Abstract:
A wheel chock includes a first chock member having a receiving slot therein, a second chock member, and an elastic member. The elastic member is fixed at one end to said first chock member, and its opposite end joins the second chock member to the first chock member. The elastic member is adapted to securely engage said receiving slot of said first chock member when the wheel chock is in use about a tire.

Description:
FIELD OF THE INVENTION  
         [0001]    The present invention relates generally to wheel chocks. The invention relates specifically to an improved wheel chock for aircraft that provides prevention of unintentional rotation of an aircraft tire when the aircraft is parked.  
         BACKGROUND OF THE INVENTION  
         [0002]    In aircraft-related businesses, and particularly in businesses of fixed base operators (commonly known as “FBOs”) there has continually been a need for devices and methods which aid in securing aircraft. Such devices and methods range from simply setting a parking brake of a large aircraft, to “tying-down” an aircraft via ropes or chains, and to positioning an aircraft in an enclosed hangar. Hangaring an aircraft may be costly in terms of using valuable enclosed space, while tying down an aircraft is typically time-consuming and may be difficult in adverse weather conditions. Simply setting a parking brake may be wholly inadequate, particularly for a light aircraft in strong and gusty wind conditions.  
           [0003]    Thus, as an alternative to the aforementioned devices and methods, many FBOs and aircraft owners elect to use devices known as “wheel chocks”. A wheel chock aids in preventing rotation or movement of an aircraft tire. Commonly, wheel chocks are simply fabricated from two blocks of wood. The two wood blocks can be cut or milled into corresponding wedge shapes to snugly fit about front and rear portions of the aircraft tire, respectively, in the well-known manner of such chocks. Usually, the two wedge shaped blocks are joined by a rope, to aid in keeping them together as a single chock unit. However, wood is prone to deterioration through environmental effects, and due to exposure to aviation fuel and lubricants that may be present on an FBO ramp. Also, it has been observed that on wet ramp surfaces, or as a parked aircraft rocks or moves in strong wind conditions, wood chocks may easily slip and become ineffective in holding in place or securing the aircraft tire.  
           [0004]    Furthermore, in busy flight training environments such as is found at many FBOs, simple wood chocks are subject to great wear and tear from repetitive use and misuse.  
           [0005]    In response to these problems, several wheel chocks and like devices have been proposed. Among these, for example, is a “WHEEL CHOCK FOR AIRCRAFT” as disclosed in U.S. Pat. No. 5,427,210 issued to Willaford. Therein, an elaborate wheel chock includes U-shaped channel members, a cylindrical rod, a chain, and a pad lock.  
           [0006]    Known or patented wheel chocks suffer from several drawbacks, however. Specifically, the chocks may be expensive and complex to build, difficult to use in a busy FBO ramp environment, and cumbersome and heavy.  
           [0007]    Therefore, there exists a need for a wheel chock that does not suffer from the many disadvantages of wood chocks, that remains securely in place about an aircraft tire regardless of weather or ramp conditions, is lightweight, is not susceptible to adverse effects of frequent use, and is simple and inexpensive to manufacture.  
         SUMMARY OF THE INVENTION  
         [0008]    An object of the present invention is to provide a wheel chock that is substantially impervious to environmental effects.  
           [0009]    Another object of the present invention is to provide a wheel chock that remains securely in place about an aircraft tire regardless of weather or ramp conditions.  
           [0010]    Yet another object of the present invention is to provide a wheel chock that is not susceptible to adverse effects of frequent use.  
           [0011]    A further object of the present invention is to provide a wheel chock that is lightweight, and is simple and inexpensive to manufacture.  
           [0012]    In accordance with the present invention, a wheel chock includes a first chock member having a fixed end portion and an opposing slot end portion, a second chock member having opposing first and second end portions, and an elastic member having a fixed end and an engaging end. The fixed end of the elastic member is secured to the fixed end portion of the first chock member. The elastic member passes through the first end portion of the second chock member and, sequentially, through the opposing second end portion of the second chock member. The elastic member thus acts to join together the first and second chock members as a unitary wheel chock. In use about an aircraft tire, the engaging end of the elastic member engages the slot end portion of the first chock member. The elastic member then acts to tightly draw the first and second chock members against the tire.  
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0013]    [0013]FIG. 1 is an illustration of an exemplary wheel chock constructed in accordance with the present invention and shown in use, as having been secured about an aircraft tire.  
         [0014]    [0014]FIG. 2 is a top view of the wheel chock of FIG. 1. 
     
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0015]    Referring to FIGS. 1 and 2, there shown are in use and top views, respectively, of a wheel chock  10  of the present invention. Specifically, in FIG. 1, wheel chock  10  is depicted as having been secured about a tire T. Tire T may be, for example, part of an aircraft nose gear assembly (not illustrated). In FIG. 2, wheel chock  10  is shown as being not in use, via a top view, so that components thereof may be readily ascertained.  
         [0016]    In the figures, wheel chock  10  includes an angle bracket shaped first chock member  100 , an angle bracket shaped second chock member  200 , and an elastic member  300 . Elastic member  300 , as will be further described, joins members  100  and  200  to provide, in combination, wheel chock  10 .  
         [0017]    As particularly shown in FIG. 2, first chock member  100  includes a first face  110  and a second face  120 . First face  1   10  has a fixed end portion  112 , and an opposing slot end portion  114 . A first hole  112 H is provided through fixed end portion  112 , while a receiving slot  114 S is provided in slot end portion  114 .  
         [0018]    Similar to first chock member  100 , second chock member  200  includes a first face  210  and a second face  220 . Second face  220  has a first end portion  222 , and an opposing second end portion  224 . A first hole  222 H is provided through first end portion  222 , while a second hole is  224 H is provided through second end portion  224 .  
         [0019]    Finally, a fixed end  310  of elastic member  300  is fixed to fixed end portion  112  of first chock member  100 . Although not specifically illustrated, fixed end  310  may be provided by any number of suitable techniques, including by simply tying a sufficiently large knot in fixed end  310  so that elastic member is securely held in place at first hole  112 H. As may be discerned from the figures, elastic member  300  is then passed sequentially through hole  112 H, hole  222 H, and finally through hole  224 H. Elastic member  300  is then provided with a terminating ball  320  that is secured to an end of member  300  opposite fixed end  310  thereof. Of course, a sufficiently large knot may be tied in member  300  as an alternative to terminating ball  320 .  
         [0020]    In an exemplary construction of wheel chock  10 , first and second chock members  100  and  200 , respectively, are constructed from angle bracket shaped solid aluminum having a length of about 12″ and a thickness of about ¼″. Holes  112 H,  222 H, and  224 H are drilled through the aluminum, and are located about ½″ from both bottom edges and from ends of faces  110  and  220 , respectively. Slot  114 S is cut from the aluminum, and is located about 2″ from the bottom edge of face  110 . Elastic member  300  may preferably be any commercially available bungee cord having a diameter of ⅜″.  
         [0021]    In use of wheel chock  10 , members  100  and  200  are positioned on opposite sides of an aircraft tire T (as shown in FIG. 1). Elastic member  300  is then stretched by a user of chock  10  such that terminating ball  320  may be placed into and engaged by slot  114 S (as shown in FIG. 2). It is to be particularly appreciated that as, for example, the aircraft rocks in strong wind conditions thereby moving tire T, elastic member  300  acts to draw chock members  100  and  200  closer together and hence more tightly against tire T. It is also to be appreciated that the preferred complimentary angle bracket shaped members  100  and  200  inhibit movement of chock  10  on ramp surfaces.  
         [0022]    While the present invention has been particularly shown and described with reference to the accompanying figures, it will be understood, however, that other modifications thereto are of course possible, all of which are intended to be within the true spirit and scope of the present invention. It should be appreciated that components of the invention aforedescribed may be substituted for other suitable components for achieving desired similar results, or that various accessories may be added thereto.  
         [0023]    For example, any suitable corrosion-proof metal could be substituted for aluminum in construction of chock members  100  and  200 . Although not preferred, members  100  and  200  could also be simply fabricated from wood. Additionally, any suitable cotton or nylon cord or rope could be substituted for elastic member  300 , depending upon a degree of elasticity desired. Further, elastic member  300  could also be a simple coil spring.  
         [0024]    Of course, the compositions, sizes, strengths, and dimensions of the aforedescribed components of chock  10  are all a matter of design choice, and may be modified to suit particular needs; e.g., correspondingly larger sizes and dimensions of the components for larger aircraft.  
         [0025]    Lastly, it is to be understood that any suitable alternatives may be employed to provide the wheel chock of the present invention.  
         [0026]    Accordingly, these and other various changes or modifications in form and detail of the present invention may also be made therein, again without departing from the true spirit and scope of the invention as defined by the appended claims.