end of the strap assembly engageable with the helicopter. 
     As used herein, a “strap” is a strip of pliant material which includes at least one fastener, the at least one fastener being for binding or securing one or more objects in place. 
     In addition, the helicopter transport assembly further includes a pair of micro-switches positioned upon the trailer in cooperative engagement with the winch. The pair of micro-switches are positioned upon the trailer proximate to a towing position for the helicopter. The pair of micro-switches cuts the power to the winch as the helicopter skid or wheel touch either of the micro-switches thereby positioning the helicopter upon the trailer in the second position for transporting. Preferably, the pair of micro-switches are positioned relative to a pair of cushioned bumpers. This acts as an automatic winch shutoff when the micro-switch is engaged. The helicopter will be automatically stopped in the optimal transport position by said factory adjustable micro-switches. The bumper “cushion” will be of appropriate material such that is it softer than steel but still hard enough to protect. Various bumper materials include natural and manmade materials, and the materials of choice being UHMW and polyurethanes of varying softness and strength. 
     An additional micro-switch is included which prevents the trailer from being lowered while the lock latches are closed. The locks are an additional safety feature during transport. 
     The transport apparatus of the present invention is a transport apparatus such as is usable for, but not restricted to, loading, transporting, and unloading a helicopter or other aircraft; said vehicle comprising a multi-wheel trailer comprising a platform, a torsion bar suspension assembly, a hydraulic power unit, hydraulic rams, a winch, and a means of adjusting the height or the trailer over the range of elevations required for loading, unloading, and transporting said vehicle. 
     The invention may have a winch that is hydraulically or electrically powered. The brakes may be electric, hydraulic, or pneumatic. The suspension may be torsion bar, spring, or pneumatic. 
     Aircraft come in varying sizes and weights. The helicopter transport apparatus of the present invention needs to be adjusted and varying components resized given the varying weights, dimensions, and center of gravity of the aircraft to be handled. The center of gravity of an aircraft varies in two principle areas for ground transport purposes: (1) the center of gravity varies greatly with fuel level, and (2) the center of gravity varies greatly depending on if helicopter blades are spread forward and aft as are Huey helicopter blades in  FIG. 7  (see below), or are all folded backwards as with OH-58 helicopter blades when ground transported. The aircraft dimensional and weight data will be provided by the customer and result in varying trailer dimensional data and component sizes as are required to safely load the customer&#39;s aircraft. Therefore, features which enable factory adjustability greatly enhance the product line and make the helicopter transport apparatus of the present invention more versatile. 
     The helicopter transport apparatus of the present invention has self-contained electrical and hydraulic systems eliminating the need for tow vehicle power hook-ups to the helicopter transport apparatus if batteries are well charged. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  depicts a first preferred embodiment of the helicopter transport apparatus of the present invention. 
         FIG. 2  depicts an inboard view of wheels locked in place for the proper elevation for transporting a helicopter with the helicopter transport apparatus of  FIG. 1 . 
         FIG. 3  depicts greater detail of the inboard view of the wheels shown in  FIG. 2 . 
         FIG. 4  depicts an outboard view of wheels locked in place at the proper elevation for transport of the helicopter transport apparatus of  FIG. 1 . 
         FIG. 5  depicts the helicopter transport apparatus of  FIG. 1  in the lowered elevation for loading, which is typically the same as for unloading, a helicopter. 
         FIG. 6  depicts wheels positioned for loading or unloading a helicopter with the helicopter transport apparatus of  FIG. 1 . 
         FIG. 7  depicts an application of the helicopter transport apparatus. 
         FIG. 8A  depicts a second preferred embodiment of the helicopter transport apparatus of the present invention having a unique strap and winch configuration. 
         FIGS. 8B and 8C , along with Detail “A” and Detail “B” respectively, depict two alternative loading iterations for strap assemblies on helicopter transport apparatus of any embodiment. 
         FIG. 8D , along with Detail “A”, depict the addition of a solar pulse charging assembly feature for use with the helicopter transport apparatus any embodiment. 
         FIG. 9  details a front-loading strap apparatus as a separate loading strap iteration where aircraft specifications make it preferable to pull from front skid struts vs. rear skid struts. 
         FIG. 10  depicts yet another preferred embodiment of the helicopter transport apparatus of the present invention. This figure illustrates a triple-axle embodiment of the invention for a larger skidded helicopter. This embodiment also includes a loading strap configuration, the forward end of which is cooperatively engaged with the winch assembly, the backward portions of which are cooperatively engaged with the helicopter being towed. 
         FIG. 11  depicts another preferred embodiment of the helicopter transport apparatus of the present invention, this embodiment being done for the LUH helicopter. 
         FIG. 12  depicts an inboard view of wheels locked in place for the proper elevation for transporting a helicopter with the helicopter transport apparatus of the preferred embodiment depicted in  FIG. 11 . 
         FIG. 13  depicts greater detail of the inboard view of the wheels shown in  FIG. 12 . 
         FIG. 14  depicts an outboard view of the wheels of the helicopter transport apparatus of  FIG. 11  locked in place for the proper elevation of the apparatus for transporting a helicopter. 
         FIG. 15  depicts a second preferred embodiment of height adjustable skid stop bumpers for use with the helicopter transport apparatus of  FIGS. 8A and 10 . 
         FIG. 16 , along with Detail “A”, depict a third preferred embodiment of adjustable skid stop bumpers for use with the helicopter transport apparatus of  FIG. 11 . 
         FIG. 17  depicts adjustability of the skid stop bumper of  FIG. 16  for varying the center of gravity of the aircraft forward and backward. 
         FIG. 18 , along with Detail “A” and Detail “B”, depict yet another variation of the helicopter transport apparatus of  FIG. 8A , including a central control panel, an electric winch assembly, and strap alignment guides which enable remote control of the loading and unloading. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Referring now to  FIGS. 1 and 5 , the first preferred embodiment of the present invention, a helicopter transport apparatus  10  comprises a trailer jack  101 , a hydraulic control  102 , a front guard  103 , a winch clearance  103 A, a tongue  104 , a frame  105 , a hydraulic pump  106 , bumpers  107 , lift cylinders  108 , wheels  110 , pivot links  111 , latches  112 , lock cylinders  113 , brake lights  114 , vertical rollers  115 , rocker roller assemblies  116 , ground rollers  117 , deck plate  118 , helicopter skid rollers  119 , battery containment assembly  120 C, a winch  121 , and pintle height adjustment plate  104 C. 
     A description of the first preferred embodiment is as follows: 
     The winch  121  serves to load a helicopter onto the helicopter skid rollers  119 . 
     The vertical rollers  115  serve for location of the skids of a helicopter to be loaded onto the skid rollers  119 . 
     The rocker roller assemblies  116  each pivot about a central axis, perpendicular to a helicopter skid in the loading of a helicopter. 
     Refer to  FIG. 4  or an outside view and to  FIGS. 2 and 3 , for a view inside a pair of wheels  110  locked into position required for transporting a helicopter, and to  FIGS. 5 and 6  for the wheels  110  unlocked for loading a helicopter, where one pivot link  111  connects to each of two axle pivots  122  as well as one of the lift cylinders  108  and also one of the lock cylinders  113  and also to two axle pivots  122 . 
     Also,  FIG. 4  depicts a pair of the wheels/brakes/axle assemblies  110 A with the wheels  110  (shown in  FIGS. 1, 2, and 3 ) removed. 
     The axles  109  connect to links  126  which are affixed to the wheels  110 . Each axle  109  pivots a pair of axle pivots  122 . Each pair of axle pivots  122  are pivotably connected to either a rear axle pivot  124  or a front axle pivot  125 , each pair of which said pivots,  124  or  125 , is connected to the wheels  110  and to a given axle  109 . This arrangement causes the axle pivots  122  on each side of the trailer  10  to rotate at the same speed such that the platform  118  of the trailer is maintained in a level orientation as the trailer is raised and lowered. 
     The axle pivots  122 , when unlocked by action of the lock cylinders  113 , can be rotated in either direction, clockwise or counterclockwise by action of the lift cylinders  108  on the pivot links  111  which rotate the links  126  which raises or lowers the wheels  110 , which in turn control the elevation of the helicopter transport apparatus  10  for loading, unloading, or transport. 
     The axles  109  are Henschen DURA-FLEX™ torsion axles known to the trade. Applicants could not find any application reference to use of Henschen DURA-FLEX™ torsion axles on transport trailers at the web site, www.henschenaxles.com, and believes this application is unique. 
       FIG. 7  illustrates an application of an embodiment of the present invention with a helicopter mounted thereupon. 
     In operation the trailer  10  is backed up such that the vertical rollers  115  are on either side of the helicopter skids and the trailer  10  is generally aligned with the helicopter. The cable or strap (not shown) is released from the winch  121  and attached to the helicopter. Latch cylinder  113  is powered to release the latches  112 . Cylinder  108  is then powered to move the pivot link  111  from the transport position shown in  FIG. 2  to the loading position shown in  FIG. 6 . The pivot link  111  is then free to move. The trailer is preferably, but not necessarily, then backed up further and rocker rollers  116  are engaged as aircraft gently self-loads until rocker roller assemblies  116  pivot down and is resting level with main rollers  119 . Power from battery box  120 C can then be applied to power a hydraulic pump  106  to power winch  121  to wind the cable or strap and pull the helicopter. The plate  118  and tops of horizontal rollers  119  form a horizontal platform surface. As the winch  121  tightens the cable or strap the helicopter will move toward the trailer. The operator loading the helicopter can use a remote control  202 A to control winch  121 , this enables the operator to stand at a safe distance and walk around the helicopter as the aircraft is loaded onto the trailer. Vertical rollers  115  on the trailer corners help to guide the helicopter skids onto the trailer  10 . The winch  121  pulls the helicopter forward toward the front of the trailer  10  until the skids contact the skid stop bumpers  107 . In the preferred embodiment of the helicopter transport apparatus depicted in  FIG. 15 , the skid stop bumpers  107 A are vertically adjustable for varying aircraft skid heights (also in  FIGS. 8A and 10 ). The skid stop bumpers are adjustable front to rear in preferred embodiment of the skid stop bumper assembly  207  (see  FIGS. 11, 16, and 17 ). 
     Refer now to  FIGS. 8A, 8B and 8C  for description of strap and its use. The helicopter transport apparatus  10  or  20  is backed up such that the vertical rollers are on either side of the helicopter skids and the trailer  10  or  20  is generally aligned with the helicopter. The entire strap assembly  800  is depicted in  FIG. 8A  with a detailed breakdown of the strap subassemblies in  8 B and  8 C. The strap  800  is released from the winch  121  and is attached to the helicopter at the bottom of the rear skid struts. The strap  801  is attached to left and right skids at either the front or rear skid struts depending on the dimensional data, the center of gravity, and/or reinforced attachment points of the aircraft. The straps are actually made up of a 5 strap assembly that is depicted in  FIGS. 8B and 8C . The entire strap assembly comprises 1 center, 1 left and 1 right strap sections  801  which ends with a quick release assembly which contains 2 quick release loops straps  803  that wrap around the helicopter skid and are fastened by means of the quick release buckle  805  and its fasteners  804 , 806 , and  806 . Again, as helicopter skids vary, so does size of various strap components. Referring to  FIGS. 1 and 8A , power from battery box  120 C can then be applied as in Figure to power a hydraulic pump  106  and to power winch  121  to wind the cable and drag the helicopter the remaining distance onto bed of horizontal rollers  119 . The plate  118  and tops of horizontal rollers  119  form a horizontal platform surface. As the winch  121  tightens the strap  800  the helicopter will move toward front of the trailer. The operator loading the helicopter uses a remote control  102  or  202 A (can also be onboard control switch wired to central control panel if preferred) to control winch  121 , this enables the operator to stand at a safe distance and view the helicopter is loaded. Vertical rollers  115  on the trailer corners help to guide the helicopter skids onto the trailer  10  or  20 . The winch  121  pulls the helicopter forward toward the front of the trailer  10  or  20  until the skids contacts the bumpers  107 . A first design configuration is depicted in  FIG. 8B  (with DETAIL “A”) for the rear loading strap, and an alternative design configuration is depicted in  FIG. 8C  (with DETAIL “B”) for the rear loading strap. 
     The helicopter is then secured to the trailer  10  or  20  and the cylinder  108  reverses direction moving the pivot link  111  back to pivot the axle pivots  122  to raise the trailer deck platform  118  and helicopter from the load position back to the transport position. When the platform  118  is fully raised the link  111  can be locked against motion by latch  112  which is controlled by cylinder  113 . Control operations for the winch  121 , the lift cylinders  108  and lock cylinders  113  and all be controlled form the central control panel  202 . A remote control  102  or  202 A usually controls the winch  121  for improved visibility while loading. 
     As shown the winch  121 , lock cylinders  113  and lift cylinders  108  are all powered by hydraulic fluid from pump  106  which in turn is powered by battery  120 . It will be understood that the cylinders and/or winch could be electrically powered directly from the battery  120 C. 
     Referring now to  FIG. 10 , another preferred embodiment helicopter transport apparatus of the present invention  30  is depicted. The helicopter transport apparatus of the present invention  30  is a triple-axle embodiment of the invention for a larger skidded helicopter, and handles three different models of helicopters on one larger platform. The weight of largest helicopter to be handled caused a third axle to be needed. Hence there are two sets of skid stop bumpers  107 A which are set at the appropriate positions for the center of gravity of each aircraft to locate properly on the trailer for good tracking over the road. This also required height adjustment beyond standard height adjustable capabilities for moving with a light medium tactical vehicle military prime mover. A pintle height extension  204 D has been designed for that accommodation. 
     Similarly, referring now to  FIG. 11 , another preferred embodiment of the helicopter transport apparatus of the present invention  40  is depicted, and comprises similar components of different sizes; a trailer jack  201 , a hydraulic control  202 , a front guard  203 , a winch clearance  203 A, a tongue  204 , a hydraulic surge brake assembly with adjustable pintle bracket  204 C, a frame  205 , a hydraulic pump  206 , adjustable skid stop bumpers  207 , lift cylinders  208 , axles  209 , wheels  210 , pivot links  211 , latches  212 , lock cylinders  213 , led brake lights  214 , vertical rollers  215 , rocker roller assemblies  216 , ground rollers, inner and outer  217 , deck plate  218 , wire strike relief ramp  218 A, and helicopter skid rollers  219 , battery assembly  220 C, winch  221 , strap tensioner  813 , and tool/accessory box  909 .  FIG. 8D  illustrates the spare tire  901 , solar pulse charger  903 , tie-downs  907 , and work lights  908 .  FIG. 8A  illustrates the strap holders  810 .  FIG. 10  illustrates the skid protection channels  910 . 
     The winch assembly  221  serves to load a helicopter onto the helicopter skid rollers  219 . The winch will vary in size according to the weight and dimensions of the aircraft to be loaded, with a heavier aircraft requiring a larger winch, or in some cases the aircraft may be lighter, but longer dimensionally, thereby requiring a larger winch drum to allow enough strap or cable length to load the aircraft. This preferred embodiment of the helicopter transport apparatus of the present invention  40  includes ( FIG. 11 ) an electric winch assembly  221 , made up of the winch itself,  221 B, winch controller box  221 A, and a strap alignment guide  221 C ( FIG. 18 ). The strap alignment guide is unique. This set of guides serves to keep the strap centered and orderly, while also centering the aircraft on the roller platform. The electrical system also includes a central control panel  202 , which may have its winch remote control  202 A ( FIG. 18 ) inside its housing or which may have the control wired to the central control panel  202 , along with other control switches  202 B. An interrupting kill switch  250  is wired into the electrical circuit as a safety measure so that anytime an operator views a problem he can hit the large red kill switch and interrupt current to the winch. An instruction plate  251  makes trailer user friendly with instructions clearly written into plate. An additional safety feature is the override switch  252  which re-enables the winch once power has been cutoff. A NATO slave receptacle  230  has been added for recharging of batteries using the standard for tactical communications. Commercial applications allow for recharging at 12V commercial standards. Work lights  908  are present to enable low light operations. This preferred embodiment of the helicopter transport apparatus of the present invention  40  includes LED lights  214 A with steel casing  214 , with bracing  310  ( FIG. 15 ) and spare tire mount  902  ( FIG. 15 ). 
     The addition of solar pulse charger  903  maintains batteries when the trailer is parked provides a second method of charging batteries. The solar pulse charger assembly comprises a solar pulse charger  905 , a mounting plate  906 , and hinges  904 . The solar panel may be hinged down when not in use such as in an application where trailer remains constantly connected to trailer&#39;s prime mover and electrical system of prime mover is charging batteries. The solar panel may be hinged up when trailer is parked and there is a need to keep a good charge on the batteries for intermittent use of invention. Thus the invention batteries can be charged by either electrical 12V connector, 24V NATO Connector leading to prime mover, by solar pulse charger, or of course by direct battery terminal charge connection if preferred. 
     The vertical rollers  215  serve for location of the skids of a helicopter to be loaded onto the skid main rollers  219 . 
     The rocker roller assemblies  216  each pivot about a central axis, perpendicular to a helicopter skid in the loading of a helicopter. This gently moves the aircraft from the ground level to the skid rollers  219  which are all in the same plane. To prevent point loading as rocker rollers are introduced to aircraft skids, the back section of the rocker roller assembly employs varying roller sizes or strengths as necessary for varying aircraft models. The helicopter transport apparatus  40  is improved such that two points of each aircraft skid impact the rear section of the rocker roller at once, spreading the load on impact. The rocker rollers are preferred over earlier ramps as they are handling skids. When wheels are on aircraft ramps are employed. Rocker rollers swivel independently enabling varying terrain levels for loading on unimproved surfaces. Trailers are routinely used for off-road recovery of helicopters. 
     Skid stop assembly  207  ( FIGS. 11, 16, and 17 ) is a variation of the skid bumpers,  107  and  107 A and offers several distinct advantages over the previous design. In some newer aircraft the traditional design of a skid tip is changed to incorporate the wire strike into the skid itself. This results in a very tall tip which flattens out and is commonly referred to as “elf shoe” skid tips. They do not fit into our standard skid tip bumpers or their height adjustability range. Therefore, this preferred embodiment of the bumper assembly  207  accommodates this new skid style. Skid stop assembly  207  also has the additional benefits of being useful and adjustable for varying aircraft models. The skid stop bumpers  207  are activated when the skid hits the switch activator plate  704 , which is adjustable as required. Micro-switch  707  ( FIG. 16 ) breaks current to the winch when strike plate is hit, thereby automatically stopping the aircraft load sequence and preventing operator potentially overloading the aircraft. The skid then rests upon the cushioned bumper pad  701  during transport. A spring return  710  returns assembly to normal setup once unloaded. Other parts called out in  FIG. 16  are the side plates  702 , foot plates  703 , micro-switch mount  708 , Shoulder bolt  706 , pivot bar  705 , and bumper cushion pad  701 . Shoulder bolts  709  are fasteners. Refer to  FIG. 17  to see that  207  assembly is adjustable forward and aft via an adjustable mounting plate  750 . This enables easy factory setup for varying aircraft models or in the case of an odd aircraft accessory such as a huge searchlight in law enforcement operations, then the center of gravity is easily adjusted and interference from searchlight or other protruding accessory is avoided.  FIG. 14  depicts an outside view and to  FIGS. 12 and 13  for a view inside a pair of wheels  210  locked into position required for transporting a helicopter. Operation is same as in  FIGS. 5 and 6  for the wheels  110  or  210  unlocked for loading a helicopter, where the pivot link  111  has been redesigned to a triangular shaped pivot link  211  which connects to each of two axle pivots  222 A and  222 B as well as one of the lift cylinders  208 . This modification results in both wheels staying on the ground when the trailer is in the down position. In first preferred embodiment the front wheel raised off of the ground when the trailer was lowered and the rear wheel only remained on the ground. Lock cylinder assemblies  213  include a mechanical spring to ensure lock remains closed in a safe position in the event you lose hydraulic pressure. A safety switch  227  ( FIG. 13 ) has been added to the electrical circuit to prevent lowering the trailer while trailer is locked, which is the transport position. Otherwise attempting to lower trailer while locked could overstrain pump or break a lock. In explanation,  210 A depicts wheel hub and brake assembly only with tire and wheel not shown for clarity purposes. Brakes need not be limited to electric, but might be electric, hydraulic, or pneumatic. Hydraulic surge brakes  204 C are depicted in  FIG. 11 , second preferred embodiment. Suspension need not be limited and can also be pneumatic. 
     Here, action is the same as in the first preferred embodiment of the helicopter transport apparatus,  FIGS. 1  thru  6 . Referring also back to  FIG. 11 , as well as  FIGS. 12, 13 and 14 , the axles  209  connect to links  226  which link to the wheels  210 . Each axle  209  pivots a pair of axle pivots  222 A and  222 B. Each pair of axle pivots  222 A and  222 B are connected to either of a rear axle pivot  224  or a front axle pivot  225 . The axle links  226  are connected to the wheels  210  connected to a given axle  209 . This arrangement causes the axle pivots  222 A and  222 B on each side of the trailer  20  to rotate simultaneously such that the platform  218  of the trailer is maintained in a level orientation as the trailer is raised and lowered. 
     The axle pivots  222 A and  222 B, when unlocked by action of the lock cylinders  213 , can be rotated in either direction, clockwise or counterclockwise by action of the lift cylinders  208  on the pivot links  211  which rotate the links  226  which raises or lowers the wheels  210 , which in turn control the elevation of the helicopter transport apparatus  40  for loading, unloading, or transport. 
     The axles  209  are torsion axles known to the trade. Pneumatic axles can also be employed. Applicants are unaware of any application reference using torsion axles on helicopter transport trailers at the web site, www.henschenaxles.com, and so believes this application is unique. Henschen was later bought by GKN Axles, and then AL-KO Axis, and still no application reference can be found. 
     The straps are actually made up of five strap sub-sections that are depicted in  FIGS. 8B and 8C  for two rear-loading configurations and  FIG. 9  for newer front load configuration. The entire strap assembly  800  comprises a center, left and right strap sections  801 . The center section connects to the winch. The left and right sections of  801  end with a quick release assembly  802  that is wrapped around the helicopter skid. Again, as helicopter skids vary, so does size of various strap  800  components. Front loading strap  850  comprises main center strap  851 , shackle  808 , connecting shackles  852 , front-load bar  855 , and side straps  801  which will of course be shorter as they lead to quick release assembly  802 . The quick release assembly ( FIGS. 8 b    and  8 C) comprises a quick release loop  803 , length of which will vary with helicopter skid diameter, T-handle quick release pin  804  which includes lanyard, quick release buckle  805 , pin  806  and pin  807 . Referring to  FIG. 8A , when the strap is not in use and the trailer is parked, and strap holder  810  can be used to secure strap when travelling empty. A ramp  811  prevents catching on frame when reeling in the strap. 
     In operation the trailer  40  ( FIG. 11 ) is backed up such that the vertical rollers  215  are on either side of the helicopter skids and the trailer  20  is generally aligned with the helicopter. The strap  800  (see  FIGS. 8B, 8C, and 9  for differing variations) is released from the winch  221  and can be attached to the helicopter. Latch cylinder  213  can be powered to release the latches  212 . Cylinder  208  can then be powered to move the pivot link  211  from the transport position shown in  FIG. 12  to the loading position. The pivot link  211  is then free to move. The trailer is preferably then backed up further and rocker rollers are engaged as aircraft gently self-loads until the rocker roller assembly  216  pivots down and is resting level with the main rollers  219 . This is a preferred load sequence over dragging helicopter with winch, but is not necessary to accomplish the load. Strap is attached to left and right skids at either the front or rear skid strut depending on the dimensional data, center of gravity, or reinforced attachment points of the aircraft. Power from batteries  220 C can then be applied to power a hydraulic pump  206  and winch control  202 A can be activated to power winch  221  and wind the strap  800  and pull the helicopter the remaining distance onto bed of horizontal rollers  219 . The tops of horizontal rollers  219  form a horizontal platform surface. As the winch  221  tightens the strap, the helicopter will move toward front of the trailer. The operator loading the helicopter can stand at a safe distance and stop the winch when aircraft hits bumpers  107 A or may use  207  bumpers for an automatic stop when the helicopter is fully loaded. Vertical rollers  215  on corners help to guide the helicopter skids onto the trailer  40 . The winch  221  pulls the helicopter forward toward the front of the trailer  40  until the skids contact bumpers  207 . Strap alignment guide  221 C keeps strap centered and assists in centering load onto trailer  40 . Ground rollers  217  keep the trailer platform from hitting the ground during the load sequence, protecting the roller platform and rocker rollers. Rocker rollers  216  have their travel range limited such that on a typical load they will never rotate fully to ground, therefore allowing ground rollers  217  to absorb forces as trailer moves in the load or unload sequence. 
     Cylinder  208  reverses direction moving the pivot link  211  back to pivot the axle pivots  222 A and  222 B to raise the trailer deck platform  218  and helicopter from the load position back to the transport position. When the platform  218  is fully raised the link  211  can be locked against motion by cylinder  213  and secured by lock latch  212 . The helicopter is then secured to the trailer  40  via tie-down links  907  ( FIG. 8D ) which are welded onto the frame in this embodiment. 
     The remote control  202 A is housed inside a central control panel  202  ( FIG. 18 ). Switches on the control panel  202  can control operation of the winch  221  and cylinders. Most customers prefer the remote controller  202 A to operate the winch  221 . If customer desires the control can be hardwired into the panel itself rather than using the remote control  202 A. 
     As shown the winch  221  in this embodiment is electrically controlled from batteries  220 C while the lock cylinders  213  and lift cylinders  208  are powered by hydraulic fluid from pump  206  which in turn is powered by batteries  220 C. It will be understood that the cylinders and/or winch could be electrically or hydraulically powered. 
     Throughout this application, various Patents and Applications are referenced by number and inventor. The disclosures of these Patents/Applications in their entireties are hereby incorporated by reference into this specification in order to more fully describe the state of the art to which this invention pertains. 
     Although the description above contains many specificities, these should not be construed as limiting the scope of the invention but as merely providing illustrations of some of the presently preferred embodiments of this invention. 
     It is evident that many alternatives, modifications, and variations may be made to the embodiments described above without departing from the scope of the present invention. It is intended that the metes and bounds of the present invention be determined by the appended claims rather than by the language of the above specification, and that all such alternatives, modifications, and variations which form a conjointly cooperative equivalent are intended to be included within the spirit and scope of these claims.