GB2571317A - Aircraft wheel transport device - Google Patents

Abstract

An apparatus 2 for transporting an aircraft wheel comprises a platform 4, configured to receive an aircraft wheel; at least one retractable roller mechanism (6, see fig.2) connected to the platform and configured to move between a retracted state and an extended state: and an actuator 8 arranged to move the at least one roller mechanism between the retracted state and the extended state. The roller mechanism is configured to a least partially support the platform when it is in the extended state. The roller mechanism may be a swivel castor, a plurality of roller mechanisms which may be a plurality of swivel castors. The platform may be entirely supported on at least one roller mechanism when it is in the extended state. The platform may comprise a mounting portion, the portion comprises a mounting surface which may comprise non-slip material. The apparatus may also comprise anchor points to which a restraining member may be attached. Finally, the actuator may comprise a lever, and may be located on the side of the apparatus.

Description

Aircraft Wheel Transport Device

The present invention relates to devices for transporting aircraft wheels.

Aircraft wheels, especially those used on larger jets such as passenger jets, can be bulky, heavy and generally difficult to manoeuvre. For example on the Boeing 737 series of aircraft, each of the main landing gear wheels can measure more than 1 m in diameter and weigh more than 100 kg. It is often necessary to load (and unload) such wheels into aircraft cargo holds, for example to send a replacement aircraft wheel to a remote location at short notice. Aircraft cargo holds are usually cramped spaces in which manipulation of even small wheels can be difficult. In addition, during aircraft maintenance it is often required to transport aircraft wheels short distances (e.g. around a maintenance bay) to allow for testing, repair and other maintenance tasks. The bulk and weight of the wheels can make these transportation tasks, amongst others, difficult.

Typically, maintenance staff simply roll the wheels when they need to be moved. This approach is not, however, particularly suited to manoeuvring wheels into and when inside aircraft cargo holds, given the limited space available.

Even in less confined situations this approach brings with it an increased risk of injury and damage. Aircraft wheels, particularly large and heavy variants, can be very difficult to control safely once they are rolling. For instance it is difficult to stop a rolling wheel suddenly, and there is also a risk that a wheel might topple from the vertical rolling position during transportation, causing injury to users or damage to surrounding equipment and/or the wheel itself. In environments featuring lots of workers and expensive equipment, for example aircraft maintenance bays, safety concerns are paramount and an alternative solution to transporting aircraft wheels is required.

From a first aspect, the invention provides an apparatus for transporting an aircraft wheel comprising:

a platform, configured to receive an aircraft wheel;

-2at least one retractable roller mechanism connected to the platform and configured to move between a retracted state and an extended state; and an actuator arranged to move the at least one roller mechanism between the retracted state and the extended state;

wherein the roller mechanism is configured to a least partially support the platform when it is in the extended state.

A user may load an aircraft wheel onto the platform when the at least one roller mechanism is in the retracted state, and roll the apparatus (and wheel) to its destination when the at least one roller mechanism is in the extended state. The apparatus thus provides a quick and easy solution to transporting aircraft wheels, removing the need to roll aircraft wheels.

One of the problems with present methods of transporting aircraft wheels is the inability to easily and effectively stop, or “park” the wheel, either once its destination has been reached (e.g. an assigned location within a cargo hold) or partway along a planned route, e.g. to let a user take a break or to avoid a collision. This may be achieved through the provision of a typical braking system, e.g. wheel brakes, although in some embodiments, the apparatus is arranged to assume a “mobile” state when the at least one roller mechanism is in the extended state, in which the apparatus (and any wheels being carried thereby) is freely moveable, and to assume a “parked” state when the at least one roller mechanism is in the retracted state, in which motion of the apparatus is restricted or prevented. This parked state also enables easier loading of an aircraft wheel onto the platform as the platform is prevented or at least significantly restricted from moving during the loading process.

In some embodiments the apparatus is used to transport entirely assembled aircraft wheels, i.e. those comprising a hub and a tyre, although it will be understood that the apparatus is suitable for transporting aircraft wheels which have not yet been fully assembled, for example those comprising a wheel hub and a tyre, or indeed solely a wheel hub or solely a tyre.

The at least one roller mechanism may comprise any suitable load bearing means through which movement may be facilitated e.g., a wheel, a roller or a continuous track assembly. In some sets of embodiments however, the at least one roller

- 3mechanism comprises a castor, and in some such embodiments the at least one roller mechanism comprises a swivel castor. A swivel castor provides increased manoeuvrability to the apparatus, improving the ease with which the wheel may be transported, especially in busy and/or confined environments. The at least one roller mechanism may comprise a plurality of swivel castors, e.g., two, three or four.

In some embodiments the apparatus further comprises at least one further roller mechanism. For example a single, retractable swivel castor may be provided along with two fixed wheels. In this configuration the swivel castor (when extended) in combination with the fixed wheels allows the platform to be manoeuvred easily in multiple directions with a small turning circle.

In preferred embodiments the platform is entirely supported on the at least one roller mechanism when it is in the extended state. In some such embodiments the at least one roller mechanism comprises a plurality of roller mechanisms (such as swivel castors), providing stability as well as a high level of manoeuvrability. Preferably the at least one roller mechanism comprises four swivel castors arranged in a rectangular configuration. This arrangement provides a good balance between stability, manoeuvrability and cost.

In preferred embodiments, the apparatus is constructed at least partially from sheet metal (e.g. 1.5 mm or 3 mm galvanised steel), which provides strength and resilience while enabling the weight and size of the apparatus to be minimised. This enables the apparatus to satisfy size and/or weight restrictions, for example those applicable in an aircraft cargo hold.

In some embodiments, the platform is arranged such that it assumes a lower position when the at least one roller mechanism is in the retracted state. When the platform is in the lower position an aircraft wheel may be loaded simply by tipping the wheel from a vertical position onto the platform, avoiding the need for a user (or users) to lift the entire weight of the wheel when transporting it. This can make the transportation process easier, safer and faster, particularly in embodiments where the apparatus assumes a “parked” or braked state when the at least one roller mechanism is in the retracted state, as the wheel may be loaded without any risk of the apparatus rolling away.

-4Once a wheel has been loaded however, it is desirable to raise the platform so that it is supported by the roller mechanism(s) to make guiding and controlling the apparatus easier and more convenient. In some embodiments therefore the platform is arranged such that it assumes an elevated position when the at least one roller mechanism is in the extended state.

In some embodiments the platform comprises a base portion and a mounting portion on top of the base portion. The mounting portion may comprise a mounting surface, on top of which the aircraft wheel is placed, or mounted, when it is being transported. The mounting surface preferably comprises a material with a high coefficient of friction, e.g. a non-slip material, to reduce the likelihood of the wheel moving during transportation.

The base portion may comprise a supporting frame on which the mounting portion is supported and to which the at least one roller mechanism is connected. Preferably the at least one roller mechanism is mounted to the supporting frame on the opposite side to the mounting portion. The at least one roller mechanism may be closer to the mounting portion when in the retracted state than when in the extended state.

The base portion may comprise a lower surface which is arranged to at least partially support the platform when the at least one roller mechanism is in the retracted state. In embodiments featuring a supporting frame, the lower surface may be connected to the supporting frame on the opposite side to the mounting portion. The base portion may be constructed from any suitable sheet material, e.g. metal or plastic, but in preferred embodiments the base portion comprises sheet timber, which provides strength and resilience while being relatively inexpensive to maintain and replace. The Applicant has appreciated that aircraft wheels often require transportation around outdoor or exposed areas, and as such the base portion may be treated (e.g. coated) with weatherproofing material.

The mounting portion preferably comprises a durable material which is resilient to impacts and scratches that may occur during use e.g. during loading and unloading of an aircraft wheel. The mounting portion may be constructed from sheet metal or

- 5plastic but preferably comprises weatherproof sheet timber, which can provide the necessary strength and resilience while being relatively inexpensive to maintain and replace as well as providing good frictional contact with the wheel when loaded.

In some embodiments, when the at least one roller mechanism is in the retracted state the lower surface is arranged to frictionally engage with a surface upon which the apparatus is positioned (e.g. the ground or the floor of a building or cargo hold). In doing so the lower surface provides a braking force, restricting movement of the platform. The at least one roller mechanism may be arranged to retract completely beyond the lower surface when in the retracted state, such that it does not provide any support to the platform and is not in contact with the surface upon which the apparatus is positioned. This minimises the possibility of unexpected movement of the platform when the at least one roller mechanism is in the retracted state. In some such embodiments, the platform may be entirely supported by the lower surface when the at least one roller mechanism is in the retracted state, maximising braking force.

In some embodiments the lower surface is arranged such that it does not frictionally engage with the surface upon which the apparatus is positioned when the at least one roller mechanism is in the extended state. In such embodiments, when the at least one roller mechanism is in the extended state, at least part of the at least one roller mechanism is arranged to extend beyond the lower surface such that the lower surface is lifted away from the surface upon which the apparatus is positioned. The distance by which the lower surface is lifted is preferably sufficient to fully disengage the lower surface with the surface upon which the apparatus is positioned, although is not so large as to require an unreasonable amount of effort to lift. The lower surface may be lifted by, for example, 5 mm, 10 mm or up to 20 mm. This allows the platform to be freely moved (i.e. without any braking) while minimising the work required. The lower surface preferably comprises a material with a high coefficient of friction, e.g. a non-slip material, to increase its braking efficacy.

The overall shape of the platform may be chosen such that it may receive a variety of different types of aircraft wheels (e.g. different sizes/weights). In preferred embodiments the platform is substantially circular, enabling loading from any side and removing any sharp corners which could cause injury. In embodiments featuring a mounting portion and a base portion, each portion preferably comprises a circular disc. The mounting portion may be smaller (e.g. have a smaller diameter) than the base portion, to aid loading. A large base portion also serves to spread the weight of a loaded wheel out over a larger area, which may be required to comply with weight restrictions, e.g. in the cargo holds of planes.

The shape of the platform may need to conform to additional size and shape restrictions. For example, within aircraft cargo holds the useable flat floor space is often quite narrow (e.g. around 1 m wide). In some embodiments therefore the platform comprises a maximum width which is less than 1 m, e.g. in some embodiments no more than 75 cm.

As described in more detail below, the apparatus may be used to load an aircraft wheel into an aircraft cargo hold. Aircraft cargo holds are often small and cramped and as such it is advantageous to avoid unloading the wheel from the apparatus in the hold. In other words preferably the wheel remains loaded on the apparatus during flight. The small size (e.g. less than 1 m in diameter) and low weight of the apparatus ensures that the additional cost of transporting the apparatus along with the wheel is minimised. The low height of the apparatus (in preferred embodiments no more than 20 cm, preferably no more than 15 cm) also ensures that the apparatus is compact so as not to take up too much extra space in the cargo hold.

Keeping the wheel loaded on the apparatus during flight also facilitates unloading the wheel when the aircraft arrives at its destination. It is desirable to speed up both loading and unloading of the aircraft cargo hold, as this helps to minimise the “turnaround” time of an aircraft (i.e. the time spent on the ground between flights). Reducing the turnaround time is advantageous for airlines, as it enables an aircraft to complete a greater number of flights each day, maximising revenue.

As explained above, the aircraft wheel may be loaded by tipping it onto the platform from a vertical (or near-vertical) position. The size of the platform is preferably therefore small enough such that it is possible to tip an aircraft wheel such that it is centred on the platform. In embodiments where the platform is circular, a diameter of the platform may therefore be less than a diameter of the aircraft wheel.

- 7When transporting aircraft wheels using the presently disclosed apparatus the risk of accident may be further reduced by securing the wheel to the apparatus with a restraining member, e.g. a ratchet strap. In some embodiments therefore the apparatus further comprises one or more anchor points to which a restraining member may be attached. The anchor points may be located on the mounting portion. The use of such a restraining member may prevent the aircraft wheel from shifting during transportation. Additionally or alternatively a strap may be provided which is integral to the apparatus.

The actuator may comprise any suitable means by which a user can interact with the apparatus, for example a button or a switch. The actuator may be provided as part of the platform, e.g. as part of a base portion, although the invention is considered to extend to actuators located remotely from the platform and the at least one rolling member, i.e. a remote control. The actuator is preferably configured such that it may be actuated by a single person and further preferably the actuator is configured such that it may be actuated using only one hand. This frees up the user’s other hand so that it may be used to manipulate, guide or steady the apparatus and/or the wheel. This enables the actuator to be operated even when the apparatus is used in a confined space, for example within an aircraft cargo hold.

In some embodiments, the apparatus is configured to provide a visible indication of whether the at least one roller mechanism is in the extended or retracted state. In some embodiments this indication may merely comprise a visible change in position of the platform between a lower or raised state, although it may be achieved through the use of a status light or other indication means. In some embodiments the actuator itself comprises an indication of the state of the at least one roller mechanism. This indication may for example comprise a particular colour, position, size or orientation of the actuator. Providing an easily recognisable indication of the status of the at least one roller mechanism may reduce the likelihood of an accident occurring. For instance, trying to load a wheel onto the platform whilst the roller mechanism is extended could result in an accident, especially in embodiments where the apparatus may assume a “parked” state. Similarly, the indication may

- 8serve as a reminder to a user to put the at least one roller mechanism into the retracted state once transportation is complete.

Preferably, the actuator comprises a lever which is located on the apparatus. The lever may be moveable between a first position and a second position, corresponding to the retracted and extended states respectively. In such embodiments, the position of the lever may serve as an indication of the state of the at least one roller mechanism. In embodiments wherein the aircraft wheel is mounted on a mounting portion the lever may be positioned on a side of the apparatus, such that it may be accessed and actuated easily even when the wheel is mounted. The apparatus may comprise a resilient member (e.g. a spring), arranged to resist movement of the lever until a threshold actuation force is provided (i.e. to hold the lever in each of the first and second positions), reducing the likelihood of accidental actuation. The lever may be held in the first and/or second position using an over-centre or bistable mechanism.

In some embodiments, extending/retracting the at least one roller mechanism is an entirely mechanical process. Alternatively the apparatus may comprise one or more electrical components (e.g. an electrical motor) which are used during the extension or retraction of the at least one roller mechanism.

In embodiments featuring a plurality of roller mechanisms, each of the roller mechanisms may be connected to a common frame. In such embodiments the actuator may be arranged to cause the common frame to move in order to move the roller mechanisms between the retracted and extended states. This reduces the likelihood of stability issues arising in the platform due to differential levels of retraction or extension within the plurality of roller mechanisms (i.e. much like how a chair with legs of different lengths may be unstable).

The lower surface may extend between two or more of the plurality of roller mechanisms when they are in the extended state. In other words the plurality of roller mechanisms may extend through two or more separate apertures in the lower surface. Extending the lower surface between and/or around the roller mechanisms increases the area of the lower surface for the same external dimensions,

- 9maximising braking area and thus braking force provided by the lower surface, aiding the safety and ease of loading and transporting.

The common frame may be suspended from a supporting structure connected to the platform. The frame may be suspended via at least one support pin arranged to extend into at least one corresponding elongate slot. For example the frame may comprise a plurality (e.g. four) of support pins that extend into corresponding elongate slots cut into the supporting structure. Of course in some embodiments the supporting structure comprises the support pin(s) and corresponding elongate slot(s) are cut into the common frame.

The elongate slot(s) may be cut at an angle to the horizontal, such that the application of lateral force (e.g. by the actuator) to the common frame causes vertical motion of the frame. This enables a lateral force applied to the common frame to cause the roller mechanisms to move between the retracted and actuated states. In preferred embodiments, the angle at which the slot(s) is cut is shallow, to maximise the mechanical advantage between the force applied to the common frame and vertical motion of the frame. The angle at which the slot(s) is cut is preferably less than 45 degrees, e.g. 20 or 30 degrees.

In embodiments featuring a resilient member, the resilient member may be arranged to provide a lateral force that pulls the roller mechanisms towards the retracted state (i.e. in embodiments where the common frame comprises support pin(s), the resilient member may pull the support pin(s) towards a higher end of the elongate slot(s)). In preferred embodiments the force provided by the resilient member causes the roller mechanisms, when in the retracted state, to be held up, such that they are not in contact with a surface upon which the apparatus is positioned.

The invention extends to a wheel transport assembly comprising an aircraft wheel loaded onto the apparatus for transporting an aircraft wheel as disclosed herein.

From a second aspect the invention provides a method of transporting an aircraft wheel comprising:

- 10providing a platform, at least one roller mechanism connected to the platform and an actuator configured to, upon actuation, cause the at least one roller mechanism to move between a retracted state and an extended state, wherein the at least one roller mechanism is initially in the retracted state;

loading the aircraft wheel onto the platform;

actuating the actuator to cause the at least one roller mechanism to move from the retracted state to the extended state, such that the at least one roller mechanism at least partially supports the platform;

transporting the platform and wheel to a destination location; and actuating the actuator to cause the one roller mechanism to move from the extended state to the retracted state.

In some embodiments the method further comprises unloading the aircraft wheel from the platform.

The invention extends to a method of loading an aircraft wheel into an aircraft cargo hold comprising:

providing a platform, at least one roller mechanism connected to the platform and a actuator configured to, upon actuation, cause the at least one roller mechanism to move between a retracted state and an extended state, wherein the at least one roller mechanism is initially in the retracted state;

loading the aircraft wheel onto the platform;

actuating the actuator to cause the at least one roller mechanism to move from the retracted state to the extended state, such that the at least one roller mechanism at least partially supports the platform;

loading the aircraft wheel into an aircraft cargo hold; and actuating the actuator to cause the one roller mechanism to move from the extended state to the retracted state.

Features of any aspect or embodiment described herein may, wherever appropriate, be applied to any other aspect or embodiment described herein. Where reference is made to different embodiments or sets of embodiments, it should be understood that these are not necessarily distinct but may overlap.

- 11 Certain preferred embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 shows an aircraft wheel transport device according to one embodiment of the present disclosure;

Figure 2 is an alternative view of the aircraft wheel transport device of Figure 1 with retracted castors;

Figure 3 is an alternative view of the aircraft wheel transport device seen in Figures 1 and 2 with extended castors;

Figure 4 is a detailed view of the internal mechanism of the aircraft wheel transport device of Figures 1, and 2 and 3;

Figure 5 shows the aircraft wheel transport device of Figures 1, 2 and 3 and 4 when loaded with an aircraft wheel;

Figure 6 shows the aircraft wheel transport device within an aircraft cargo hold; and

Figure 7 shows a top view of the aircraft wheel transport device with the upper disc removed to show the frame inside.

Figure 1 shows an aircraft wheel transport device 2 comprising a platform 4, four swivel castors 6, mounted on the underside of the platform 4 and a lever 8, located on the side of the platform 4.

The platform 4 comprises a lower disc 10 and an upper disc 12, each of which is substantially circular and planar. The lower disc 10 and the upper disc 12 are positioned parallel to each other and are connected by a cylindrical section 14 which spaces the lower disc 10 from the upper disc 12, providing an internal cavity to house the roller mechanisms (swivel castors 6) and frame 22 described further below. The lower disc 10 and the upper disc 12 are both constructed from or provided with a layer of weatherproof timber. The device 2 also features three slots 31 (only one is shown in Figures 2 and 3) in the cylindrical portion 14, the use of which is described in more detail below with reference to Figures 4 and 5.

As will be explained in more detail below, the lever 8 is operable to move the four swivel castors 6 between an extended state and a retracted state.

- 12The lower disc 10 comprises a lower surface (not shown), located on the side of the lower disc 10 facing away from the upper disc 12. This lower surface comprises a non-slip material and is, as described in more detail below, designed to engage with the surface on which the device 2 is positioned when the castors 6 are in the retracted state.

The upper disc 12 comprises a mounting surface 16 located on the side of the upper disc 12 facing away from the lower disc 10. The mounting surface 16 is arranged to receive an aircraft wheel and comprises a non-slip material which prevents the wheel from moving around during transportation.

The operation of the swivel castors 6 will now be described with reference to Figures 2 and 3, which show the aircraft wheel transport device 2 of Figure 1 from an alternative underside angle.

It can be seen from this alternative angle that the lower disc 10 of the platform 4 comprises four apertures 18, though which the four swivel castors 6 can extend and retract. In Figure 2, the four swivel castors 6 are shown in the retracted state, wherein they do not emerge beyond the lower surface 17.

The device is designed to be used upon a level surface, e.g. in an aircraft cargo hold or on a concrete floor. When the castors 6 are in the retracted state (shown in Figure 2), the platform 4 is supported entirely on the lower disc 10, and the lower surface 17 is frictionally engaged with the level surface so as to prevent or at least resist movement of the device 2 relative to the level surface.

When the castors 6 are extended (as shown in Figure 3), the platform 4 is lifted onto the castors 6 such that the lower disc 10 no longer supports the platform 4, and the lower surface 17 is no longer frictionally engaged with the level surface.

The device 2 is then free to move, the platform 4 being supported only by the freely rolling castors 6.

As mentioned above, the lever 8 is operable to move the four swivel castors 6 between the extended state and the retracted state. Figure 4 shows the device 2 with the upper disc 12 removed, such that the mechanism though which castor

- 13extension and retraction is achieved is visible. An additional top-down view of the device 2 with the upper disc 12 removed is shown in Figure 7.

With the upper disc 12 removed, it can be seen that the lever 8 is connected, via armature 20, to a rectangular frame 22. The four castors 6 are connected to the bottom of the rectangular frame 22, with one castor 6 located at each of the four corners of the frame 22, and the frame 22 is positioned such that the castors 6 are aligned with the apertures 18.

Two parallel rails 24, connected to the platform 4, run alongside two opposite sides of the rectangular frame 22. The frame 22 comprises four positioning pins 26, which emerge horizontally (i.e. parallel to the lower disc 10) outwards, from the frame 22 into four elongate slots 28 cut into the parallel rails 24. The slots 28 are cut at an angle to the horizontal, such that the frame 22 may be moved, relative to the platform 4, between a lower and higher position.

The lever 8, when actuated from a closed position to an open position, causes the frame 22 to move horizontally, such that the pins 26 slide in the slots 28 and pull the frame 22 downwards. This causes the castors 6 to move downwards through the apertures 18 and into the extended position. Similarly, actuating the lever 8 in the opposite fashion, i.e. from the open position to the closed position, causes the frame 22 to move upwards and the castors 6 to move up through the apertures 18 into the retracted position.

The angle to the horizontal at which the slots 28 are cut is small (i.e. approximately 20°). This introduces a significant mechanical advantage, such that the lateral force that must be applied to frame 22 (via the lever 8) to lift the platform 4 is reduced. For example, a 20° slot angle reduces the force required to lift the platform 4 to roughly 35% of that required to lift the platform 4 directly upwards.

The action of the lever 8 may also increase the mechanical advantage, further decreasing the amount of force a user must provide to lift the platform 4.

A spring 30 (schematically shown as a cylinder in Fig. 4) is positioned on the opposite side of the frame 22 to the lever 8, and is connected between the frame 22

- 14and the platform 4 (specifically the cylindrical wall section 14). When the lever 8 is actuated from a closed position to an open position, the spring 30 acts to resist movement of the frame 22 towards the lever (i.e. trying to hold the castors 6 in the retracted position). Only when a sufficient amount of force is applied to the lever 8 is the resistance of the spring 30 overcome and the frame 22 able to move a sufficient distance to bring the castors 6 into the extended position. The lever 8 is configured to “lock” into the open position using an over-centre mechanism. This holds the castors 6 in the extended position despite the force from the spring pulling the frame 22 back to the retracted position.

As mentioned above, the spring 30 holds the castors 6 in the retracted position when the lever 8 is in the closed position. In this position the spring 30 holds the castors 6 completely clear of the surface on which the device 2 is positioned, preventing any unexpected motion of the platform 4 during, for example, loading or unloading.

It can also be seen in Figure 4 that the device 2 comprises three slots 31, which facilitate the use of straps (not shown) to secure a wheel during transportation, as discussed in more detail below.

Figure 5 shows the device 2 described above, upon which an aircraft wheel 32 has been mounted to form a complete wheel transport assembly 502. The wheel 32 is secured to the device 2 using straps 33 which pass over the wheel 32 and under the upper disc 12 through the slots 31. The straps 33 are pulled tight around the wheel 32 (e.g. using a ratchet mechanism, not shown) to prevent the wheel 32 from moving relative to the device 2 during transportation. The lever 8 is shown in the open position, and the castors 6 are therefore in the extended position. A user may now transport the wheel 32 with ease, control and minimal effort.

Figure 6 is a cross sectional view of an aircraft wheel transport device 2 upon which an aircraft wheel 32 has been loaded to form a complete wheel transport assembly 502. The whole assembly is located in a cargo hold 602 of an aircraft 600.

As discussed above, the device 2 comprises a lever 8 and four swivel castors 6.

These features, along with the overall small size of the device 2, enable the wheel

- 15transport assembly 502 to be easily and safely manoeuvred both into and around the confined cargo hold 602. Once the assembly 502 has been moved into its assigned position in the cargo hold 602, the lever 8 is actuated to retract the castors 6 and park the transport device 2 with a high frictional engagement (and thus braking) with the floor of the cargo hold 602. This mitigates movement during flight. Once the aircraft 600 has arrived at its destination, the wheel 32 is easily unloaded by actuating the lever 8 to extend the castors 6 and rolling the assembly 502 out of the hold 602.

It will be appreciated by those skilled in the art that the invention has been illustrated by describing one or more specific embodiments thereof, but is not limited to these embodiments; many variations and modifications are possible, within the scope of the accompanying claims.

Claims (27)

1. An apparatus for transporting an aircraft wheel comprising:

a platform, configured to receive an aircraft wheel;

at least one retractable roller mechanism connected to the platform and configured to move between a retracted state and an extended state; and an actuator arranged to move the at least one roller mechanism between the retracted state and the extended state;

wherein the roller mechanism is configured to a least partially support the platform when it is in the extended state.

2. The apparatus for transporting an aircraft wheel as claimed in claim 1, wherein the at least one roller mechanism comprises a swivel castor.

3. The apparatus for transporting an aircraft wheel as claimed in any preceding wherein the at least one roller mechanism comprises a plurality of roller mechanisms.

4. The apparatus for transporting an aircraft wheel as claimed in claim 3, wherein the plurality of roller mechanisms comprises a plurality of swivel castors.

5. The apparatus for transporting an aircraft wheel as claimed in claim 3 or 4, wherein each of the roller mechanisms is connected to a common frame.

6. The apparatus for transporting an aircraft wheel as claimed in claim 5, wherein the common frame is suspended from a supporting structure connected to the platform via at least one support pin arranged to extend into at least one corresponding elongate slot.

7. The apparatus for transporting an aircraft wheel as claimed in claim 6, wherein the elongate slots are cut at an angle to the horizontal of less than 45°.

8. The apparatus for transporting an aircraft wheel as claimed in any preceding claim, wherein the platform is entirely supported on the at least one roller mechanism when it is in the extended state.

9. The apparatus for transporting an aircraft wheel as claimed in any preceding claim, wherein the platform comprises a base portion and a mounting portion on top of the base portion.

10. The apparatus for transporting an aircraft wheel as claimed in claim 9, wherein the base portion and the mounting portion each comprises a circular disc and the mounting portion disc has a smaller diameter than the base portion disc.

11. The apparatus for transporting an aircraft wheel as claimed in claim 9 or 10, wherein the mounting portion comprises a mounting surface.

12. The apparatus for transporting an aircraft wheel as claimed in claim 11, wherein the mounting surface comprises a non-slip material.

13. The apparatus for transporting an aircraft wheel as claimed in any of claims 9-12, wherein at least one of the base portion and the mounting portion comprises weatherproof sheet timber.

14. The apparatus for transporting an aircraft wheel as claimed in any preceding claim, further comprising a lower surface arranged to at least partially support the platform when the at least one roller mechanism is in the retracted state.

15. The apparatus for transporting an aircraft wheel as claimed in claim 14 wherein the apparatus comprises a plurality of retractable roller mechanisms and the lower surface extends between two or more of the plurality of roller mechanisms when they are in the extended state.

16. The apparatus for transporting an aircraft wheel as claimed in claim 14 or

15, wherein the lower surface is arranged to frictionally engage with a surface upon which the apparatus is positioned when the at least one roller mechanism is in the retracted state.

17. The apparatus for transporting an aircraft wheel as claimed in any of claims 14 -16, wherein the lower surface comprises a non-slip material.

18. The apparatus for transporting an aircraft wheel as claimed in any preceding claim, wherein the apparatus further comprises one or more anchor points to which a restraining member may be attached.

19. The apparatus for transporting an aircraft wheel as claimed in any preceding claim wherein the apparatus is configured to display an indication of whether the at least one roller mechanism is in the extended or retracted state.

20. The apparatus for transporting an aircraft wheel as claimed in any preceding claim wherein the actuator comprises a lever.

21. The apparatus for transporting an aircraft wheel as claimed in claim 20 wherein the lever is located on the side of the apparatus.

22. A wheel transport assembly comprising an aircraft wheel loaded onto the apparatus for transporting an aircraft wheel as claimed in any preceding claim.

23. A method of transporting an aircraft wheel comprising:

providing a platform, at least one roller mechanism connected to the platform and an actuator configured to move the at least one roller mechanism between a retracted state and an extended state, wherein the at least one roller mechanism is initially in the retracted state;

loading the aircraft wheel onto the platform;

actuating the actuator to move the at least one roller mechanism from the retracted state to the extended state, such that the at least one roller mechanism at least partially supports the platform;

transporting the platform and wheel to a destination location; and actuating the actuator to move the one roller mechanism from the extended state to the retracted state.

24. The method of transporting an aircraft wheel as claimed in claim 23, wherein the method further comprises the method further comprises unloading the aircraft wheel from the platform.

25. A method of transporting an aircraft wheel as claimed in claim 23 or 24, wherein loading the aircraft wheel onto the platform comprises tipping the wheel onto the platform from a vertical or near vertical position.

26. A method of transporting an aircraft wheel as claimed in any of claims 23 to

25, wherein loading the aircraft wheel onto the platform comprises securing the aircraft wheel to the platform using a restraining member.

27. A method of loading an aircraft wheel into an aircraft cargo hold comprising: providing a platform, at least one roller mechanism connected to the platform and a actuator configured to, upon actuation, cause the at least one roller mechanism to move between a retracted state and an extended state, wherein the at least one roller mechanism is initially in the retracted state;

loading the aircraft wheel onto the platform;

actuating the actuator to cause the at least one roller mechanism to move from the retracted state to the extended state, such that the at least one roller mechanism at least partially supports the platform;

loading the aircraft wheel into an aircraft cargo hold; and actuating the actuator to cause the one roller mechanism to move from the extended state to the retracted state.