GB2387156A

GB2387156A - Aircraft handling system

Info

Publication number: GB2387156A
Application number: GB0303469A
Authority: GB
Inventors: Michael Welch
Original assignee: Alstec Ltd
Current assignee: Cavendish Nuclear Ltd
Priority date: 2002-02-14
Filing date: 2003-02-14
Publication date: 2003-10-08
Also published as: GB0303469D0; GB0203486D0

Abstract

An aircraft handling system comprises a first handling means 10, which may be in the form of a two part beam, and securing means 30, 31, which may be in the form of one or more guide rails, these rails being fixed to a surface to which the first handling means are mounted, and the first handling means being moveable relative to the securing means. The guide rail or rails may be embedded in the surface, and the first handling means can be fitted with trolleys, which in turn are mounted in the guide rails. In use, the first handling means are attached to an aircraft 400, preferably at two points, typically in the vicinity of the wheels, and the trolleys may be driven, by either rack and pinion, ropes, chains or tyres, thus moving the aircraft from on position to another. Second handling means 20 may be provided to attach to a different wheel. The device may be used to handle helicopters onboard ship.

Description

AIRCRAFT HANDLING SYSTEM

This invention relates to an aircraft handling system, which provides ease of handling and greater stability for the aircraft involved, in particular a 5 helicopter, in inclement situations.

It is known to provide aircraft handling systems to, for example, manoeuvre helicopters or other aircraft by means of attaching a handling unit to a wheel of the aircraft and applying forces to the wheel with the 10 handling unit. Typically, in the situation where there are heavy winds, or if the surface that the aircraft is on is moving such as may happen with the deck of a ship suffering from a heavy swell, then it is likely the aircraft may slide or tip. For example, most helicopters have a tricycle undercarriage with one wheel at the front. They tend to be unstable and 15 will tip about the front and one rear wheel. Furthermore, if not restrained they may, if subject to large lateral forces, slide uncontrollably sideways.

Accordingly, a first aspect of the invention provides an aircraft handling system comprising a first handling means, adapted to be attached to an 20 aircraft, and a securing means adapted to be secured fixedly to a surface ... and to which the first handling means is attached, wherein in use the first handling means may move relative to the securing means.

Advantageously, this provides an aircraft handling system that may move 25 around the surface whilst being restricted against unwanted movement by means of the securing means being fixed to the surface.

Preferably, the aircraft may be a helicopter. The aircraft may have three wheels. The wheels may be arranged as a tricycle undercarriage, in that 30 one wheel may be towards the front of the aircraft and two wheels may be towards the rear. The surface may be the deck of a ship. The first

handling means may be adapted to attach to two points on the aircraft.

The first handling means may attach to the vicinity of two wheels of the aircraft. 5 This provides a solution for the problem of toppling when helicopters are being manoeuvred around the deck of a ship, as if the aircraft is secured to the handling means which is secured to the securing means fixed to the surface, then the aircraft will be secured from unwanted movement relative to the surface.

The aircraft handling system may be adapted to attach to more than one model of aircraft. This means that the handling system is not restricted to one specific model of aircraft.

15 The securing means may comprise at least one elongate guide track. The, or each guide track may be adapted to be embedded into the surface. The, or each, guide track may be substantially straight. There may be a plurality of guide tracks, which are substantially parallel to one another.

Most conveniently, there may be two guide tracks. The, or each, guide 20 track may define a cavity to be provided underneath the surface. The, or . . each, guide track may be provided with a slit in the cavity through which the, or each, guide track is connected to the first handling means. The guide track may be adapted to be welded into or onto the surface.

25 This provides means that will secure the first handling means against unwanted movement and also defined a guide for movement of the handling means relative to the surface.

The first handling means may comprise a structure which extends from a 30 first guide track of the securing means to a second guide track spaced from the first guide track, Therefore, in the case where there are two

! guide tracks, the first handling means may be slidably attached to both guide tracks. Of course, the first handling means may be longer than the shortest distance between the two guide tracks.

5 The first handling means may be adapted to be driven relative to the securing means. In the case where the securing means comprises one or more guide tracks, the first handling means may be adapted to be driven along the guide tracks. This allows it to manoeuvre in at least one direction in relation to the securing means.

The first handling means may be adapted to pivot relative to the securing means. This advantageously provides for manoeuvring aircraft at angles to the first handling means.

15 The first handling means may be adapted to be driven along its own length. This advantageously provides for manoeuvring of aircraft at any point along the length of the first handling unit, thus providing a further direction in which manoeuvring is possible.

20 In a particularly advantageous embodiment in which the first handling means may be driven relative to the securing means, along its own length and pivoted about the securing means, the aircraft may be manoeuvred at any point within a given area and at any of a range of angles.

25 There may also be provided braking means by which movement of the first handling means in one or more directions may be restricted. This is advantageous as it resists unwanted movement of the aircraft. The braking means may therefore act to prevent movement of the first handling means relative to the guide tracks.

The first handling means may be attached to the, or each, guide track by means of a trolley unit depending from the first handling means and descending into the, or each, guide track. The, or each, trolley unit may move along the length of each guide track, for example, where a guide 5 track comprises a cavity below a slot in the surface, the trolley unit may be free to slide within the cavity of the guide track within which it is mounted, but may be substantially restricted from moving in any other direction. 10 The slot may be narrower than the width of the trolley unit within the cavity. Advantageously this provides means to prevent sliding of the first handling means perpendicular to the rail and of lifting of the first handling means, whilst still allowing movement of the first handling means along the guide tracks. The guide tracks may resist unwanted 15 forces up to a force of five tonnes.

The, or each, trolley unit may be rotatably mounted on the first handling means. The rotatable mounting may take the form of a stewing ring. The stewing rings of the or, or one or more, trolley unit may be mounted by 20 means of a sliding connection such that the first handling means may slide ... along its length relative to the trolley unit. The or each sliding connection may be adapted such that the first handling means can swivel about an axis perpendicular to the surface between angles of at least 15 degrees from perpendicular to the rails in either direction.

Advantageously, this provides for an aircraft handling system that may manoeuvre an aircraft at an angle to the guide tracks.

The, or each, trolley unit may be provided with trolley driving means.

30 The trolley driving means may comprise one or more lyres acting on the surface. The lyre may be a pneumatic lyre. The lyre may be driven by an

electric trolley motor. A gearbox may be provided through which the electric trolley motor drives the lyre. A brake may be provided on the trolley unit. The brake may be attached to the output shaft of the electric trolley motor. Furthermore, the electric trolley motor may provide 5 regenerative braking. The, or each, trolley motor may be powered by a battery on board the first handling means. The battery supplying the trolley motor may be rechargeable. The, or each, trolley unit may move the first handling means at up to 2km/hr.

10 This provides not only a convenient method of driving the first handling means, but of restricting movement of the first handling means if it is necessary to hold the aircraft.

In an alternative, the, or each, trolley driving means may comprise a rack 15 and pinion. The surface of the deck may be provided with a serrated rack in the vicinity of the or each rail. Alternatively, the rack may be provided on the underside of the guide track, under the surface. The pinion may be driven by an electric trolley motor. A gearbox may be provided through which the electric trolley motor drives the pinion. A brake may be 20 provided on the trolley unit. The brake may be attached to the output shaft of the electric trolley motor. Furthermore, the electric trolley motor may provide regenerative braking. The, or each, trolley motor may be powered by a battery on board the first handling means. The battery supplying the trolley motor may be rechargeable. The, or each, 25 trolley unit may move the first handling means at up to 2km/hr.

This provides the advantage that generally a rack and pinion is less likely to slip and lose traction than a pneumatic tyre on a surface.

30 In a further alternative, the first handling means may be driven relative to the securing means by one or more ropes and/or chains pulled by

winches. There may be two sets of two winches and two lengths of rope and/or chain. The, or each, winch may be adapted to be substantially fixed to the surface. The ropes and/or chains may be secured to the first handling means by means of one or more lashing points.

This has the advantage that the driving means for the first handling means is a permanent fixture and so there is no need for batteries to drive the first handling means relative to the securing means.

10 In another alternative the first handling means may be driven by both a trolley unit and one or more ropes and/or chains pulled by winches both as described above.

The first handling means may comprise an outer section and a chassis 15 section. The chassis section may be adapted to slide relative to the securing means. The chassis section may alternatively be connected to the securing means by one or more wheels or rollers, which allow it to move relative to the securing means. The outer section may be mounted on the chassis section such that the outer section is moveable in a direction along 20 the length of the chassis section. The outer section may be adapted to attach to the aircraft. This therefore provides a convenient embodiment with manoeuvring capability both rotationally and in two different lateral directions. 25 These two sections may generally be of the form of one or more elongate beams, perhaps of box section. The two sections may be fabricated from structural steel.

A drive system, such as a hydraulic system may be provided which drives 30 the outer section relative to the chassis section. The hydraulic system may comprise two or more hydraulic cylinders. Indeed, it may comprise two

hydraulic cylinders. Each hydraulic cylinder may be connected at one end to the chassis section and at the other end to the outer section. One or more cylinders may be used to drive the outer section in one direction relative to the chassis section and one or more other cylinders used to 5 drive the outer section in the opposite direction. Hydraulic pressure may be supplied by a lateral movement motor. The lateral movement motor may be supplied by a battery carried on board the first handling means.

The battery supplying the lateral movement motor may be the same 10 battery as supplies the, or each, electric trolley motor. The battery supplying the lateral movement motor may be rechargeable.

This provides a system that may be driven along the length of the chassis section, thereby enabling the system to manoeuvre an aircraft within a 15 range of positions along the length of the first handling means.

Movement limitation means may be provided whereby driven movement of the first handling means is restricted to a certain range in one or more directions. Movement may be restricted relative to the securing means, 20 of the outer section relative to the chassis section and/or rotationally.

. .. . The movement limitation means may comprise one or more limit switches. The movement limitation means may prevent unwanted movement by stopping motors, applying brakes, or both. The limits may be + 15 from perpendicular to the guide tracks rotationally and the 25 length of the guide tracks along the guide tracks.

A damping means may be provided. The damping means, which may form a part of the hydraulic system, may be utilised in order to provide a damping force against movement of the outer section relative to the 30 chassis section. The level of the damping force may be adjustable. In one arrangement, for example, the damping force may be provided by

connecting two hydraulic cylinders of the hydraulic system through an orifice. The level of the damping force may be adjustable by changing the area of the orifice through which the two cylinders are connected.

Alternatively, the level of the damping force may be adjustable by 5 providing a number of orifices through which the two hydraulic cylinders are connected in a manner in which the number of orifices connecting the two hydraulic cylinders is adjustable.

This provides for means to resist forces tending to force the first handling 10 means along its own length, such as a helicopter sliding across a tilted ship deck in high winds.

Furthermore, it may be possible to lock the hydraulic cylinders such that movement of the outer section relative to the chassis section is 15 substantially prevented. This may be useful, for example, for guiding an aircraft in one direction only along the guide tracks.

The first handling means may be provided with a plurality of aircraft mating arms adapted to make contact with and secure themselves to the 20 aircraft. The aircraft mating arms may be adapted to attach to the aircraft .. at a plurality of points close to wheels of the aircraft. Each aircraft mating arm may contact and secure to precisely one point on the aircraft.

The aircraft mating arms may be connected to, or form part of, and extend from the outer section in a direction generally parallel to the 25 surface. There may be two aircraft mating arms. Alternatively, there may be two aircraft mating arms for each model of aircraft to which the first handling means is adapted to attach.

This defines a convenient way of securing the aircraft, or several 30 different aircraft, to the first handling means. The arms can be manoeuvred by either moving the first handling means back and forth

along the guide tracks and/or by moving the outer section relative to the chassis section.

Each aircraft mating arm may comprise a forked structure wherein the 5 structure defines a void into which a part of the aircraft is receivable. The structure may comprise two substantially parallel plates extending from a limb attached to and extending from the outer section. The plates may be adapted to be parallel to the surface. The void may be covered by a flap that only opens in one direction. The flap may, in use, allow the part of 10 the aircraft which is to be received within the void into the void but will not allow it out without manual opening of the flap.

Advantageously, this provides means for attaching the first handling means to the aircraft in a manner that will secure the relevant part of the 15 aircraft especially against movement in the direction perpendicular to the surface and in the direction parallel to the surface and perpendicular to the first handling means.

Preferably, in the case of a three-wheeled helicopter, the aircraft mating 20 arms may be adapted to attach to the vicinity of the back two wheels of a helicopter. The aircraft mating arms may be adapted to fit the rear stub axles of the helicopter. Optionally, lashing points may be provided on the first handling means such that lashings may be made between the helicopter and the first handling means.

This advantageously provides two convenient methods of attaching to points of a helicopter that have sufficient strength to support the manoeuvring of the helicopter.

30 The aircraft handling system may further comprise a second handling means adapted to attach to a wheel of the aircraft.

The second handling means provides an additional means of controlling the aircraft using another wheel of the aircraft, hence improving the level of control over the aircraft. In the particularly advantageous embodiment in which the first handling means is adapted to attach to the two rear 5 wheels of a helicopter, supplying a second handling means attached to the front wheel provides that, as the helicopter is held at least three points, it is less likely to topple.

The second handling means may comprise a body with a set of wheels 10 driven by a second handling means motor. The second handling means may further comprise a lift adapted to lift a wheel of the aircraft off the ground. The lift may be hydraulic in operation. Preferably, and in the case of a three-wheeled helicopter, the second handling means may attach to the front wheel of the helicopter and lift it off the ground. The second 15 handling means may have a further, steerable set of wheels. The steerable set of wheels may be steered by means of a steering tiller.

Lifting the wheel of the aircraft off the ground provides an extra down-

force on the second handling means, enabling the wheels to provide a 20 greater force on the surface before slipping.

In any situation where the aircraft handling system attaches to the vicinity of one of more wheels, the system may attach directly to the wheel.

25 The first handling means may be further provided with a control unit by means of which a user may control movement of the first handling means.

The control unit may be operatively connected to the first handling means by means of a cable, such that the first handling means may be remotely controlled. The cable may, in use, be kept under tension such that the 30 cable does not drag on the floor. The cable may be kept under tension by storing it in a spring wound cable reel.

The second handling means may also be provided with a control unit by means of which movement and the lift of the second handling means may be controlled. The control unit may form part of the steering tiller. This provides for steering and control of movement of the second handling 5 means from one convenient location.

The, or each, control unit may comprise one or more joysticks, the or each joystick controlling movement of one of the functions controlled by the, or each control unit.

The, or each, control unit may also be provided with an emergency stop whereby all movement of the first and/or second handling means is stopped and any brakes provided applied. This provides for a safe emergency stop in case of emergency.

The aircraft handling system may be further provided with a removeable umbilical connection such that one control unit of the first or second handling means may, with the removeable connection connected, control the functions otherwise controlled by the control unit of the other 20 handling means. Preferably, the control unit of the second handling means may be adapted to, with the removeable connection connected, also control the movement of the first handling means.

In the case where both first and second handling means are provided with 25 control units and the aircraft handling system is provided with a removeable umbilical connection, each control unit may be provided with a control selector switch by means of which a selection of control of the respective handling means by its respective control unit (local operation) or by the other control unit using the umbilical connection (remote 30 operation) may be made. In the case of a selection of "remote operation"

but with the umbilical connection disconnected movement of the respective handling means may be inhibited and any brakes applied.

Advantageously, this provides for safe and convenient operation of the 5 system.

The aircraft handling system may be further provided with an audible warning means whereby if an element of the system is in motion an audible warning is sounded.

The aircraft handling system may be such that the first handling means has sufficient power to move the aircraft alone. Alternatively, it may supplement the power of the second handling means. In a preferred embodiment, the first handling means may only be required to have 15 enough power to move itself, in which case it becomes passive once both it and the second handling means are attached to the aircraft and will merely follow the aircraft, restricting toppling and sliding.

According to a second aspect of the invention, there is provided a 20 shipborn aircraft handling system comprising an aircraft handling system according to the first aspect of the invention and further comprising a surface adapted to be landed on by an aircraft, wherein the securing means is secured to the surface. This provides for secure handling of an aircraft on board a ship.

The shipborn aircraft handling system may further be provided with a deck grid. This may provide an area substantially flush with the surface, into which an aircraft clamp may be extended and secured. The deck grid may be perforated.

Advantageously, this provides means for securing the aircraft to the surface before the first handling means has been attached to the aircraft.

The invention will now be further described, by way of example, with 5 reference to the accompanying drawings, of which: Figure 1 shows a schematic plan view of an aircraft handling system according to the present invention in a stored position; 10 Figure 2 shows a schematic plan view of the system of Figure 1 in a position ready to receive a helicopter; Figure 3 shows a schematic plan view of the system of Figure 1 shortly after a helicopter has arrived; Figure 4 shows a schematic plan view of the system of Figure 1 with the beam unit and front wheel handler attached to the helicopter; I] 20 Figure 5 shows a schematic plan view of the system of Figure 1 where the helicopter has been manoeuvred onto the centre line of the deck; Figure 6 shows a schematic plan view of the system of Figure 1 25 where the helicopter has been stowed in the hanger; Figure 7 shows a front view of a beam unit according to the present invention with the outer beam displaced sideways; 30 Figure 8 shows a front view of the beam unit of Figure 7 with the outer beam in a central position;

Figure 9 shows a plan view of the beam of Figure 7; Figure 10 shows a cross section along line A-A of Figure 9; 5 Figure 11 shows a side view of one of the aircraft mating arms of the beam unit of figure 7; Figure 12 shows a plan view of a front-wheel handler according to the present invention; Figure 13 shows a second embodiment of the aircraft handling system of the present invention in a similar position to that of Figure 2; and 15 Figure 14 shows a cross section on A-A of Figure 9 of a third embodiment of the aircraft handling system of the present invention. Figures 1 to 6 of the accompanying drawings show an aircraft handling 20 system for manoeuvring helicopters for use on deck of a ship according to a first, preferred embodiment of the invention. The system 1 comprises a first handling means (possibly designated as a "Rear Oleo Beam") of the form of a beam unit 10 slidably mounted on a securing means of the form of a starboard guide track 30 and a port guide track 31. The two guide 25 tracks 30, 31 are welded into a surface being the deck 100 of a ship, with the lengths of the guide tracks 30, 31 aligned along the fore/aft direction.

Each guide track 30, 31 comprises a slit in the surface of the deck 100 with a cavity of square cross-section underneath the surface of the deck 100 and connected to the slit. The guide tracks 30, 31 are substantially 30 parallel to one another.

Also provided are a second handling means of the form of a front-wheel handler 20 and a deck lock grid 40. The front-wheel handler 20 may be moved anywhere on deck 100 and is adapted to attach to the front wheel of an aircraft. It contains a battery driven motor by which means a wheel 5 of an aircraft can be moved about the deck. The deck lock grid 40 is a perforated grid embedded into the deck 100 between the two guide tracks 30, 31 into which a helicopter can shoot a clamp immediately that it lands, thereby securing the helicopter relative to the deck 100.

10 The beam unit 10 is shown in further detail in Figures 7 to 10 of the accompanying drawings. The beam unit consists of an outer beam section 11 slidably mounted over a chassis beam section 12 such that the lengths of both beams are parallel. Both beams 11,12 are fabricated from structural steel. The unit is arranged such that the beam unit 10 is 15 generally aligned along the port/starboard direction. The outer beam 11 is arranged to slide along its own length relative to the chassis beam 12, as will be discussed further below.

The beam unit 10 is slidably mounted on the port guide track 30 by means 20 of a port trolley unit 41 and on the starboard guide track 31 by a starboard trolley unit 42. Each trolley unit 41, 42, as shown in Figure 7 to 9 and as exemplified by the starboard trolley unit of Figure 10 of the accompanying drawings, comprises a slider 51 situated within the guide track 30, 31 and below the level of the deck, connected via a blade part 25 55, 56 and a stewing ring 52, 53 to the chassis beam 12. This arrangement means that the as the slider 51 slides along the guide track 30, 31 the beam unit 10 can swivel relative to the respective trolley unit 41, 42. Furthermore, whilst the port stewing ring 53 is fixed directly to the chassis beam, the starboard stewing ring 52 is attached by means of 30 a sliding connection 54. This sliding connection 54 allows the starboard trolley unit 31 to slide along a small length of the chassis beam 12. This

arrangement of stewing rings 52, 53 and the sliding connection 54 allows the beam unit to move independently along the two rails 30, 31 until the beam is at a angle of 15 degrees from perpendicular to the rails in either horizontal direction.

Each slider 55, 56 comprises a sliding part 57, 58 adapted to occupy the majority of the cross section of the interior of the guide track 30, 31 and to slide within the guide track 30, 31. On each end of the slider there is provided a rotatable wheel 68 normally not in contact with the sides of 10 the guide tracks 30, 31. In the case of a force being applied to the trolley 41, 42 other than linearly in the direction along the guide track 30, 31, (for example if there were to be a moment about the centre of the trolley) the wheel will brace the trolley against the side of the guide track and so resist the undesired force. By these means the trolley units 41, 42 are 15 relatively free to move fore and aft along the guide track, but forces to port and to starboard are resisted.

Each trolley unit 41, 42 is further provided with a drive unit 60. These each comprise a drive motor 61 operatively coupled via a gearbox (not 20 shown) to a pneumatic lyre 62. In use, the drive motor 61 of the . respective trolley unit 41, 42 is run from a rechargeable battery 72 and drives the pneumatic lyre 62 such that it forces the respective trolley unit fore or aft. Between each motor 61 and the gearbox is an electrically actuated brake (not shown).

Accordingly, the arrangement of trolley units 41, 42 attached to the chassis beam 12 means that the beam unit 10 can be positioned at any point along the guide tracks 30, 31, within 15 degrees of perpendicular to the guide tracks 30, 31.

Limit switches are provided that prevent the beam unit 10 from being driven past the ends of the guide tracks 30, 31 or being rotated to more than 15 of perpendicular to the guide tracks 30, 31.

5 The slidable mounting of the outer beam 11 on the chassis beam 12 may be seen in Figure 10 of the accompanying drawings. The outer beam 11 extends around the top, fore and aft sides of the chassis beam 12.

Connecting the chassis beam 12 and the outer beam 11 are three sliders 64 which allow relative movement along the ends of the beams but hold 10 the beams 11, 12 stationary in all directions perpendicular to the length.

Relative movement of the outer beam 11 and the chassis beam 12 is driven by a hydraulic system. The hydraulic system comprises two hydraulic cylinders 69 arranged substantially along the length of the beam unit 10,each of which is connected at one end to the outer beam 11 and 15 at the other to the chassis beam 12. These two hydraulic cylinders 69 are used in tension, one for driving the outer beam 11 to starboard, the other for driving the outer beam 11 to port. Hydraulic pressure to drive the hydraulic system is supplied from an electric motor 71 run from the battery 72.

The above sliding arrangement has three modes. Firstly, the hydraulic cylinders 69 may be used to drive the outer beam 11 along its length relative to the chassis beam 12. Secondly, the cylinders 69 may be connected together by means of a solenoid valve and an orifice to provide 25 damping against movement of the outer beam along its length. The level of damping may be varied by changing the size of the orifice according to the size of the helicopter to be handled. A larger helicopter will require a greater amount of damping than a smaller one. Thirdly, the hydraulic cylinders 69 may be locked so that movement of the two beams 11, 12 30 relative to one another is substantially prevented.

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The outer beam 11 is further provided with two sets of two aircraft mating arms 81, 82, extending perpendicular from the beam unit 10 in a direction generally forwards of the beam unit 10. Each set is adapted to mate with the rear stub axles of a different model of helicopter. As shown 5 in Figure 9 of the accompanying drawings, the larger, wider set, set of arms 82 are adapted to fit a "Merlin" helicopter whilst the smaller, narrower set, set of arms 81 are adapted to fit a "Lynx" helicopter.

One of the aircraft mating arms 81 of the smaller "Lynx" set is shown in 10 side view in Figure 11. The forward end of the arm 81 comprises two horizontal parallel blades 84, 85, spaced apart vertically by a void 83 with an open end 88 at the forward end. A flap 86 is provided that normally covers the open end 88. This is hinged about a point 89 on the forward end on the top blade 84 and sprung such that the spring (not 15 shown) holds the flap 86 against a stop on the forward end of the bottom.

When a force is applied, for example by a stub axle of the helicopter pushing against it, the flap 86 will swing back into the void 83.

This arrangement means that as each arm 81, 82 is presented to the stub 20 axle of a helicopter, the stub axle will push the flap 86 back and slide into the void 83 at which point the flap 86 swings back. This means that the axle is now secured in the void. To release the axle the flap 86 is manually pushed back and the axle retracted.

25 In order to further ensure that the helicopter is secured to the beam unit 10, lashing points 91 are provided on either end of the outer beam 11 such that in adverse weather conditions the helicopter may be securely fixed to the beam unit 10. This ensures that an excess load is not applied to the stub axles of the helicopter, hence avoiding damage.

A control unit 93 is supplied such that a user can remotely control the movement of the two trolley units 41, 42 and the lateral movement of the outer beam 11. This is connected to the beam unit 10 by means of an extensible cord 95. The control unit 93 is further provided with an 5 emergency stop control such that all movement of the beam unit 10 is inhibited and the brake applied.

The front wheel handler 20 is shown in more detail in Figure 12 of the accompanying drawings. This may be such a device as the "Aircraft 10 Handler Type EN" as supplied by Douglas Equipment Limited of Cheltenham, England. It comprises a body 120 having mounted on it two sets of two wheels 123, 124. One set, the driving set 124, is mounted to either side of the rear of the body 120. These are driven by an onboard electric motor 128 powered by an onboard rechargeable battery 127. The 15 remaining, steering, set of wheels 123 is mounted at the centre of the front of the front wheel handler 20 and is rotatable about a steering axis 126. The steering set of wheels 123 is rotatable by means of a steering tiller 121.

20 Between the rear set of wheels 124 of the front-wheel handler there is provided a gap within the body 120 in which there is situated a wheel lift device 125. The wheel lift device 125 may be offered up to the front wheel of a helicopter and will clamp on the front wheel. The wheel lift device 125 then lifts the front wheel of the helicopter off the ground, 25 increasing the down force on the front-wheel handler 20 and so the maximum force that the wheels 123, 124 of the front-wheel handler 20 can apply to the surface of the deck 100 before slipping.

On the steering tiller 121 there is provided a control box 122 by means of 30 which the speed of the motor 128 and hence the driven wheels 124 can be controlled. The control box 122 also controls the lifting functions of the

wheel lift device 125. The control box 122 is also provided with an emergency stop whereby movement of the front wheel handler 20 is inhibited. 5 Furthermore, there is provided a retractable umbilical control connection 92 between the beam unit 10 and the front-wheel handler 20, retractable into a cable reel 192 in the beam unit 10 (shown retracted in figure 7).

The cable reel 192 keeps the control connection 92 under tension such that it does not drag on the deck. This connection 92 connects to a control 10 port 129 on the front-wheel handler 20, enabling control of the [unctions of the beam unit 10 from the control box 122 of the front- wheel handler 20. In the case that the retractable connection 92 is connected, the functions of the beam unit 10 control box 93 are overridden by those of the front-wheel handler 20 control box 122.

The operation of the system with regards to the landing and stowing of a helicopter is shown in figures 1 to 6. Figure 1 shows the system 1 in a stowed position. The beam unit 10 is positioned in the hanger 101 at the fore end of the guide tracks 30, 31, with the outer beam 11 centred over 20 the chassis beam 12 (which is covered by the outer beam 11 and hence not shown in Figure 1), thereby protecting the chassis beam 12 and the internal workings of the beam unit 10 from rain, seawater, etc. Both the front-wheel handler 20 and the beam unit 10 are connected to an electricity supply in order to maintain the charge in their respective 25 batteries, and are under the control of their own respective control boxes 93, 122.

In Figure 2, the system 1 has been prepared for the imminent arrival of a helicopter. The beam unit 10 and the front-wheel handler 20 are under 30 separate control. The beam unit 10 has been removed from the electricity supply and has traversed the length of the guide tracks 30, 31 such that it

is now at the aft end of the guide tracks 30, 31. The front-wheel handler 20 is still, however, attached to the electricity supply.

In Figure 3, a helicopter 400 has arrived. It has shot a clamp into the 5 deck grid 40 such that it is substantially immobilised. The beam unit 10 and front-wheel handler 20 are still at the aft end of the guide tracks and in the hangar, respectively.

In Figure 4 shows the state in which the front-wheel handler 20 and the 10 beam unit 10 have been brought up to the helicopter 400 and mated with it. The front-wheel handler 20 has clamped onto the front wheel of the helicopter 400. The beam unit 10 has been brought up to the helicopter and manoeuvred using the drive trolleys 41, 42 and the lateral movement of the outer beam 11 relative to the chassis beam 12. Each aircraft mating 15 arm 82 has attached itself to one of the helicopter's 400 stub axles. If weather conditions dictate (for example strong winds or a heavy swell) then it may also be necessary to lash the helicopter 400 to the lashing points 91 attached to the outer beam 11. The retractable connection 92 between beam unit 10 and front-wheel handler 20 has been connected 20 such that both the beam unit 10 and the front-wheel handler are under the r control of the front-wheel handler 20 control box 122.

The helicopter 400 is now manoeuvred onto the centre line 150 of the deck 100. This is achieved by pulling the helicopter 400 by the front 25 wheel using the front-wheel handler 20. The beam unit 10 is allowed to travel freely along the guide tracks 30, 31 whilst providing damping with the hydraulic cylinders 69 to restrict sideways movement of the helicopter 400. The position after this manoeuvre is shown in figure 5.

30 In a final stage shown in Figure 6, the lateral movement of the outer beam 11 relative to the chassis beam 12 is locked to ensure travel along

the centre line 150 of the deck 100 and the helicopter 400 is pulled by the front-wheel handler 20 into the hanger 101. The front-wheel handler 20 and beam unit 10 are both returned to the electricity supply in preparation for their next use.

There can be envisaged several different embodiments of the present invention. According to a second embodiment shown in Figure 13, the trolley units 41, 42 are absent. Instead, tractive power to move the beam unit 10 along the guide tracks is supplied by means of two pairs of 10 winches 201 attached to the beam unit 10 by means of ropes 202. Lashing points 91 are provided on either end of the beam unit for this purpose. In other respects, this embodiment has the same features as the preferred embodiment. 15 According to a third embodiment, it can be appreciated that, in order to increase the maximum amount of force applied by the drive unit 60, it is possible to replace the pneumatic lyres 62 with a rack and pinion device.

In this embodiment, as shown in Figure 14 the deck 100 adjacent to each guide track 30, 31 has been laid with a serrated rack 210 and the 20 pneumatic lyre 60 has been replaced with a gear wheel type pinion 211.

In other respects, this embodiment has the same features as the preferred embodiment.

Claims

1. An aircraft handling system comprising a first handling means, adapted to be attached to an aircraft, and a securing means adapted to be 5 secured fixedly to a surface and to which the first handling means is attached, wherein in use the first handling means is moveable relative to the securing means.

2. An aircraft handling system according to claim 1, in which the 10 aircraft is a helicopter.

3. An aircraft handling system according to claim 1 or claim 2 in which the surface is the deck of a ship.

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4. An aircraft handling system according to any preceding claim in which the first handling means is adapted to attach to two points on the aircraft.

5. An aircraft handling system according to claim 4 in which the first 20 handling means is adapted to attach to, or to the vicinity of, two wheels of the aircraft.

6. An aircraft handling system according to any preceding claim in which the first handling means is adapted to be driven relative to the 25 securing means.

7. An aircraft handling system according to any preceding claim in which the first handling means is adapted to be driven along its own length.

8. An aircraft handling system according to any preceding claim in which the first handling system is adapted to pivot relative to the securing means. 5

9. An aircraft handling system according to any preceding claim in which there is provided braking means by which movement of the first handling means in one or more directions can be restricted.

10. An aircraft handling system according to any preceding claim in 10 which the securing means comprises at least one elongate guide track.

11. An aircraft handling system according to claim 10 in which the or each guide track is adapted to be embedded into the surface.

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12. An aircraft handling system according to claim 10 or claim 11 in which there are a plurality of guide tracks which are substantially parallel to one another.

13. An aircraft handling system according to any one of 20 claims 10 to 12 in which the or each guide track defines a cavity to be provided underneath the surface.

14. An aircraft handling system according to claim 13 in which the or each guide track is provided with a slit in the cavity through which the or 25 each guide track is connected to the first handling means.

15. An aircraft handling system according to any one of claims 10 to 14 in which the first handling means comprises a structure which extends from a first guide track of the securing means to a second 30 guide track spaced from the first guide track.

16. An aircraft handling system according to claim 15 in which the first handling means is longer than the shortest distance between first and second guide tracks.

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17. An aircraft handling system according to any one of claims 10 to 16 in which the first handling means is attached to the or each guide track by means of a trolley unit depending from the first handling means and descending into the or each guide track.

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18. An aircraft handling system according to claim 17 when dependent on claim 14 in which the trolley unit is free to slide within the cavity of the guide track within which it is mounted, but is substantially restricted from moving in any other direction.

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19. An aircraft handling system according to claim 18 in which the slit is narrower than the width of the trolley unit within the cavity.

20. An aircraft handling system according to any one of claims 17 to 19 in which the or each trolley unit is rotatably mounted on 20 the first handling means.

21. An aircraft handling system according to claim 20 in which the rotatable mounting is mounted by means of a sliding connection such that the first handling means is slidable along its length relative to the trolley 25 unit.

22. An aircraft handling system according to any one of claims 17 to 21 in which the or each trolley unit is provided with trolley driving means.

23. An aircraft handling system according to claim 22 in which the trolley driving means comprises one or more lyres acting on the surface.

24. An aircraft handling system according to claim 22 in which the or 5 each trolley driving means comprises a rack and pinion.

25. An aircraft handling system according to any one of claims 17 to 24 in which the first handling means is adapted to be driven relative to the securing means by one or more ropes or chains pulled by 10 winches.

26. An aircraft handling system according to any preceding claim in which the first handling means comprises an outer section and a chassis section, with the chassis section adapted to slide relative to the securing 15 means.

27. An aircraft handling system according to claim 26 in which the outer section is mounted on the chassis section such that the outer section is moveable in a direction along the length of the chassis section.

28. An aircraft handling system according to claim 27 in which a drive system is provided which drives the outer section relative to the chassis section. 25

29. An aircraft handling system according to claim 27 or claim 28 in which it is possible to lock the outer section such that movement of the outer section relative to the chassis section is substantially prevented.

30. An aircraft handling system according to any preceding claim in 30 which movement limitation means are provided whereby driven movement

of the first handling means is restricted to a certain range in one or more directions.

31. An aircraft handling system according to any preceding claim 5 further comprising a damping means which provide a force against movement of the outer section relative to the chassis section.

32. An aircraft handling system according to any preceding claim in which the first handling means is provided with a plurality of aircraft 10 mating arms adapted to make contact with and secure themselves to the aircraft.

33. The aircraft handling system of claim 32 in which each aircraft mating arm comprises a forked structure wherein the structure defines a 15 void into which a part of the aircraft is receivable.

34. The aircraft handling system of any preceding claim further comprising a second handling means adapted to attach to a wheel of the aircraft.

35. The aircraft handling system of claim 34 in which the first handling means is adapted to attach to two rear wheels of an aircraft and the second handling means is adapted to attach to a front wheel of the aircraft.

36. The aircraft handling system of claim 34 or claim 35 in which the second handling means comprises a body with a set of wheels driven by a second handling means motor.

37. The aircraft handling system of any one of claims 34 to 36, in which the second handling means further comprise a lift adapted to lift a wheel of the aircraft off the ground.

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38. The aircraft handling system of any one of claims 34 to 37 in which the aircraft handling system is further provided with a removable connection such that a control unit of the first or second handling means can, with the removable connection connected, control the functions otherwise controlled by a control unit of the other handling means.

39. A shipborn aircraft handling system comprising an aircraft handling system according any preceding claim and further comprising a surface adapted to be landed on by an aircraft, wherein the securing means is secured to the surface.

40. A shipborn aircraft handling system according to claim 40 further provided with a deck grid.

41. An aircraft handling system substantially as described herein with 20 reference to and as illustrated in the accompanying drawings.