An autonomous, heliborne-mobile construction/emergency pod (AHP) system that is structurally and functionally designed and configured to efficiently and expeditiously deploy independently operable, self-contained equipment pods utilizing the operational capabilities provided by helicopters. The AHP system is configured for integration in combination with a helicopter external stores support station. The AHP system includes a dual cable winch and rack (DCWR) assembly and an equipment pod that is configured for provisioning remote and/or inaccessible locations with a full complement of mission specific power actuated equipment and a self-contained power source to facilitate extended mission operations without external support. The DCWR assembly includes a winch subassembly and a suspension rack that provides the mechanical and functional interface between the equipment pod and the winch subassembly and which is operative to lock the equipment pod in combination with the DCWR assembly for up-loading and recovery operations and to release the equipment pod from the DCWR assembly after deployment. The winch subassembly provides the mechanical and functional interface between the suspension rack and the external stores support station and is operative to deploy and recover the equipment pod, suspension rack combination. The AHP system may be used to deploy equipment pods with the helicopter in a hover flight mode or landed.

FIELD OF THE INVENTION 
The present invention is directed to self-contained, mobile equipment 
systems, and more particularly, to an autonomous, heliborne-mobile 
construction/emergency pod system that is structurally and functionally 
designed and configured to efficiently deploy independently operable 
equipment pods utilizing the operational capabilities provided by 
helicopters. 
BACKGROUND OF THE INVENTION 
Emergency/disaster situations are forever arising that require the 
implementation of response missions utilizing both specialized and 
commonplace equipment such as the "jaws of life", cutting torches, saws of 
various types, grinders, impact wrenches, etc., to resolve the situation. 
Such situations may include rescue and/or recovery operations involving 
downed aircraft, wrecked vehicles such as cars, trucks, buses, trains, 
disabled ships or boats, collapsed structures such as bridges, buildings, 
power lines, etc., as well as other disasters that may arise from natural 
phenomena such as earthquakes, hurricanes, floods, thunderstorms, high 
winds, etc. 
The successful resolution of such response missions may be enhanced by the 
use of equipment that is power driven, e.g., electrical, pneumatic, and/or 
hydraulic actuated equipment. The effectuation of a response mission with 
a full complement of such power actuated equipment and the associated 
power supply generally entails the use of a transport-type ground vehicle 
such as a utility truck, van, flatbed trailer, etc, due to the overall 
weight and volume of the mission equipment. 
It will be appreciated, however, that many emergency/disaster situations 
occur in locations that are remote and/or inaccessible or which are made 
inaccessible by the nature of the emergency or disaster. The 
inaccessibility and/or remoteness of such locations may severely impede 
(or totally preclude) the effectuation of suitably equipped response 
missions utilizing most types of ground vehicles. Thus, the 
inaccessibility and/or remoteness of such emergency/disaster locations may 
necessitate the implementation of response missions that are less than 
optimally equipped to respond to the situation if relying on ground 
transport. Moreover, the very nature of emergency/disaster situations 
generally requires that response missions be effectuated in minimum time. 
Equipment laden ground vehicles do not generally provide fast mission 
response times. 
The foregoing factors militate against the use of ground vehicles as a 
means for responding to many emergency/disaster situations. Instead, there 
is a growing tendency to utilize airborne means to respond to such 
situations. While winged aircraft have the capability of very fast 
response times and the ability to access most inaccessible and/or remote 
locations (by overflying such locations), deployment (as well as recovery) 
of mission equipment and/or supplies is problematic. Winged aircraft may 
deploy emergency/disaster mission equipment and/or supplies by gravity 
and/or parachute drops, both methods being inherently unsuitable means for 
deployment of such loads. Gravity drops subject equipment and/or supplies 
to landing shocks and consequential damage while parachute drops are an 
inaccurate means of deploying equipment and/or supplies to a predetermined 
location. 
Helicopters, in contrast, are well-suited for response missions to 
emergency/disaster situations due to their flight characteristics. Most 
helicopters have a load carrying capability that is sufficient to 
transport a full complement of power actuated mission equipment and any 
associated power source, and have relatively fast response times. More 
importantly, helicopters can readily access disaster locations which are 
remote and/or inaccessible to ground transport. Specifically, helicopters 
have the capability to maintain a hover flight mode over such disaster 
locations to deploy mission equipment as well as the capability to land 
mission equipment in confined areas. To date, the load carrying capability 
of helicopters, however, has not been optimally developed to fully utilize 
the unique flight characteristics of helicopters for emergency mission 
profiles. 
Helicopters may transport loads either externally or internally. External 
loads may be transported on fixed stores stations (of the type utilized 
for missiles, bombs, or auxiliary fuel tanks) or by means of a cargo hook 
suspended beneath the helicopter along the centerline thereof. Each of 
these transport means, however, is limited in certain respects such that 
the advantages available from a helicopter are not fully exploited. 
External loads may be either gravity dropped from the stores station or 
off-loaded from a landed helicopter. 
Equipment that is gravity dropped from a hovering helicopter will be 
subjected to landing shocks, although usually not to the extent 
experienced in drops from winged aircraft. Furthermore, there is no 
provision for recovering gravity dropped equipment. Equipment off-loading 
from the stores station of a landed helicopter generally requires ground 
support equipment due to the heavy nature of the equipment (initial 
up-loading also requires such ground support equipment) and such equipment 
will not generally be available at a disaster location. Moreover, the 
disaster location may not be suitable for landing even a helicopter. 
Equipment transported by means of a suspended cargo hook must be on-loaded 
and off-loaded while the helicopter is in a hover flight mode due to the 
fixed length of the cargo hook sling. Rotor assembly downwash creates a 
certain hazard for personnel on-loading and/or off-loading the equipment. 
Moreover, the helicopter is restricted to one hover altitude during such 
operations which may increase pilot workload or limit the capability of 
the helicopter to off-load. In addition, the equipment suspended from the 
cargo hook severely limits the flight envelope of the helicopter such that 
the full flight characteristics of the helicopter may not be utilized to 
fly mission profiles. There is also a danger of injury from static 
electrical discharge to personnel off-loading equipment from a hovering 
helicopter. 
Helicopters may also transport loads internally, although the volume and/or 
weight of equipment and/or supply loads that may be transported internally 
is limited by helicopter cabin volume and the number of mission personnel 
that must be concomitantly transported. Internally transported loads may 
be off-loaded either from a landed helicopter or from a helicopter in the 
hover flight mode utilizing a door mounted winching system. Off-loading 
equipment from a landed helicopter is a time consuming and labor intensive 
operation, and needlessly idles the helicopter during such off-loading 
operations. Moreover, the disaster location may not be suitable for 
landing even a helicopter. 
Current winching systems do not have the capability to handle heavy loads 
(design capability of about 600 pounds), and therefore must incrementally 
off-load mission equipment and/or supplies, which is a time consuming 
procedure and unnecessarily ties up the helicopter and which may increase 
pilot workload (to maintain hover flight conditions). The winching 
procedure calls for individual loads to be attached to the winching system 
in the helicopter cabin, swung out to an external position clear of the 
helicopter, and then winched down to the ground. Increases in size, 
weight, and/or volume of the individual items comprising the load makes 
the procedure more laborious and time consuming. Furthermore, current 
winching systems employ an electric fail-safe brake to control load down 
winching that has a tendency to burn out from extensive use. In addition, 
winched loads are not stabilized for oscillatory and/or twisting 
movements, and may be subjected to the static charge buildup of the 
hovering helicopter. 
Many of the considerations described in the preceding paragraphs are also 
relevant to the utilization of the operational capabilities provided by 
helicopters to efficiently deploy independently operable equipment pods in 
construction and/or demolition mission profiles, especially in combat 
environments. Typical combat mission profiles include both combat 
construction and combat demolition. Due to the potentially hazardous 
nature of such mission profiles, it is imperative that the helicopter have 
the capability to utilize its entire flight envelope, including 
nap-of-the-earth flight operations and that the equipment pod be 
efficiently and expeditiously deployed and/or recovered. 
A need exists for a mission equipment system that is structurally and 
functionally compatible for use with a helicopter. The mission equipment 
system should be designed and configured to exploit the full flight 
capabilities provided by helicopters. The mission equipment package system 
should have the capability to deploy a full complement of mission 
equipment and any associated power source(s) and/or supplies utilizing 
either the hover flight mode or when landed. 
SUMMARY OF THE INVENTION 
One object of the present invention is to provide an autonomous, 
heliborne-mobile construction/emergency pod (AHP) system that is 
structurally and functionally designed and configured to efficiently 
deploy independently operable equipment pods utilizing the operational 
capabilities of helicopters. 
Another object of the present invention is to provide an AHP system that is 
structurally and functionally configured for integration in combination 
with a helicopter external stores support station. 
Still another object of the present invention is to provide an AHP system 
that is structurally and functionally configured for integration in 
combination with a helicopter external stores support station so that the 
helicopter may fly a normal flight envelope, including nap-of-the-earth 
flight operations. 
Yet another object of the present invention is to provide an AHP system 
having an equipment pod that is configured for provisioning of remote 
and/or inaccessible locations with a full complement of mission specific 
power actuated equipment and a self-contained power source to facilitate 
extended mission operations without external support. 
One more object of the present invention is to provide an AHP system having 
the capability to deploy an equipment pod from a helicopter in a hover 
flight mode or a landed helicopter. 
Still one more object of the present invention is to provide an AHP system 
having the capability to facilitate up-loading of an equipment pod prior 
or subsequent to the execution of a mission profile. 
Yet one more object of the present invention is to provide an AHP system 
having the capability to automatically damp any oscillatory and/or 
twisting motions of the equipment pod during deployment or recovery. 
A further object of the present invention is to provide an AHP system 
having the capability for emergency jettisoning of the equipment pod. 
Still a further object of the present invention is to provide an AHP system 
having the capability to lock the equipment pod in secured combination 
with the helicopter. 
Yet a further object of the present invention is to provide an AHP system 
wherein the equipment pod is electrically isolated from helicopter static 
electricity charge buildup. 
These and other objects are provided by an autonomous, heliborne-mobile 
construction/emergency pod (AHP) system according to the present invention 
that includes an equipment pod and a dual cable winch and rack (DCWR) 
assembly. The AHP system of the present invention is configured to 
optimally utilize the characteristics and capabilities of helicopters to 
efficiently and expeditiously deploy a full complement of mission specific 
equipment and any associated self-contained power unit and/or supplies for 
a wide variety of emergency mission profiles. The AHP system of the 
present invention also has utility for construction and/or demolition 
mission profiles including the provisioning of construction and/or 
demolition operations in combat zones. 
More specifically, the equipment pod is configured to facilitate 
provisioning of remote and/or inaccessible locations with a full 
complement of mission specific equipment and/or supplies as well as a 
self-contained power source that provides the capability for extended, 
autonomous emergency or construction mission operations without external 
support. 
The DCWR assembly provides the structural and functional interface between 
the equipment pod and the helicopter, and is configured to: (1) facilitate 
uploading of the equipment pod in combination with the helicopter with 
minimal ground support personnel and equipment; (2) lock the equipment pod 
in secured combination with the helicopter such that the helicopter may 
fly a normal flight envelope, including nap-of-the earth flight 
operations; (3) facilitate downloading and/or recovery of the equipment 
pod in remote and/or inaccessible locations while the helicopter is in the 
hover flight mode; (4) automatically damp any oscillatory and/or twisting 
motions of the equipment pod during deployment or recovery in the hover 
flight mode; (5) permit utilization of the equipment pod in remote and/or 
inaccessible locations from a landed helicopter; (6) electrically isolate 
the equipment pod from any static charge buildup on the helicopter; and 
(7) provide for emergency jettison of the equipment pod. 
The AHP system of the present invention is configured for use in integrated 
combination with an external stores support station of a helicopter. The 
equipment pod may be externally shaped to maximize the internal equipment 
storage space available while providing an aerodynamic profile that 
reduces drag effects during helicopter flight operations and the effects 
of steady/transient wind conditions during downloading or recovery 
operations. Internally, the equipment pod has an equipment storage space 
that may be partitioned off into a plurality of compartments that are 
utilized for the removable storage of mission equipment and/or supplies. A 
support truss that includes load brackets is positioned within the storage 
space and functions as the interface structural member for integrating the 
equipment pod in combination with the DCWR assembly. 
One preferred embodiment of the DCWR assembly for the AHP system of the 
present invention includes a winch subassembly and a suspension/release 
rack. The suspension rack is configured to provide the mechanical and 
functional interface between the winch subassembly and the equipment pod, 
and is utilized to lock the equipment pod in combination with the DCWR 
assembly in the up-loaded position or to release the equipment pod from 
the DCWR assembly after deployment. The winch subassembly provides the 
mechanical and functional interface between the suspension rack and the 
external stores support station of the helicopter, and is operative in 
response to pilot commanded signals to deploy or recover the equipment 
pod, suspension rack combination. 
The winch subassembly includes a winch housing, a pair of cable drums, a 
lead-screw associated with the cable drums, a pair of cables wound on 
respective cable drums, a pair of cable guides disposed in combination 
with the lead-screw and respective cables, a drum drive device, static 
load stabilizers, and a pair of isolation links. An isolation link is 
secured in rigid combination with the free end of each cable to isolate 
any static electricity charge buildup on the helicopter from the 
suspension rack, equipment pod combination. 
The static load stabilizers are utilized to align the equipment pod in 
azimuth and elevation in the up-loaded position to minimize induced drag 
effects during flight operations. The winch housing is rigidly secured to 
the external stores support station of the helicopter. The cable drums and 
the lead-screw are mounted in rotatable combination with the winch 
housing. The cable guides are mounted for synchronized translation along 
the lead-screw to ensure that the cables wind/unwind smoothly on 
respective cable drums without overlapping and/or binding. 
The drum drive device provides synchronized rotation of the cable drums and 
the lead-screw for coordinated winding/unwinding of the cables for 
deployment or recovery of the equipment pod, release rack combination in a 
stabilized manner. The drum drive device comprises a drive motor and a 
high ratio gear train that eliminates the need for a clutch or brake in 
the drum drive device. The torque developed by the drive motor causes 
synchronized rotation of the the cable drums and the lead-screw and 
synchronized translation of the cable guides. 
The cable guide includes a cable bore to control the feed of the cable 
therethrough and a lead-screw housing to control the movement of the cable 
guide vis-a-vis the lead-screw. A servo controlled cable centering device 
is mounted within each cable guide to automatically stabilize the dual 
cables during deployment or recovery of the equipment pod, i.e., damp 
oscillations and/or twisting motions of the equipment pod. Also disposed 
within the cable guide are a locking mechanism for locking the equipment 
pod, suspension rack combination in the up-loaded position to preclude 
inadvertent deployment of the equipment pod, and a jettison mechanism that 
allows the equipment pod, suspension rack combination to be jettisoned 
from the helicopter at any time during emergencies. 
The suspension/release rack includes a pair of engagement brackets for 
securing the suspension rack to the isolation links of the winch 
subassembly, a lever locking arm mechanism, and an emergency release 
mechanism. The lever locking arm mechanism may be manually actuated to 
lock the suspension rack in combination with the equipment pod for 
up-loading or recovery, or to release the equipment pod from the 
suspension rack after deployment. The lever arm locking mechanism is 
configured and arranged so that the locked position cannot be attained 
unless the load brackets of the equipment pod are engaged. The emergency 
release mechanism interacts with the lever locking arm mechanism to 
provide an alternative means for releasing the equipment pod from the 
suspension rack. 
The operating procedures for the AHP system include up-loading, deployment, 
and recovery of the equipment pod. The DCWR assembly may be utilized to 
up-load the equipment pod, thereby eliminating the need for sophisticated 
ground support equipment and minimizing the labor and time required for 
up-loading. The up-loading procedure, which may be mode implemented with 
the helicopter in a hover flight guide locking mechanism, actuating the 
winch subassembly to down winch the suspension rack onto the equipment 
pod, actuating the lever locking arm mechanism to lock the suspension rack 
in combination with the equipment pod, actuating the winch subassembly to 
up winch the suspension rack, equipment pod combination into the up-loaded 
position, and actuating the cable guide locking mechanism to lock the 
suspension rack, equipment pod combination in the up-loaded position. 
One deployment procedure for a helicopter in a hover flight mode or landed 
comprises the steps of unlocking the cable guide locking mechanism, 
actuating the winch subassembly to down winch the suspension rack, 
equipment pod combination, and actuating the lever locking arm mechanism 
to release the equipment pod from the suspension rack. The winch 
subassembly may then be actuated to up winch the suspension rack into the 
up-loaded position where it is locked in combination with the winch 
subassembly so that the helicopter is ready for normal flight operations. 
Mission ground support personnel may access the deployed equipment pod and 
utilize the mission specific contents of the equipment pod to complete the 
mission profile. Alternatively, mission ground support personnel may 
access the mission equipment pod in an up-loaded position from a landed 
helicopter. 
The recovery procedure is utilized to recover the equipment pod after 
completion of the mission profile. The steps of the recovery procedure are 
the same as the up-loading procedure.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS 
Referring now to the drawings wherein like reference numerals indicate 
corresponding or similar elements throughout the several views, FIGS. 1, 2 
illustrate an autonomous, heliborne-mobile construction/emergency pod 
(AHP) system 10 according to the present invention that includes an 
equipment pod 20 and a dual cable winch and rack (DCWR) assembly 50. The 
AHP system 10 of the present invention is configured to optimally utilize 
the characteristics and capabilities of helicopters to efficiently and 
expeditiously deploy a full complement of mission specific equipment and 
any associated self-contained power unit and/or supplies for a wide 
variety of emergency mission profiles, e.g., rescue and/or recovery 
operations involving downed aircraft, wrecked vehicles such as cars, 
trucks, buses, trains, disabled ships or boats, collapsed structures such 
as bridges, buildings, power lines, etc., as well as other disasters that 
may arise from natural phenomena such as earthquakes, hurricanes, floods, 
thunderstorms, high winds, etc, in various locations, especially remote 
and/or inaccessible areas. The AHP system 10 of the present invention also 
has utility for construction and/or demolition mission profiles including 
the provisioning of construction and/or demolition operations in combat 
zones. 
More specifically, the equipment pod 20 is configured to facilitate 
provisioning of remote and/or inaccessible locations with a suitable 
selection of mission specific equipment and associated power source(s) 
and/or supplies (e.g., food, clothing, spare parts, medical gear) where 
other type of provisioning means are impractical or infeasible. The 
equipment pod 20 may be configured to include a self-contained power 
source that provides the capability for extended, autonomous emergency or 
construction mission operations without external support. 
The DCWR assembly 50 provides the structural and functional interface 
between the equipment pod 20 and the helicopter, and combines the 
structural and functional advantages of a winch system and a standard 
stores station SS while minimizing or eliminating the disadvantages 
thereof. The DCWR assembly 50 is configured to: (1) facilitate uploading 
of the equipment pod 20 in combination with the helicopter with minimal 
ground support personnel and equipment; (2) lock the equipment pod 20 in 
secured combination with the helicopter such that the helicopter may fly a 
normal flight envelope, including nap-of-the earth flight operations; (3) 
facilitate deployment and/or recovery of the equipment pod 20 in remote 
and/or inaccessible locations while the helicopter is in the hover flight 
mode; (4) automatically damp any oscillatory and/or twisting motions of 
the equipment pod 20 during downloading or recovery in the hover flight 
mode; (5) permit utilization of the equipment pod 20 in remote and/or 
inaccessible locations from a landed helicopter; (6) electrically isolate 
the equipment pod 20 from any static charge buildup on the helicopter; and 
(7) provide for emergency jettison of the equipment pod 20. 
With reference to FIGS. 1, 3, 4, the AHP system 10 of the present invention 
is illustrated in integrated combination with the attachment members AM of 
an external stores support station ES.sup.3 of a helicopter H. The 
helicopter H illustrated in FIG. 1 is a UH-60L BLACK HAWK.TM. (registered 
trademark of the Sikorsky Aircraft Division of United Technologies 
Corporation) which has been certified for use with an external stores 
support station ES.sup.3 configuration that provides four external stores 
stations SS (two per side). Each store station SS is capable of carrying a 
single 3,000 pound load. As depicted in FIG. 1, the BLACK HAWK.TM. 
helicopter H may be configured with two AHP systems 10 (one on each 
inboard store station SS) and a pair of 230 gallon external fuel tanks EFT 
(one on each outboard store station SS). In this configuration, the BLACK 
HAWK.TM. helicopter H has a take-off weight of about 22,000 pounds (which 
includes a flight crew of three and up to eleven mission support personnel 
and/or an equivalent weight in auxiliary equipment or supplies), a maximum 
mission range of about 250 nautical miles (including about 30 minutes of 
on-station hover time), and a dash speed of about 130 knots. 
An exemplary embodiment of an equipment pod 20 for the AHP system 10 
according to the present invention is illustrated in FIG. 2. The equipment 
pod 20 is preferably fabricated from lightweight, high strength materials 
such as high impact plastics, composites, or aluminum so that the 
equipment pod 20 can withstand the forces and shocks associated with 
helicopter mission operations including flight operations, uploading, 
downloading, recovery, and handling during ground operations. Latched 
doors 22 provide internal access to the equipment pod 20. 
Externally, the equipment pod 20 may be shaped to maximize the internal 
equipment storage space available while providing an aerodynamic profile 
that reduces drag effects during helicopter flight operations and the 
effects of steady/transient wind conditions during downloading or recovery 
operations. The external dimensions of the exemplary embodiment 
illustrated in FIG. 2 include a length of about 134 inches, a width of 
about 26 inches, and a height of about 37 inches. One skilled in the art 
will appreciate that equipment pods 20 having other external dimensions 
may be utilized, depending upon the lift capability of the helicopter H, 
the location of the stores station SS, and/or the weight and/or shape of 
the equipment and/or supplies required by a specific mission profile. 
Internally, the equipment pod 20 has an equipment storage space 24 that may 
be partitioned off into a plurality of compartments, e.g., a center 
compartment 26C and end compartments 26E as illustrated in FIG. 2, that 
are utilized for the removable storage of mission equipment and any 
required power source(s) and/or supplies. A high strength support truss 28 
is optimally positioned within the storage space 24 for weight and 
balance, and is rigidly secured in combination with structural members of 
the equipment pod 20. The support truss 28 functions as the interface 
structural member for integrating the equipment pod 20 in combination with 
the DCWR assembly 50. Rigidly secured to the support truss 28 are a pair 
of spaced-apart "U"-shaped load brackets 30 that function as the 
attachment points for integrating the equipment pod 20 in combination with 
the DCWR assembly 50. 
One skilled in the art will appreciate that the storage space 24 of the 
equipment pod 20 may be configured with any one of many diverse partition 
plans depending upon the specific mission profile. Likewise, a wide 
variety of mission equipment and/or supplies, again depending upon the 
specific mission profile, may be removably stored within the storage space 
24 of the equipment pod 20. 
By way of illustration, the storage space 24 of the exemplary equipment pod 
20 illustrated in FIG. 2 includes a central compartment 26C and adjacent 
end compartments 26E. The composition of the mission equipment removably 
stored therein is representative of a combat construction mission profile. 
Stored within the central compartment 26C are an alternator/electric start 
diesel power unit 31, an air compressor 32, and a hydraulic pump 33. The 
diesel power unit 31, which includes a self-contained fuel supply such as 
JP-8 fuel, provides the necessary power for operating the air compressor 
32, the hydraulic pump 33, and/or generating electrical power for extended 
periods of time (up to about 8 hours). The power unit 31 provides the 
capability for independent operation of power actuated mission equipment 
in disaster or construction locations that lack indigenous power sources. 
Alternatively, the auxiliary power drive system of the BLACK HAWK.TM. 
helicopter H may be used to provide the necessary power take-offs for 
operating the air compressor 32, the hydraulic pump 33, and/or generating 
electrical power, thereby supplementing the equipment pod 20 power source 
by up to four times its self-contained power. 
Power actuated construction equipment such as a cut-off saw 34, a grinder 
35, impact wrenches 36, a chain saw 37, a hammer drill 38, and a jack 
hammer 39 may be removably stored in the end compartments 26E. Such 
mission equipment may be electrically powered, hydraulically actuated 
and/or pneumatically actuated. Other miscellaneous construction equipment 
such as a water pump 40, a trash pump with hoses 41, emergency lighting 
42, and self-retracting hoses 43 may also be removably stored in the end 
compartments 26E. Individual tools comprising the power actuated 
construction equipment may be removed from the compartments, interfaced 
with the appropriate power take-offs, and operated as necessary to fulfill 
the mission profile. 
An equipment pod 20 having the external dimensions and loaded with the 
complement of combat construction equipment as described in the preceding 
paragraphs has a gross weight of about 1400 pounds. It will be appreciated 
that the equipment pod 20 may be configured and loaded to accommodate 
higher (or lower) gross weights as required, based upon the load carrying 
capability of the external stores support station ES.sup.3 (about 3000 
pounds for the BLACK HAWK.TM. as described hereinabove) less the weight of 
the DCWR assembly 50. 
One preferred embodiment of the DCWR assembly 50 for the AHP system 10 of 
the present invention is depicted in FIGS. 3, 4 and includes a winch 
subassembly 52 and a suspension/release rack 90. The suspension rack 90 is 
configured to provide the mechanical and functional interface between the 
winch subassembly 52 and the equipment pod 20. The suspension rack 90 is 
operative to: (1) lock the equipment pod 20 in combination therewith for 
up-loading or recovery operations, i.e., in combination with the DCWR 
assembly 50, and (2) release the equipment pod 20 from the DCWR assembly 
50 after deployment, as described in further detail hereinbelow. The winch 
subassembly 52 is configured to provide the mechanical and functional 
interface between the suspension rack 90 and the external stores support 
station ES.sup.3 of the helicopter H. The winch subassembly 52 is 
operative in response to pilot commanded signals to deploy and/or recover, 
i.e., down winch and/or up winch, the equipment pod 20, release rack 90 
combination and/or the suspension rack 90 alone, as described hereinbelow 
in further detail. 
The winch subassembly 52 includes a winch housing 54, a pair of cable drums 
56, a lead-screw 58 associated with the cable drums 56, a pair of cables 
60 wound on respective cable drums 56 and having one end thereof secured 
thereto, a pair of cable guides 62 disposed in combination with the 
lead-screw 58 and respective cables 60, a drum drive device 64, static 
load stabilizers 66, and a pair of isolation links 68. An isolation link 
68 is secured in rigid combination with the free end of each cable 60. The 
isolation link 68 is formed from a high strength, non-conductive material 
such as a non-conductive composite material. The isolation link 68 is 
operative to isolate any static electricity charge buildup on the 
helicopter H from the suspension rack 90, equipment pod 20 combination. 
For the embodiment illustrated, four static load stabilizers 66 are 
disposed in combination with the winch housing 54 (two per side) and are 
operative to abuttingly engage the equipment pod 20 (see FIG. 5A) to align 
the equipment pod 20 in azimuth and elevation in the up-loaded position to 
minimize induced drag effects during flight operations. The static load 
stabilizers 66 may include adjustable alignment screws 66A for fine 
aligning of the equipment pod 20. 
The winch housing 54 is bolted in combination with the attachment members 
AM of an external stores support station ES.sup.3 to rigidly secure the 
winch subassembly 52 in combination with the helicopter H. Opposed ends of 
each cable drum 56 and the associated lead-screw 58 are mounted in 
rotatable combination with the winch housing 54. The pair of cable guides 
62 are mounted for synchronized translation along the lead-screw 58 to 
ensure that the cables 60 wind/unwind smoothly on respective cable drums 
56 without overlapping and/or binding. 
With reference to FIGS. 5A, 5B, the drum drive device 64 is mounted in 
combination with the winch housing 54 and is operative to provide 
synchronized rotation of the cable drums 56 and the associated lead-screw 
58. The synchronized rotation of the cable drums 56 and the lead-screw 58 
provides coordinated winding/unwinding of the cables 60 so that the 
equipment pod 20, suspension rack 90 combination is deployed or recovered 
in a stabilized manner. The drum drive device 64 comprises a drive motor 
70 and a high ratio gear train that includes a primary drive gear 71, a 
primary driven gear 72, a secondary drive gear 73, a pair of drum drive 
gears 74 and a screw drive gear 75. The high gear ratio of the gear train, 
in the range of about 600 to 1,000:1 for the embodiment described herein, 
precludes unpowered movement of the cable drums 56 with the equipment pod 
20, suspension rack 90 combination attached to the dual cables 60, thereby 
eliminating the need for a clutch or brake in the drum drive device 64. 
The drive motor 70 is a switch reluctance type motor that is operated by 
means of power routed from the helicopter H. For the particular embodiment 
of the AHP system 10 described hereinabove, with an equipment pod 20 gross 
weight of about 1400 pounds, the drive motor 70 generates a 50 HP output 
at 50,000 RPMs which is sufficient to support the high gear ratio of the 
drum drive device 64 gear train for deployment (as well as up-loading and 
recovery) of the equipment pod 20, suspension rack 90 combination. 
The torque developed by the drive motor 70 is mechanically coupled to the 
secondary drive gear 73 by means of the primary drive gear 71 and the 
primary driven gear 72. The secondary drive gear 73 simultaneously drives 
the drum gears 74 and the screw gear 75 to synchronize the rotational 
motion between the cable drums 56 and between the cable drums 56 and the 
lead-screw 58, respectively. The synchronization of rotational motion 
between the cable drums 56 and the lead-screw 58 effectively synchronizes 
the translational motion of the cable guides 62 with the rotational motion 
of the cable drums 56. 
An exemplary cable guide 62 for the winch subassembly 52 is illustrated in 
FIG. 6. A cable bore 80 is formed through the cable guide housing 63 to 
control the feed of the cable 60 through the cable guide 62, thereby 
ensuring that the cable 60 is wound/unwound smoothly on the cable drum 56 
without overlapping or binding. A lead-screw housing 81, disposed within 
the guide housing 63, contains the lead-screw 58 and controls the 
translational movement of the cable guide 62 vis-a-vis the lead-screw 58. 
A servo controlled cable centering device 82 is mounted within each guide 
housing 63 to automatically stabilize the dual cables 60 during deployment 
or recovery of the equipment pod 20, suspension rack 90 combination or the 
suspension rack 90 alone, i.e., damp oscillations and/or twisting motions 
of the equipment pod 20, suspension rack 90 combination or the suspension 
rack 90 alone. The cable centering device 82 includes at least one pair of 
cable angle sensors 83 mounted in opposed relation with respect to the 
cable 60, a corresponding centering means 84 such as a hydraulically 
actuated spring that is operative to exert a restoring force against the 
cable 60, and a means 85 such as a piston coupled to the cable angle 
sensors 83 and operative to actuate the centering means 84. Oscillatory 
and/or twisting motions experienced by the equipment pod 20 cause a 
corresponding displacement of one or both of the cables 60 from a neutral 
position. This differential displacement is sensed by the cable angle 
sensors 83 which generate a signal corresponding to the differential cable 
displacement that activates the means 85. The means 85 generates a 
restoring signal that activates the centering means 84 to exert a 
restoring force against the cable 60 to return the cable 60 to the neutral 
position, i.e., any oscillatory or twisting motion of the equipment pod 
20, suspension rack 90 combination or the suspension rack 90 alone is 
effectively dampened. 
Also disposed within the housing 63 of the cable guide 62 are a locking 
mechanism 86 and a jettison mechanism 87. The locking mechanism 86 is 
operative to lock the equipment pod 20, suspension rack 90 combination (or 
the suspension rack 90 alone) in the up-loaded position, thereby allowing 
the helicopter to utilize its full flight envelope. The locking mechanism 
86 is further operative to release the equipment pod 20, suspension rack 
90 combination for deployment of the equipment pod 20. The locking 
mechanism 86 is operative in response to a lock signal generated by the 
pilot to extend a locking pin 86A through the isolation link 68, thereby 
securing the equipment pod 20, suspension rack 90 combination (or the 
suspension rack 90 alone) in the up-loaded position in engagement with the 
winch subassembly 52. To initiate the deployment process, the pilot 
generates an unlock signal that retracts the locking pin 86A from the 
isolation link 68 so that the equipment pod 20, suspension rack 90 
combination may be disengaged from the winch subassembly 52 by down 
winching the cables 60. 
The jettison mechanism 87 is operative to allow the equipment pod 20, 
suspension rack 90 combination to be jettisoned from the helicopter H at 
any time during emergencies, i.e., from the up-loaded position, during 
deployment, or during recovery, by simultaneously severing the dual cables 
60. The jettison mechanism 87 is operative in response to a jettison 
signal generated by the pilot to activate a cutting pin 87A (for example, 
by means of an explosive charge) that severs each cable 60, thereby 
jettisoning the equipment pod 20, suspension rack 90 combination from the 
winch subassembly 52. To ensure a successful jettison with the equipment 
pod 20, suspension rack 90 combination locked in the up-loaded position, 
the jettison signal will cause the unlock signal for the locking mechanism 
86 to be implemented immediately prior to the jettison signal. This 
sequence ensures that the equipment pod 20, suspension rack 90 combination 
does not hang up on the extended locking pins 86A. 
The suspension/release rack 90 includes a housing 91 having a pair of 
attachment slots 92, a pair of "U"-shaped engagement brackets 93, a lever 
locking arm mechanism 94, and an emergency release mechanism 99. The 
attachment slots 92 are configured to position the load brackets 30 of the 
equipment pod 20 within the housing 91 with the equipment pod 20 in the 
up-load position. The "U"-shaped engagement brackets 93 are rigidly 
secured to the housing 91 and are engaged with respective isolation links 
68 (see FIGS. 3, 6) to secure the suspension rack 90 in combination with 
the winch subassembly 52. 
Referring to FIG. 7, the lever locking arm mechanism 94 may be manually 
actuated to lock the suspension rack 90 in combination with the equipment 
pod 20 for up-loading or recovery operations (position A). Alternatively, 
the lever locking arm mechanism 94 may be manually actuated to release the 
equipment pod 20 from the suspension rack 90 after deployment (position 
B). The lever locking arm mechanism 94 includes an actuating handle 95 
mounted for rotation with respect to an external wall of the housing 91, a 
rotatable gear member 96 mounted within the housing 91 and mechanically 
coupled to the actuating handle 95, and a pair of locking arms 97 secured 
to the rotatable gear member 96. The ends of the respective locking arms 
97 include latching pawls 97A. 
Movement of the actuating handle 95 to the locked position (position A) 
causes rotation of the gear member 96 to extend the locking arms 97 so 
that the latching pawls 97A engage the load brackets 30 of the equipment 
pod 20, thereby locking the suspension rack 90 in combination with the 
equipment pod 20. The lever arm locking mechanism 94 is configured and 
arranged so that the actuating handle 95 cannot be moved to the locked 
position unless both latching pawls 97A are engaging the load brackets 30. 
Movement of the actuating handle 95 to the release position (position B) 
causes rotation of the gear member 96 to retract the locking arms 97 so 
that the latching pawls 97A disengage the load brackets 30 of the 
equipment pod 20, thereby releasing the equipment pod 20 from the 
suspension rack 90. 
The emergency release mechanism 99 interacts with the lever locking arm 
mechanism 94 to provide an alternative means for releasing the equipment 
pod 20 from the suspension rack 90. The emergency release mechanism 99 is 
a solenoid operated device that interacts with the rotatable gear member 
96 in such a manner that when activated, the rotatable gear member 96 is 
caused to rotate to the release position such that the locking pawls 97A 
are disengaged from the load brackets 30 of the equipment pod 20, thereby 
releasing the equipment pod 20 from the suspension rack 90. 
The operating procedures for up-loading, deployment, and recovery utilizing 
the AHP system 10 of the present invention are described in the following 
paragraphs. The DCWR assembly 50 may be utilized to up-load the equipment 
pod 20, thereby eliminating the need for sophisticated ground support 
equipment and minimizing the labor and time required for up-loading 
operation. Loaded equipment pods 20 may be stored on carts or dollies, 
which may be utilized to position an equipment pod 20 for up-loading. 
After unlocking the locking mechanism 86, the winch subassembly 52 may be 
actuated to down winch the suspension rack 90 onto the equipment pod 20. 
The lever locking arm mechanism 94 is manually actuated to lock the 
suspension rack 90 in combination with the equipment pod 20. The winch 
subassembly 52 is then actuated to up winch the suspension rack 90, 
equipment pod 20 combination into the up-loaded position, and the locking 
mechanism 86 is actuated to lock the suspension rack 90, equipment pod 20 
combination in the up-loaded position, i.e., in integrated combination 
with the external stores support station ES.sup.3. The static load 
stabilizers 66 are adjusted as necessary to align the equipment pod 20 for 
flight operations. With the suspension rack 90, equipment pod 20 
combination locked in the up-loaded position, the helicopter H may utilize 
its full flight envelope during the mission flight, including nap-of-the 
earth flight. The AHP system 10 of the present invention also facilitates 
up-loading of an equipment pod 20 with the helicopter H in a hover flight 
mode. 
To deploy the equipment pod 20 from a helicopter H in the hover flight mode 
over a predetermined ground location, the pilot generates an unlock signal 
that activates the locking mechanism 86 so that the locking pins 86A are 
retracted from the isolation links 68. The winch subassembly 52 is then 
actuated to down winch the suspension rack 90, equipment pod 20 
combination. During down winching, the servo controlled cable centering 
devices 82 of each cable guide 62 are operative to maintain the suspension 
rack 90, equipment pod 20 combination in a stabilized position. Once the 
suspension rack 90, equipment pod 20 combination has been down winched 
onto the ground, the lever locking arm mechanism 94 is actuated to release 
the equipment pod 20 from the suspension rack 90. 
The winch subassembly 52 may be subsequently actuated to up winch the 
suspension rack 90 into the up-loaded position. A lock signal activates 
the locking mechanism 86 to lock the suspension rack 90 in combination 
with the winch subassembly 52 so that the helicopter H is ready for normal 
flight operations. Mission support personnel may access the deployed 
equipment pod 20 and utilize the mission specific contents of the 
equipment pod 20 to complete the mission profile. 
The deployment procedure for an equipment pod 20 from a landed helicopter H 
and the recovery procedure for an equipment pod 20 after completion of the 
mission profile (with the helicopter H either landed or in a hover flight 
mode) are the same as the deployment and up-load procedures, respectively, 
described in the preceding paragraphs. In addition, the equipment pod 20 
may be accessed by mission personnel from a landed helicopter H with the 
equipment pod 20 in the up-loaded position. 
A wide variety of modifications and variations of the present invention are 
possible in light of the above teachings. For example, while the AHP 
system has been described in terms of a UH-60L BLACK HAWK.TM. helicopter 
H, it will be appreciated that the AHP system may be utilized in almost 
any helicopter that has been, or could be, certified for use with external 
stores support stations. And, while the above disclosure described and 
illustrated external stores support stations that were lateral extensions 
from the sides of the helicopter, the AHP system may also be utilized with 
a centerline external stores support station. It will also be appreciated 
that the DCWR assembly 50 that comprises part of the AHP system 10 of the 
present invention has utility for up-loading and deployment of 
conventional mission stores such as missiles, bombs, or auxiliary fuel 
tanks. It is therefore to be understood that, within the scope of the 
appended claims, the present invention may be practiced otherwise than as 
specifically described hereinabove.