Patent Publication Number: US-7717656-B2

Title: Attachment device for moving cargo containers

Description:
BACKGROUND OF THE INVENTION 
   The present invention generally relates to an apparatus and method for transferring cargo, including transferring cargo between an aircraft and a ground transportation vehicle. The invention allows for the transferring of cargo in a number of scenarios and environments, including accounting for spatial restraints imposed by the structure of aft-loading aircraft. 
   Cargo transferring systems are known for transferring aircraft cargo, such as containers, equipment and vehicles, to and from ground transportation vehicles, such as trucks and trailers. Two such transferring systems are available from Stewart &amp; Stevenson of Sealy, Tex., and are known as the Family of Medium Tactical Vehicles (FMTV) Loading Handling System and the Medium Tactical Truck Demonstrator (MTTD). These transferring systems employ L-arm hoist assemblies and/or overhead booms which require a substantial amount of overhead clearance, rendering them unsuitable for transferring aircraft cargo given the confining spatial envelope caused by the presence of the aircraft, and the elevated aircraft loading ramp. Such cargo transferring systems may also employ beds which may not load evenly with the aircraft loading ramp. 
   Accordingly, it would be advantageous to provide a transferring apparatus and method for quickly and efficiently transferring aircraft cargo within the spatial constraints caused by the presence of the aircraft and/or an elevated aircraft loading ramp. 
   SUMMARY OF THE INVENTION 
   The present invention may be used to transfer cargo, including transferring cargo between an aft-loading aircraft and a ground transportation vehicle, while operating within the spatial envelope of the aircraft and an elevated loading ramp. This is generally accomplished by securing and moving the cargo in a manner that allows for generally horizontal movement while the cargo is within the spatial envelope. 
   A preferred embodiment of the invention includes a directional diverter and a means for securing the directional diverter to an ANSI/ISO corner fitting having a generally vertical face. The directional diverter may facilitate the conversion of horizontal movement of the container to inclined travel on an inclined surface, such as the inclined surface of a cargo transfer bed, such that when a force pulls the container in a direction generally normal to the vertical face and along the inclined surface, the directional diverter may contact the inclined surface prior to contact between the corner fitting and the inclined surface. In some embodiments, the directional diverter may include a sloped surface. In other embodiments, the directional diverter may include a roller or wheel. 
   One method of practicing the invention includes the steps of: (a) securing a directional diverter to the corner fitting; and (b) pulling the container upwardly in a direction along the inclined surface, such that the directional diverter contacts the inclined surface prior to contact between the corner fitting and the inclined surface. 
   Other systems, methods, features, and advantages of the present invention will be, or will become, apparent to one having ordinary skill in the art upon examination of the following drawings and detailed description. It is intended that all such additional systems, methods, features, and advantages be included within this description, be within the scope of the present invention, and be protected by the accompanying claims. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The novel features which are characteristic of the invention are set forth in the appended claims. The invention itself, however, together with further objects and attendant advantages thereof, can be better understood by reference to the following description taken in connection with the accompanying drawings, in which: 
       FIG. 1  is a perspective view of an aircraft having an aft-loading ramp, and a preferred embodiment of the transferring system of the present invention; 
       FIG. 2  is a side view of the transferring system and the aft-loading aircraft of  FIG. 1 , including the tilt frame and transfer bed portions of the transferring system; 
       FIG. 3  is a perspective view of the tilt frame and transfer bed portions of the transferring system of  FIGS. 1 and 2 ; 
       FIG. 4  is a top view of the transferring system illustrating the lateral flexibility associated with the use of a tilt frame trolley having a meshing wheel (partially hidden) which connects to the transfer bed; 
       FIG. 5  is a perspective view of a preferred Rapid Attach™ container interface (RACI) device of the transferring system of the present invention; 
       FIG. 6A  is a first perspective view of the RACI of  FIG. 5  showing the open RACI positioned over one side of the corner fitting of a shipping container; 
       FIG. 6B  is a perspective view of another side of the corner fitting of a shipping container; 
       FIG. 6C  is a second perspective view of the RACI of  FIG. 5  showing the open RACI over the corner fitting of the shipping container; 
       FIG. 7A  is a third perspective view of the RACI of  FIG. 5  showing the closed RACI over the corner fitting of the shipping container; 
       FIG. 7B  is a fourth perspective view of the RACI of  FIG. 5  showing the closed RACI over the corner fitting of the shipping container; 
       FIG. 8  is a side view of the closed RACI of  FIG. 5 , illustrating the attachment of a bracket and a strap; 
       FIG. 9  is a first perspective view of the RACI of  FIG. 5 , shown during the loading of the shipping container onto the transfer bed of  FIGS. 1-4 ; 
       FIG. 10  is a second perspective view of the RACI of  FIG. 5 , shown during the loading of the shipping container onto the transfer bed of  FIGS. 1-4 ; 
       FIG. 11  is a top perspective view of the meshing wheel of  FIG. 4 ; 
       FIG. 12  is a top perspective view of the meshing wheel on the trolley of  FIG. 4 ; 
       FIG. 13A  is an exploded bottom perspective view of the meshing wheel of  FIGS. 11 and 12  illustrating the connection to the transfer bed of  FIG. 3 ; 
       FIG. 13B  is a top perspective view of the meshing wheel of  FIGS. 11 and 12  illustrating the connection to the transfer bed of  FIG. 3 ; 
       FIG. 14  is a perspective view of the tilt frame and trolley of  FIG. 12  in a first position on the tilt frame of  FIGS. 1-4 ; 
       FIG. 15  is a perspective view of the tilt frame and trolley of  FIG. 12  in a second position on the tile frame of  FIGS. 1-4 ; 
       FIGS. 16A and 16B  are bottom perspective views of a retractable pintle device associated with the transfer bed of  FIGS. 1-4 ; 
       FIGS. 17A-17C  are sequential side views illustrating how cargo may be transferred from an aircraft, as shown in  FIG. 2 , to the chassis of a vehicle; and 
       FIGS. 18A-18D  are sequential side views illustrating how cargo may be transferred from the ground to the transfer bed of  FIGS. 3 and 4 . 
   

   The components in the drawings are not necessarily to scale, emphasis instead being placed upon clearly illustrating the principles of the present invention. In the drawings, like reference numerals designate corresponding parts throughout the several views. 
   DEFINITION OF CLAIM TERMS 
   The following terms are used in the claims of the patent as filed and are intended to have their broadest meaning consistent with the requirements of law. Where alternative meanings are possible, the broadest meaning is intended. All words used in the claims are intended to be used in the normal, customary usage of grammar and the English language. 
   In the claims, the “tilt frame” is any structure capable of supporting cargo loaded on a transfer bed, and that pivots on a vehicle chassis. 
   In the claims, “transfer bed” is any structure capable of height adjustment that supports cargo being transferred from a loading ramp or dock, and that may at least partially overlie and be supported by a tilt frame. 
   In the claims, “ANSI/ISO corner fitting” is any corner fittings for a cargo container that complies with specification published by the American National Standards Institute/International Organization for Standardization (ANSI/ISO) 
   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   Set forth below is a description of what are believed to be the preferred embodiments and/or best examples of the invention claimed. Future and present alternatives and modifications to the preferred embodiments are contemplated. Any alternatives or modifications which make insubstantial changes in function, in purpose, in structure, or in result are intended to be covered by the claims of this patent. 
   The present invention generally relates to an apparatus and method for transferring cargo. The invention allows for the transfer of cargo in a number of scenarios and environments. Applications for the invention include transferring cargo between an aircraft and a ground transportation vehicle, and from the ground to the ground transportation vehicle. The invention provides for accomplishing such tasks within the spatial constraints imposed by military aircraft. For example, central-body loading military aircraft, such as the C-17 and C-130, provide problematic spatial constraints associated with an aft-loading ramp beneath the tail portion of the aircraft. The present invention addresses the problems associated with the prior art L-arm hoist assemblies and/or overhead booms which have been found to undesirably conflict with the spatial constraints associated with aircraft such as the C-17 and C-130. 
   Preferred embodiments of the present invention are provided below in which the cargo is transferred to and from the aircraft in a more horizontal manner. These new methods and systems for transferring cargo may use a number of new devices and steps, such as but not limited to: (1) a new device and method for engaging the cargo (see the RACI description and  FIGS. 5-10 ); (2) a new device and method for transferring the cargo between the aircraft and ground transportation vehicle, including a tilt frame and retractable transfer bed; (3) a new device and method for leveling the transfer bed; and (4) a new device and method for engaging and moving the transfer bed in relationship to the chassis of the ground transportation vehicle. 
   In brief, cargo  28  ( FIG. 1 ) may be loaded onto vehicle chassis  18   a  from any location using the retractable deck combination formed by tilt frame  24  and transfer bed  26 . Cargo  28 , which may take the form of a shipping container  28   a  ( FIG. 2 ), may be engaged using a Rapid Attach™ container interface (RACI) mechanism  50  ( FIG. 5 ). RACI  50  and cargo  28   a  may be pulled onto transfer bed  26  via straps  70  ( FIGS. 8-10 ) and transfer bed trolley  26   b  ( FIG. 3 ). Transfer bed  26 , with cargo  28   a , may be pulled onto tilt frame  24  using meshing wheel  32  ( FIGS. 4 ,  11 - 13 B) that pivotally attaches transfer bed  26  to tilt frame  24 . Meshing wheel  32  may be mounted on tilt frame trolley  24   a  ( FIGS. 2 and 4 ) and secured to a forward portion of transfer bed  26  (as shown in  FIG. 4 ). Tilt frame trolley  24   a  and meshing wheel  32  may then travel forward and/or upward on an upper surface  24   k  ( FIG. 3 ) of tilt frame  24  until cargo container  28   a  rests on vehicle chassis  18   a  Cargo  28  may also be transferred between vehicle  18  and aircraft loading ramp  10   b  ( FIG. 2 ) using the retractable deck combination formed by tilt frame  24  and transfer bed  26 , where transfer bed  26  is adjustable to the height of loading ramp  10   b.    
   Provided below is a more detailed description of the cargo transfer system, including subsections providing more detailed descriptions of RACI  50 , meshing wheel  32 , and various methods of operating the cargo transfer system. This description and the references to “preferred” and “new” devices and steps are intended to provide context and information associated with the cargo transfer system, without limiting the claims which are set forth separately after this detailed description. 
   Cargo Transfer System 
   Referring initially to  FIGS. 1 and 2 , an aircraft  10  and portions of transferring system  20  are shown.  FIG. 1  shows an aircraft  10  having a loading ramp  10   b , in this case an aft-loading ramp, vehicle  18 , and portions of the transferring system  20 , including tilt frame  24  and transfer bed  26 . In  FIG. 1 , cargo  28  is shown moving in the direction indicated by arrow  14  from the cargo bay  10   a  of aircraft  10  to transfer bed  26 . 
     FIG. 2  shows a side view of aircraft  10  on the ground  12  and shows tilt frame  24  and transfer bed  26  in a typical configuration for the transfer of cargo  28  between aircraft  10  and vehicle chassis  18   a . In some embodiments, transferring system  20  includes vehicle chassis  18   a , tilt frame  24 , and transfer bed  26 . In additional embodiments, transferring system  20  includes methods for transferring cargo  28  from aircraft  10 , to transfer bed  26 , and then onto vehicle chassis  18   a.    
   Referring to  FIG. 2 , loading ramp  10   b  is hinged to aircraft  10  at hinge point  10   c . Loading ramp  10   b  may be used to access cargo bay  10   a  of aircraft  10 . The floor (not shown) of cargo bay  10   a  may be approximately 32 inches above ground  12  in the case of a C-130 aircraft, and approximately 62 inches above ground  12  in the case of a C-17 aircraft, so it is preferable to provide a loading device which can accommodate a loading ramp having heights of at least this variance. Cargo bay  10   a  may include “roll on/roll off” rollers (not shown but known to those having ordinary skill in the art) for efficient handling of cargo pallets. Loading ramp  10   b  may be hydraulically operated and may also include features for efficiently transferring cargo, such as the “roll on/roll off” rollers. 
   The distance between loading ramp  10   b  and the top of cargo bay  10   a  presents spatial impediments to the efficient loading and unloading of aircraft  10 . In addition, the distance between ground  12  and the tail portion of aircraft  10  presents spatial impediments to the efficient loading and unloading of aircraft  10 . For example, in the case of a C-130 aircraft, unloading equipment with a winch and hook is problematic because there is only about 102 inches of usable distance between the end of ramp  10   b  and the top of aircraft bay  10   a  when ramp  10   b  is level with e floor of cargo bay  10   a  (allowing 6 inches of clearance at the top of the bay  10   a ). Also, in the case of a C-130 aircraft, the usable width of these bay is approximately 105 inches (allowing 6 inches on each side and allowing for the permanently installed rail system (not shown) in the bay  10   b ). In the case of a C-17 aircraft, there is only about 142 inches of usable distance between the end of ramp  10   b  and the top of aircraft bay  10   a  when ramp  10   b  is level with the floor of cargo bay  10   a  (allowing 6 inches of ceiling clearance). Also, in the case of a C-17 aircraft, the usable width of the bay is approximately 196 inches (allowing 6 inches of wall clearance). Although the dimensional impediments are described herein in regard to aircraft  10 , similar dimensional impediments exist in regard to transporting cargo to and from other transporting crafts, such as, but not limited to, other aircraft, ships, and trucks. 
   Ideally, cargo  28  may be transferred between aircraft  10  and vehicle chassis  18   a  where neither the cargo nor the transferring system exceed a spatial envelope defined by: (a) a ceiling at the height of the transom above ramp  10   b ; (b) a width slightly less than the width of ramp  10   b , for example, in the case of a C-130, a width of 105 inches which is slightly less than the width of the ramp on a C-130, with the width co-centered with ramp  10   b ; and (c) a length sufficient to allow clearance, and a margin for error, to prevent cargo  28  and equipment for transferring the cargo, from striking aircraft  10 . For example, in the case of a C-130, the length sufficient to allow clearance is 30 feet from hinge point  10   c  to the rear of aircraft  10 . Ideally, both cargo  28  and the equipment used to transfer cargo  28  remain within the spatial envelope as cargo  28  is transferred between aircraft  10  and vehicle chassis  18   a.    
   Transferring system  20  may be used to efficiently load and unload cargo  28  to and from aircraft  10  and other cargo transports while remaining within the spatial envelope. Vehicle chassis  18   a  may be a variety of vehicle chasses, such as virtually any Class 7 or Class 8 truck chassis, such as but not limited to the Family of Medium Tactical Vehicle (FMTV) chassis. Vehicle chassis  18   a  may be mounted on any vehicle  18  capable of sustaining the weight of cargo  28  and transferring system  20 . 
   As shown in  FIG. 2 , tilt frame  24  may be attached at a generally forward portion to chassis  18   a  via cylinder  30  between attachment point  30   a  and attachment point  30   b . Cylinder  30  may raise and lower tilt frame  24  such that tilt frame  24  pivots near the back of vehicle chassis  18   a . In addition to using a cylinder  30 , tilt frame  24  may be attached to vehicle chassis  18   a  in a variety of manners, such as but not limited to, those described in U.S. Pat. Nos. 5,779,431; 6,817,825; and 6,520,736, which are each fully incorporated herein by reference. 
   Tilt frame  24  may be attached to transfer bed  26  in a manner that allows the generally forward portion of transfer bed  26  to travel along the upper surface  24   k  of tilt frame  24 . One manner of allowing such travel is by using a tilt frame trolley  24   a  and an associated meshing wheel  32  ( FIG. 11 ) as described in greater detail below with regard to FIGS.  4  and  11 - 15 . 
   Again referring to  FIG. 2 , transfer bed  26  may include adjustable carriage  34 . Adjustable carriage  34  may include rear wheels  34   a , support struts  34   b , and support posts  34   c . The height of adjustable carriage  34  may be adjusted through a number of adjustable mechanisms, such as but not limited to, a hydraulic mechanism that changes the distance between the upper surface  26   n  (see  FIG. 3 ) of transfer bed  26  and rear wheels  34   a  The adjustable mechanism permits cargo  28  transfer to/from several different heights of loading platforms, not limited to various aircraft loading ramps  10   b . If desirable, the wheels  34   a  on different sides of the transfer bed  26  may act independently for the purpose of leveling the transfer bed  26  with ramps  10   b  about the roll axis  26   s  (see  FIG. 3 ). For example, the independent adjustment mechanisms may be used to level the upper surface  26   n  with the ramp  26   b  on ground  12 , even if the ground  12  is uneven. 
   Referring now to  FIGS. 3 and 4 , vehicle chassis  18   a , tilt frame  24 , and transfer bed  26  are shown. Tilt frame  24  allows transfer bed  26  and cargo  28  to be transferred to and from vehicle chassis  18   a  without exceeding the spatial envelope. Tilt frame  24  may include tilt frame trolley  24   a  (also see  FIGS. 14-15 ) that may travel on tilt frame tracks  24   b . Trolley  24   a  may be moved on tracks  24   b  using tilt frame motor  24   d , chain  24   e , first gear  24   f , and second gear  24   g . Meshing wheel  32  (also see  FIGS. 11-15 ) may be secured to trolley  24   a  using conventional fasteners, such as bolts. Motor  24   d  provides a motive force which is communicated to trolley  24   a  via chain  24   e , first gear  24   f  and second gear  24   g . As trolley  24   a  travels on the upper surface  24   k  of tilt frame  24 , the transfer bed  26 , to which trolley  24   a  is secured, moves onto, or off of, tilt frame  24 . 
   Transfer bed  26  allows cargo  28  to be transferred to and from aircraft  10  without exceeding the spatial envelope, and allows for cargo  28  to be transferred at the same level as loading ramp  10   b . Transfer bed  26  may include transfer bed trolley  26   b  that may travel on transfer bed tracks  26   c . Trolley  26   b  may be moved on tracks  26   c  using transfer bed motor  26   f , chain  26   h , third gear  26   k , and fourth gear  26   m . Motor  26   f  provides a motive force which is communicated to trolley  26   b  via chain  26   h , third gear  26   k , and fourth gear  26   m . When loaded, movement of trolley  26   b  towards tilt frame  24  results in movement of cargo  28  toward tilt frame  24 . Transfer bed end rollers  26   a  allow for the smooth transition of cargo between ground  12  and transfer bed  26 . Transfer bed  26  may also include imbedded retractable “roll on/roll off” rollers  26   r  for moving cargo  28  on the upper surface  26   n  of transfer bed  26 . Transfer bed imbedded rollers  26   r  may also allow for the smooth transition of cargo between ramp  10   b  and transfer bed  26 . Transfer bed  26  may also include screw-down twist or tandem locks  26   t , as shown in  FIG. 3 , to interface with an ISO corner fitting, for securing cargo  28  to the transfer bed  26 . 
   In  FIG. 3 , it can be seen that adjustable carriage  34  may have a rear wheel  34   a  on each end of axle  34   d . Although shown extended in  FIGS. 2 and 3 , adjustable carriage may also be retracted under transfer bed  26  when cargo  28  is being moved from ground  12  to transfer bed  26  (see  FIG. 10 ). Control panel  40  may provide controls for operating tilt frame motor  24   d , transfer bed motor  26   f , and adjustable carriage  34 . A remote wireless control (not shown) may also be used to operate the transferring system  20 . 
   Rapid Attach Device 
     FIGS. 5-10  show a preferred mechanism, Rapid Attach™ container interface (RACI)  50 , for quickly connecting and disconnecting cargo  28  to the rear of transfer bed  26  so that cargo  28  may be moved, for example from ground  12  to transfer bed  26 . In short, RACI  50  enables corner fittings  28   b  ( FIG. 6A ) of shipping container  28   a , or other cargo  28 , to be quickly attached to transfer bed  26 . Corner fittings  28   b  may be as specified by the American National Standards Institute/International Organization for Standardization (ANSI/ISO). Such fittings are available from suppliers such as Tandemloc, Inc., of Havelock, N.C., and are known to those having ordinary skill in the art. 
   RACI  50  may include a bracket  72  ( FIG. 8 ) that provides an attachment point for the use of straps  70  to load container  28   a  onto transfer bed  26 . Straps  70  may be made of nylon (e.g., 3-ply or 4-ply) or another strong, yet flexible, material. Due to its design and construction, it has been found that RACI  50  may be attached and locked to the shipping container in less than ten seconds, and each mechanism of a pair may weigh only about 35-40 pounds. 
     FIG. 5  shows RACI  50  in an open position. RACI  50  may include first plate  52 , second plate  54 , first bar  56 , first sleeve  56   a , second bar  58 , second sleeve  58   a , RACI wheel  60 , first pin  62 , second pin  64 , brace  66  and fitting insert  70 . Fitting insert  70  and second pin  64  are designed to conform to the generally oval apertures of corner fitting  28   b  (see  FIGS. 6A and 6B ). 
   First plate  52  may include several apertures, including first aperture  52   a , bracket aperture  52   b , an aperture in which first sleeve  56  may be affixed, an aperture in which second sleeve  58  may be affixed, an aperture configured for supporting RACI wheel  60 , and a pin aperture  52   c . Pin aperture  52   c  is located on an insert portion  52   d  of plate  52 . Pin aperture  52   c  is configured to accept second pin  64  when RACI  50  is closed. 
   First plate  52  may be constructed from a variety of materials, such as but not limited to, high tensile steel such as ASTM A514B. First plate  52  may be machined to include the features described herein. Flat plates may be laser cut, while pins are cast or stock materials. First plate  52  may be constructed from materials, and constructed in a manner, to provide sufficient structure integrity to perform the operations described herein. 
   Second plate  54  may include carrying aperture  54   a , an aperture in which first bar  56  may be affixed, an aperture in which second bar  58  may be affixed, and an aperture in which second pin  64  may be affixed. Second plate  54  may be constructed from similar materials, and in a similar manner, as described above in regard to first plate  52 . 
   First bar  56  may be attached to second plate  54  on a first end, while the second end is configured to adjustably slide within and/or through first sleeve  56   a  and first plate  54 . Bar  56  may be formed from stock round materials, such as but not limited to ASTM A 108, C-1045 cold-drawn bar, milled to shape as shown and described herein, and provided with a chamfered machined end. Of course, for mass production purposes, tooling and steel casting of parts may be done. First bar  56  may inserted through an aperture in second plate  54 , and welded in place, for example. 
   Using similar principles, second bar  58  may be attached to second plate  54  on a first end, while the second end is configured to adjustably slide within and/or through second sleeve  58   a  and first plate  54 . Second bar  58  may include a plurality of apertures configured to accept first pin  62 . Second bar  58  may be constructed from similar materials, and in a similar manner, as described above in regard to first bar  56 . Second bar  58  may also be attached to second plate  54  in a manner similar to that described above for first bar  56 . 
   First pin  62  may pass through second sleeve  58   a  and the plurality of apertures of second bar  58 . First pin  62  may be configured to provide a secure fit in order to maximize the structural integrity of RACI  50  when RACI is subject to the stresses associated with the operation of RACI  50  as described below. 
   Brace  66 , which may be cold drawn, may be configured to lie flush against shipping container  28   a  during the operation of RACI  50 , as described below, in order to provide lateral stability. Brace  66  may be attached to first plate  52  by welding, for example. Brace  66  may be used to keep RACI  50  from rotating vertically. 
   RACI wheel  60  ( FIG. 5 ) may be configured, and attached to first plate  52 , in a manner that provides sufficient mechanical integrity to support RACI  50 , and cargo  28 , in the operation of RACI  50  as described below. RACI wheel  60 , which may be steamed and hardened bar stock, should be made so that the bolt head is counter-sunk and flush with the edge and recessed into the roller, so that it does not rub on the roller bed tracks  26   c  ( FIG. 4 ) or other portions of the transfer system  20 . 
   Second pin  64  is configured to allow an end portion to pass through a first aperture  28   c  ( FIG. 6A ) on corner fitting  28   b  when RACI  50  is closed. Insert portion  52   d  is designed to pass through a second aperture  28   d  ( FIG. 6B ) on corner fitting  28   b  when RACI  50  is closed. When the RACI  50  is closed on a corner fitting  28   b , second pin  64  mates with insert portion  52   d  of first plate  52  in the internal hollow portion of the corner fitting  28   b.    
   One preferred method of operating RACI  50  is now described in reference to  FIGS. 5-10 . In one step, the RACI  50  is placed near corner fitting  28   b  of container  28   a  RACI  50  is placed near corner fitting  28   b  in an open position, such as the open position shown in  FIGS. 5 ,  6 A and  6 C. Insert portion  52   d  of first plate  52  is inserted into the second aperture  28   d  of corner fitting  28   b , with RACI wheel  60  oriented toward ground  12 , and second pin  64  in line with first aperture  28   c  of corner fitting  28   b , as shown in  FIGS. 6A and 6C . 
   In another step, RACI  50  is closed by applying a force on second plate  54  towards cargo  28 , as shown by arrows  68  in  FIGS. 6A and 6B . The force may be applied to second plate  54  through carrying aperture  54   a  and/or via the exterior surface of second plate  54 . The force applied to second plate  54  results in first bar  56  and second bar  58  passing, respectively, through first sleeve  56   a  and second sleeve  58   a , and results in second plate  54  moving towards first plate  52 . The force is applied until an end portion  64   a  of second pin  64  enters first aperture  28   c  of corner fitting  28   b  and mates in aperture  52   c.    
   In another step, RACI  50  is locked in place. RACI  50  may be locked by placing first pin  62  through second sleeve  58   a  and one of the plurality of apertures (not shown) of second bar  58  as shown in  FIG. 7A .  FIGS. 7A and 7B  show RACI  50  in a closed and locked position. 
   In another step, bracket  72  is attached to RACI  50  through bracket aperture  52   b  as shown in  FIG. 8 . In another step, strap  70  is attached to transfer bed trolley  26   b  ( FIGS. 3 and 4 ) and bracket  72 . In another step, cargo container  28   b  is moved when transfer bed trolley  26   b  pulls on strap  70 , resulting in a force being applied to bracket  72 , and then to RACI  50 , resulting in a force being applied to container cargo  28   b.    
   In another step, cargo container is pulled onto the upper surface  26   n  of transfer bed  26 . As shown in  FIGS. 6C and 8 , first plate  52  may include a sloped surface  52   f  to allow RACI  50  to easily pass to upper surface  26   n  after passing over rollers  26   a . As a pulling force is applied to strap  70 , sloped surface  52   f  comes in contact with rollers  26   a  of transfer bed  26 . Further pulling on straps  70  results in RACI  50  traveling over roller  26   a  and onto the upper surface  26   n  of transfer bed  26 . 
   Meshing Wheel Device 
     FIGS. 11-15  show a preferred mechanism, a meshing wheel  32  and tilt frame trolley  24   a , for pivotally connecting transfer bed  26  to tilt frame  24 , and moving transfer bed  26  in relationship to tilt frame  24 . Trolley  24   a  and meshing wheel  32  enable transfer bed  26  to be lowered from tilt frame  24  in a flexible manner that allows for the efficient loading of cargo  28  onto transfer bed  26  and chassis  18   a , whether cargo  28  is on the ground  12  or on loading ramp  10   b.    
   Referring now to  FIGS. 11 through 13B , meshing wheel  32  may include mounting plate  32   a , mounting apertures  32   b , mounting risers  32   c , arcing table  32   d , table supports  32   e , pin  32   f , pin nut  32   g , securing plates  32   h , and grease fittings  32   m . Mounting plate  32   a  and apertures  32   b  may be used to secure meshing wheel  32  to tilt frame trolley  24   a  ( FIG. 12 ) using conventional fastening methods, such as but not limited to nuts and bolts. For example, meshing wheel  32  may be mounted on trolley  24   a  in a variety of ways such as, but not limited to, placing four (4) bolts, for example grade eight (8) bolts, through mounting apertures  32   b  and trolley  24   a , and securing the bolts with compatible nuts. 
   Mounting risers  32   c  and table supports  32   e  may be interlaced (shown in  FIGS. 12 and 13A ) and pivotally affixed with securing plates  32   h , in order to create a rocking axle shown by dashed line  80  ( FIG. 12 ), allowing in-line movement of arcing table  32   d  (as shown by arrow  82 ) in relation to mounting plate  32   a . Pin  32   f  and pin nut  32   g  may be used to secure meshing wheel  32  to transfer bed  26  ( FIG. 13B ). Thus, transfer bed  26  may be mounted on tilt frame trolley  24   a  by passing pin  32   f  through transfer bed  26  and placing pin nut  32   g  on pin  32   f.    
   Arcing table  32   d  includes meshing surface  32   k . Transfer bed includes meshing surface  26   q  ( FIG. 13A ). Meshing surfaces  32   k  and  26   q  allow the transfer bed  26  to move laterally, as shown by arrow  84  in  FIG. 4 , in conjunction with the inline movement permitted by rocking axle  80 . Grease fittings  32   m  allow grease to be placed between the meshing surfaces  32   k  and  26   q.    
   Referring to  FIG. 12 , tilt frame trolley  24   a  may include side plates  24   c . Side plates  24   c  may be configured to follow tilt frame trolley tracks  24   b  ( FIG. 3 ). Tilt frame trolley  24   a  is also connected to chain  24   e  ( FIG. 3 ) using a master link or any convenient method for affixing the chain  24   e  to the tilt frame trolley  24   a  in a manner that allows tilt frame trolley  24   a  to be moved along tracks  24   b  using motor  24   d  ( FIGS. 3 and 4 ). Thus, a first end  26   d  of transfer bed  26  may be moved on tracks  24   b  between the ends of tilt frame  24  using motor  24   d.    
   The transfer system  20  may also include a quick detach system for rapidly disengaging the transfer bed  26  from the vehicle chassis  18   a , such as by using a quick-disconnect, pull-pin (not shown). 
   The arrangement described herein allows transfer bed  26  to pivot in at least two manners. The first manner in which transfer bed  26  may pivot is inline with chassis  18   a  as arcing table  32   d  pivots in line with chassis  18   a  and mounting plate  32   a  as transfer bed  26  is raised or lowered on the upper surface  24   k  of tilting frame  24 , i.e., transfer bed  26  may pivot upon the rocking axle shown by dashed line  80  ( FIG. 11 ). The second manner in which transfer bed  26  may pivot is that transfer bed  26  may pivot in the lateral directions indicated by arrow  84  in  FIG. 4 , i.e., transfer bed  26  may pivot upon an axis defined by pin  86 . 
     FIGS. 14 and 15  show the movement of tilt frame trolley  24   a  on tilt frame  24 . In  FIG. 14 , trolley  24   a  is located near a distal end (from the cab of vehicle  18 ) of tilt frame  24 . In  FIG. 15 , trolley is located closer to the cab of vehicle  18 . Trolley  24   a  moves from the position shown in  FIG. 14  to, and from, the position shown in  FIG. 15 , through the movement of chain  24   e  about first gear  24   f  ( FIG. 3 ) and second gear  24   g  ( FIGS. 4 ,  14  and  15 ). As chain  24   e  moves, trolley  24   a  moves along tracks  24   b.    
   Pintle Device 
     FIGS. 16A and 16B  show a preferred mechanism, a pintle device  90 , for towing a trailer. Pintle device  90  may be retractable as shown by arrow  98 . Pintle device  90  may be retractable, at least in part, to minimize interference while transfer bed  26  is being lowered from tilt frame  24  and while transfer bed  26  is positioned for transferring cargo  28 , such as shown in  FIG. 18A . 
   Pintle device  90  may include loop  92 , plate  94 , and hinged support  96 . Hinged support  96  allows pintle device  90  to be folded into transfer bed  26  such that hinged support  96  is flush with the bottom surface of transfer bed  26 , and held in place with a removable pin. It may also be convenient to locate the pintle hook  90  so that it is integrated into the rear stabilizers, and so that it is both retractable and telescoping. 
   System Operation 
   Referring now to  FIGS. 17A ,  17 B, and  17 C, one preferred method of practicing the invention is described in sequential views.  FIG. 17A  shows cargo  28  on transfer bed  26 . In  FIG. 17A , transfer bed  26  is horizontal as it might be after receiving cargo  28  from loading ramp  10   b  ( FIGS. 1 and 2 ) where transfer bed  26  is level with loading ramp  10   b .  FIG. 17B  shows transfer bed  26  with cargo  28  being moved from a position level with loading ramp  10   b  to a position on tilt frame  24  and chassis  18   a .  FIG. 17C  shows cargo  28 , transfer bed, and tilt frame  24  on chassis  18   a.    
   In operation, vehicle  18  ( FIG. 1 ), equipped with transferring system  20 , may approach the rear of aircraft  10 . Loading ramp  10   b  may be lowered to access cargo  28  in cargo bay  10   a  ( FIG. 2 ). Vehicle  18  may stop at a distance from loading ramp  10   b  such that space is allowed for transfer bed  26  to extend between tilt frame  24  and loading ramp  10   b.    
   Cargo  28  may be moved onto transfer bed  26  in a number of manners. In the case where cargo  28  is a vehicle, the vehicle may be driven on to transfer bed  26 . In the case where cargo is a container  28   a , container  28   a  may be pushed on imbedded rollers, including transfer bed imbedded rollers  26   r , from cargo bay  10   a  to the upper surface  26   n  of transfer bed  26 . Containers  28   a  may also be moved using RACI  50  and transfer bed trolley  26   b . In  FIG. 17A , cargo  28  is shown secured using RACI  50  attached to trolley  26   b . Cargo may also be secured using ISO corner fitting twist locks  26   t  ( FIG. 3 ). Motor  26   g  may used to pull cargo  28  through trolley  26   b , strap  70 , and RACI  50 . In  FIG. 17A , tilt frame trolley  24   a  is shown at the distal end of tilt frame  24 , while cylinder  30  is extended causing tilt frame  24  to pivot on chassis  18   a.    
     FIG. 17B  shows transfer bed  26  and cargo  28  being pulled onto tilt frame  24 . As tilt frame motor  24   d  pulls tilt frame trolley  24   a  toward the proximate end of tilt frame  24 , meshing wheel  32  pivots, in-line and laterally as required by the circumstances, in order to align transfer bed  26  with tilt frame  24 . As transfer bed  26  moves toward the proximate end of tilt frame  24 , adjustable carriage  34  adjusts and eventually retracts as shown in  FIG. 17C . 
     FIG. 17C  shows tilt frame  24  and transfer bed  26  lying horizontally on chassis  18   a . Adjustable carriage  34  has collapsed such that rear wheels  34   a  are raised in order to avoid interference with the movement of vehicle  18 . Cylinder  30  has also retracted as tilt frame  24  moved from the pivoted position shown in  FIG. 17B  to the horizontal position shown in  FIG. 17C . 
   In one preferred embodiment, the invention provides a device for transporting cargo  28  between an aircraft  10  and a land-based vehicle  18  having a vehicle chassis  18   a . The invention may include a pivoting tilt frame  24  supported by vehicle chassis  18   a  and transfer bed  26 . Transfer bed  26  is pivotally connected at a first end  26   d , to the tilt frame  24  and has a second, or distal, end in engaged communication with loading ramp  10   b  of aircraft  10 . This permits cargo  28  from aircraft  10  to be received by the transfer bed  26 , and also permits cargo  28  to be transported from transfer bed  26  into the loading compartment of aircraft  10 . In the preferred embodiment shown, the transfer bed  26  has an upper surface  26   n  on which cargo  28  rests, and the upper surface  26   n  of transfer bed  26  is capable of selective height adjustment relative to the ground  12 . Selective height adjustment may be provided by adjustable carriage  34 , as described above. 
   Referring now to  FIGS. 18A ,  18 B,  18 C and  18 D, another preferred method of practicing the invention is described in sequential views.  FIG. 18A  shows cargo  28  on the ground  12  to the rear of the transfer system  20  with the RACI  50  attached to the cargo  28 . In  FIG. 18A , transfer bed  26  is angled as it might in anticipation of receiving cargo  28  located on the ground  12 .  FIG. 18B  shows cargo  28  being moved onto the transfer bed  26 .  FIG. 18C  shows the cargo  28  partially on the transfer bed  26 .  FIG. 18D  shows the cargo  28  on the transfer bed  26 . 
   It should by now be appreciated that various alternative mechanisms and/or modifications to the above-referenced designs may be made while still keeping within the principles of the various inventions described here, examples of which will now be discussed. Durable, flip-away guide rollers (not shown) may be used to facilitate guiding the load onto the cargo bed. Lanyards (small metal cables) may be used on pins to retain the pins. Storage boxes may be added as needed. Because the loading device may be used in exigent circumstances, it may be desirable to tilt frame  24  and/or transfer bed  26  so that they may be quickly jettisoned if necessary, such as by employing quick-detach pins and/or quick-disconnect hoses. Chains, such as chain  24   e  and chain  26   h , may be provided with a self-cleaning wiper system (not shown). A perforated deck may be employed to limit weight. Lighting may be incorporated into the bed, using protective pockets for example. One or more sets of controls may be located not just in the vehicle cab but also, for example, just behind the tilt pivot point, on each side of the unit (preferably integrated into the bed and protected). 
   The above description is not intended to limit the meaning of the words used in the following claims that define the invention. Other systems, methods, features, and advantages of the present invention will be, or will become, apparent to one having ordinary skill in the art upon examination of the foregoing drawings, written description and claims, and persons of ordinary skill in the art will understand that a variety of other designs still falling within the scope of the following claims may be envisioned and used. For example, RACI  50  may be linked together by a brace, bar, rope or any other means, so that the linked pairs may be secured to two corner fittings  28   b . It is contemplated that these or other future modifications in structure, function or result will exist that are not substantial changes and that all such insubstantial changes in what is claimed are intended to be covered by the claims.