System for lifting and transporting an aircraft

A system for lifting and transporting an aircraft comprising a trailer, a lower and an upper inflatable airbag system and a plurality of ties. The trailer can comprise a rigid frame having an upper surface and a lower surface and a plurality of hook ups for attaching ties to the aircraft, at least one pair of wheels. The lower inflatable airbag system is configured for placement below the lower surface of the trailer and the upper inflatable airbag system is configured for placement above the upper surface of the trailer. A method of using the system comprises placing the system underneath the aircraft, inflating the airbag systems, attaching the wheels to the frame of the trailer, securing the aircraft to the trailer, deflating the lower inflatable airbag system, and transporting the aircraft.

BACKGROUND

Aircraft can suffer landing gear failures, which can result from a hard landing, or as a result of a runway excursion. It is necessary to place the damaged aircraft on jack(s) in order to restore the missing or damaged landing gear.

However, jacks cannot be placed under the forward fuselage as there is insufficient clearance. A method of raising the aircraft is therefore needed, and in many cases, time is of the essence. Existing methods and systems for lifting a disabled aircraft typically utilize large cranes which can take several hours to hours to arrive and require a significant amount of free space around the aircraft in order to get into position and effectively lift the aircraft.

Accordingly, there is a need for an improved system and method for lifting and transporting an aircraft.

SUMMARY

The present invention satisfies this need.

A system for lifting and transporting an aircraft having features of the present invention improves over existing systems and methods and comprises a trailer and a lower inflatable airbag system.

The trailer can comprise a rigid frame having an upper surface and a lower surface and a plurality of hook ups for attaching ties to the aircraft, at least one pair of wheels configured to removably couple to the rigid frame

The lower inflatable airbag system is configured for placement below the lower surface of the trailer for raising the trailer when the lower inflatable airbag system is inflated.

The upper inflatable airbag system is configured to placement above the upper surface of the trailer for raising the aircraft when the upper inflatable airbag system is inflated;

Optionally, the lower airbag system comprises a plurality of stacked airbags that are independently inflatable.

Optionally, the upper inflatable airbag system comprises a plurality of stacked airbags that are independently inflatable.

Optionally, the lower airbag system comprises a single airbag module with a plurality of interior compartments, each compartment capable of being inflated independently of the other compartments.

Optionally, the upper airbag system comprises a single airbag module with a plurality of interior compartments, each compartment capable of being inflated independently of the other compartments.

The airbags can be permanently coupled together.

Optionally, each airbag has a 15-ton capacity.

Optionally, the system further comprises a plurality of ties that are configured for removably securing the disabled aircraft to the trailer.

Optionally, the system further comprises a support preferably made of a rigid material having an upper surface and a lower surface, wherein the lower surface is configured for placement on a ground surface and the lower inflatable airbag system can be placed on the upper surface of the support.

Optionally, the system further comprises a tow bar that is typically coupled to an external surface of the trailer.

Optionally, each wheel further comprises a directional lock.

a method of using the system for lifting and transporting an aircraft comprises the steps of:

a) placing the system for lifting and transporting an aircraft underneath the aircraft;

b) inflating the lower inflatable airbag system;

c) inflating the upper inflatable airbag system;

d) attaching the pair of wheels to the frame of the trailer;

e) securing the aircraft to the trailer using the plurality of ties;

f) deflating the lower inflatable airbag system; and

g) after step (f), transporting the aircraft by exerting force on the trailer.

Step (f) is of course performed after step (b). Preferably steps (b)-(e) are in the order listed but can be performed in any order.

DESCRIPTION

As used herein, the following terms and variations thereof have the meanings given below, unless a different meaning is clearly intended by the context in which such term is used.

The terms “a” “an,” and “the” and similar referents used herein are to be construed to cover both the singular and the plural unless their usage in context indicates otherwise.

As used in this disclosure, the term “comprise” and variations of the term, such as “comprising” and “comprises,” do not exclude other components or steps.

All dimensions specified in this disclosure are by way of example only and are not intended to be limiting. Further, the proportions shown in these Figures are not necessarily to scale. As will be understood by those with skill in the art with reference to this disclosure, the actual dimensions and proportions of any system, any device or part of a device disclosed in this disclosure will be determined by its intended use.

Referring now to the drawings, like reference numerals designate identical or corresponding features throughout the several views.

As noted above, and best seen inFIG. 5, when an aircraft500suffers from a nose landing, or a landing gear failure, there is little to no clearance under the nose of the aircraft500, and the nose of the aircraft500must be lifted in order to transport the aircraft for repair. The sequential steps for performing this operation can be seen inFIGS. 5 through 10. The present invention is directed to solving this little to no clearance problem in a quick, efficient and cost-saving manner.

Referring toFIG. 1, there is shown one embodiment of a system100for lifting and transporting an aircraft. The system100comprises a trailer102, a lower inflatable airbag system104, an upper inflatable airbag system106, a plurality of ties108, and optionally, a support110.

The trailer102is best seen inFIG. 1and comprises a rigid frame112and at least one pair of wheels114. Optionally, the system100can have a pivoting tow bar116that can be attached to the frame112. The rigid frame112has an upper surface118, a lower surface120and a plurality of hook ups122for attaching ties108to secure the aircraft500to the trailer102. The hook ups122can comprise any structure for attaching ties108to the trailer102, such as hooks, loops, O-rings/D-rings, clamps, and openings in the frame112for threading a tie108therethrough. The frame112is made from metal or a high strength composite.

Referring now toFIGS. 2 and 3, the pair of wheels114comprises first and second wheel assemblies114A,114B configured to be removably coupled to the rigid frame112. Each wheel assembly114A,114B comprises a flat piece of metal or composite124with at least two openings126therethrough and at least one lift handle152. The flat piece of metal124is configured for positioning up against an exterior surface128of the frame112. The wheel114is rotatably coupled to the flat piece of metal124so that the wheel114can pivot and then roll in any direction. As best seen inFIG. 3, each wheel assembly114can have a directional wheel lock136for locking the corresponding wheel to perform straight line movement. Each wheel assembly114can also comprise at least one additional tie down location154in the form of a metal loop that projects from the flat piece of metal124.

As best seen inFIG. 1, there are a plurality of rods130spaced around the exterior surface128of the frame112for coupling the wheels114thereto. Each rod130extends from the exterior surface128of the frame112and through the openings126in the flat piece of metal124of the corresponding wheel assembly114. Each rod130has an opening132through its distal end for insertion of a lock pin134therethrough to prevent the wheel assembly114from disengaging from the rod130. As there are a plurality of rods130spaced around the exterior surface128of the frame122, the wheels114can be attached to any of the rods130, permitting the user to adjust the position of the wheels114as necessary depending on the environment/situation. As noted above, more than one pair of wheels114can be coupled to the frame122.

Optionally, the wheels114can be bolted to the frame112and the rods130are used as guide pins rather than a coupling mechanism. Optionally, no rods130are used at all.

As best seen inFIG. 1, the pivoting tow bar116is configured to be removably coupled to the exterior surface128of the frame112. This allows the trailer102to perform multi-directional positioning under an aircraft. Because the trailer102can be pulled from any exterior surface128(and not just a front surface like a more traditional trailer), the trailer102is not limited to one specific placement for towing to be possible. Additionally, because the tow bar116is removable and repositionable on the frame112, the direction of tow can be altered during operation. For example, the tow bar116can be coupled to a left side of the frame112, used to pull the aircraft in one direction, and then the tow bar116can be removed from the left side of the frame112and coupled to a right side of the frame112, and used to pull the trailer102/aircraft500in a second direction. As shown inFIG. 1, the tow bar116can optionally be coupled to a third wheel assembly1140, and the third wheel assembly114C can removably couple to the frame112. The third wheel assembly1140provides extra support for the trailer102.

Optionally the tow bar can be permanently affixed to the frame112.

Preferably the trailer102is sufficiently strong to support a load of at least 40 tons (80000 lbs), and the upper surface118has an area of 4.5 m×2.3 m (177″×90″). This allows the trailer102to be used with airbags of various sizes and capacities, irrespective of the manufacturer.

The lower inflatable airbag system104is configured for placement below the lower surface120of the trailer102, and when the lower inflatable airbag system104is inflated, the trailer102is raised to towing height, such as about 20″ to about 30″ above ground surface. Once at trailer towing height, the trailer102has enough ground clearance for the wheels114to be coupled to the trailer102. The upper inflatable airbag system106is configured for placement above the upper surface118of the trailer102and when the upper inflatable airbag system106is inflated, the aircraft500is raised to aircraft towing height. Optimal towing height of the aircraft500is the height the aircraft500would normally sit at if the landing gear were functional and supporting the aircraft500. This height will vary depending on the type of aircraft but is typically around 44 inches. However, it is possible that that towing height can be less than 44 inches and the aircraft500can be in a slightly nose-down configuration, rather than a normal “landing gear functional” height.

Optionally, both the lower airbag system104and or the upper airbag system106each comprises a plurality of stacked airbags138that are independently inflatable. The plurality of stacked airbags138can be completely independent of each other, removably coupled together, or permanently coupled together. By permanent it is meant that the airbags138cannot be separated without making it impossible to deflate or inflate the airbags138, or, the airbags138have a common surface. Patches of hook and loop fasteners406can be used to stack and removably hold the airbags138in contact with each other.FIG. 4shows the hook and loop fasteners406on an airbag400.

Optionally, the top-most airbag138,402in the upper airbag system106is a contoured or a split-top bag to aid in contouring or shape adaption to an aircraft500with wings that have steep dihedral angles.

Optionally, the upper surface139of the top-most airbag138,402of the upper airbag system102is a non-slip surface to aid in gripping the aircraft500. Optionally, the lower surface141of the upper airbag system106is also a non-slip surface to aid in gripping the upper surface118of the trailer102.

Optionally, as best shown inFIG. 4, the lower airbag system104and or the upper airbag system106or both each comprises a single airbag module400with a plurality of interior compartments402, each compartment402capable of being inflated independently of the other compartments402.

The airbags138,400,402used in the airbag systems104,106can have any capacity and be made from any semi-flexible material, but preferably the airbags138,400,402have a 15-ton capacity and are made from a woven neoprene coated reinforced fabric. This fabric provides a long life expectancy and maintains high stability and durability during operation. Optionally, the fabric of the airbags138,400,402can be coated with other material such as, but not limited to, polyurethane or polyvinyl chloride (PVC). Each airbag138,400,402can have a lifting height of 200 mm (8 inches). As noted above, a plurality of airbags138,400,402can be used to achieve the necessary lift height for the specific aircraft being lifted. Each airbag138,400,402can be inflated individually, giving the operator complete control over the lifting of the aircraft500as well as maintaining the maximum amount of rigidity. For safety, each airbag138,400,402can be fitted with a pressure relief valve to prevent accidental over inflation. Inlet valves140with a non-return valve allow a filling hose to be disconnected without the airbag138,400,402deflating.

Optionally, each airbag138,400,402has two inlet valves140, where one of the valves140is fitted with a pressure relief valve and the other valve140is fitted with an inflation coupling that attaches to the inflation hose. Optionally, each airbag138,400,402has at least one handle142coupled to an exterior surface so that a user can easily maneuver the airbags138,400,402into place.

The plurality of ties108is used for removably securing the disabled aircraft500to the trailer102. The ties146are shown inFIGS. 1, 9 and 10and comprise any semi-flexible means to secure the aircraft500to the trailer102, including but not limited to, straps, chains, cords, ropes, etc.

The support110comprises at least a section, and preferably the entire support110, is made of at least one layer of rigid material. The support110has an upper surface148and a lower surface150. The lower surface150of the support110is configured for placement on the ground surface and the lower inflatable airbag system104is configured for placement on the upper surface148of the support110.

Optionally, at least one pair of side supports144is placed on top of the support110, on either side of the lower airbag system104. This is shown inFIG. 1. The side supports144provide a rigid surface for supporting the trailer102until the lower airbag system104inflates and the lower airbag system104can support weight of the trailer102.

Referring now toFIGS. 5-10, a method of using the system100comprises:

a) placing the system100for lifting and transporting an aircraft underneath the aircraft500;

b) inflating the upper inflatable airbag system106;

c) inflating the lower inflatable airbag system104;

d) attaching the plurality of wheels114to the frame of the trailer102;

e) securing the aircraft500to the trailer102using the plurality of ties;

f) deflating the lower inflatable airbag system104; and

g) transporting the aircraft500by exerting a force on the trailer102.

Typically, the system100is placed under the aircraft500, between main landing gear502and nose landing gear (not shown because the aircraft500suffered nose landing gear failure).

The system100of step a), may or may not include a support110; as a support110may not be needed/used.

Optionally, in step b), the support110is placed on the around surface first, with the lower airbag system104placed on the upper surface148of the support110, and at least one pair of side supports144can be placed on the upper surface148of the support110, with the lower airbag system104positioned between the pair of side supports144. This is shown inFIG. 1. As noted above, the side supports144provide a rigid surface for supporting the trailer102until the lower airbag system104inflates and can support the trailer102.

Optionally, step d) can be performed before step c).

Optionally, before step g), step h) coupling a tow bar to an external surface of the frame.

Optionally, in step b) if the upper inflatable airbag system comprises a plurality of stacked airbags, the plurality of airbags can be inflated individually and sequentially, to slowly lift the nose of the aircraft off the ground surface. The same method can be used if the upper inflatable airbag system comprises a single airbag module with multiple internal compartments. The multiple internal compartments can be inflated individually and sequentially.

Optionally, in step c) if the lower inflatable airbag system comprises a plurality of stacked airbags, the plurality of stacked airbags are inflated individually and sequentially, so that the trailer is lifted slowly and in steps. The same method can be used if the lower inflatable airbag system comprises a single airbag module with multiple internal compartments. The multiple internal compartments can be inflated individually and sequentially.

Preferably steps (b)-(e) are in the order listed but can be performed in any order.

The invention has many advantages, including the following:

The system100as compared to conventional crane systems can be more quickly transported to a disabled or downed aircraft500suffering from landing gear failure because the components of the system100can fit into or be towed by a utility vehicle, such as a pick-up truck. Utility vehicles typically can travel at faster speeds than conventional crane systems. The system100can be deployed quickly. Since a utility vehicle is smaller and more agile than a large crane truck, the system100can be driven to an aircraft500that is in a hard location to reach. A prior art crane has a very difficult time reaching an aircraft500in a remote location.

The system100can be placed under a fuselage with very low ground clearance (12″ or less). Initially, only the support110, the trailer102and the lower and upper inflatable airbag systems104,106need to fit under the fuselage;

The wheels114need only be attached to the trailer102after the trailer102has been lifted by the lower airbag system104. This make the trailer102easier to move into place as the wheels114are not attached during system100installation.

The system100is lightweight for ease of positioning.

The cost to repair the system100is lower than repairing the traditional lifting crane because the airbags138,400can be independently replaced if the systems uses independent airbags.

The wheels114have directional locking for straight-line movement. Without the directional lock engaged, the wheels114are free to rotate and move in any direction, giving the trailer102a wide range of motion.

The system100is capable of operation on soft or firm surfaces.

The system100is compatible with many standard airbags up to 40 ton.

The trailer102can be towed from all sides, making it highly adaptable to the environment the aircraft500must be recovered from.

The system100has a low initial cost and requires minimal maintenance as compared to the prior art cranes.

The system100has a low insertion height, making it ideal for lifting low clearance aircraft that have suffered landing gear failure.

The entire system100can be stored in a shipping container, making it easy to store and transport as no special equipment is required.

While particular forms of the invention have been illustrated and described, it will also be apparent to those skilled in the art that various modifications can be made without departing from the spirit and scope of the invention.

Although the present invention has been described in considerable detail with reference to certain preferred embodiments, other embodiments are possible. The steps disclosed for the present methods, for example, are not intended to be limiting nor are they intended to indicate that each step is necessarily essential to the method, but instead are exemplary steps only. Therefore, the scope of the appended claims should not be limited to the description of preferred embodiments contained in this disclosure.