WO2017085517A1

WO2017085517A1 - Aircraft engagement mechanism for aircraft mover

Info

Publication number: WO2017085517A1
Application number: PCT/GB2016/053617
Authority: WO
Inventors: Tushar Kulkarni; Paul Channon
Original assignee: Textron Ground Support Equipment Uk Limited
Priority date: 2015-11-19
Filing date: 2016-11-21
Publication date: 2017-05-26
Also published as: GB2544732B; GB2544732A; GB201520397D0

Abstract

An adjustable aircraft engagement mechanism (10) for an aircraft mover (44), the aircraft engagement mechanism (10) comprising a cradle body (14) which defines an aircraft engagement region 50; and first, second and third clamping elements (20a, 20b, 20c) engagable with a nose landing gear (12) of an aircraft positioned in the aircraft engagement region (50). At least one of the clamping elements (20a, 20b, 20c) is actuatable relative to at least one of the other said clamping elements (20a, 20b, 20c) between engaged and disengaged conditions of the adjustable aircraft engagement mechanism (10). The clamping elements (20a, 20b, 20c) then define a triangular clamp in the engaged condition to secure the nose landing gear (12). An aircraft mover (44), method of engaging with a grounded aircraft and a method of engaging an aircraft mover (44) with grounded aircraft of different size and/or weight classes are also provided.

Description

Aircraft Engagement Mechanism for Aircraft Mover

The present invention relates to an aircraft engagement mechanism, in particular to a cradle mechanism, for an aircraft mover, for engagement with a grounded aircraft so as to enable transportation thereof. The invention further relates to such an aircraft mover having the said aircraft engagement mechanism, to a method of engaging with a grounded aircraft, and also to a method of engaging an aircraft mover with grounded aircraft of different size and/or weight classes.

Modern aircraft movers or tractors generally have an aircraft engagement mechanism which is designed for one single size and/or weight class of aircraft. Where the aircraft engagement mechanism is a cradle, as is common, the separation of the clamping elements of the cradle is dimensioned so as to be appropriate for a given wheel size of aircraft. The clamping elements are typically positioned so as to buttress lower front and rear ends of the wheel of the nose landing gear of the aircraft to be engaged.

There are two primary issues with this approach. Firstly, the clamping arrangement is poorly secured along a vertical axis, and therefore any vertical deviation of the wheel in the cradle can result in the aircraft bouncing out of the cradle. As the nose landing gear is relatively brittle, in particular, in a plane perpendicular to the strut axis of the nose landing gear, this can result in significant and costly damage to the aircraft. This is of particular concern in difficult or unstable terrain, for instance, where there is debris on a runway, or on the deck of an aircraft carrier.

Secondly, since contact members of clamping elements are designed with a particular size of wheel of nose landing gear in mind, an aircraft mover can only be used with an aircraft having a compatible wheel. This means that if a plurality of grounded aircraft need to be transported at a single location, then a number of aircraft movers is required which is at least equal to the number of different wheel sizes within the fleet of aircraft.

It is an object of the present invention to provide an aircraft engagement mechanism for an aircraft mover which overcomes or substantially obviates the above-described problems. According to a first aspect of the present invention, there is provided an adjustable aircraft engagement mechanism for an aircraft mover, the aircraft engagement mechanism comprising: a cradle body which defines an aircraft engagement region; and first, second and third clamping elements engagable with a nose landing gear of an aircraft positioned in the aircraft engagement region, at least one of the clamping elements being actuatable relative to at least one of the other said clamping elements between engaged and disengaged conditions of the adjustable aircraft engagement mechanism, the clamping elements defining a triangular clamp in the engaged condition to secure the nose landing gear. By defining a triangular clamp about the nose landing gear, that is, having three points of contact with the wheel which are radially spaced around the circumference thereof, it becomes possible for the aircraft engagement mechanism to provide a more secure clamping arrangement for the nose landing gear, in particular, in a vertical direction. This beneficially can prevent the aircraft jumping or bouncing out of the cradle, minimising the risk of damage to the aircraft as a result.

Furthermore, the adjustability of the aircraft engagement mechanism means that a plurality of different engaged conditions can be provided, allowing the aircraft mover to adaptably engage with wheels of nose landing gears of different sizes, thereby allowing the aircraft mover to engage with aircraft of different size and/or weight classes. This beneficially reduces the number of aircraft movers required at any one time.

Preferably, each of the three clamping elements may be actuatable relative to the other clamping elements.

Allowing relative adjustment of the positions of each of the three clamping elements advantageously allows for a wide range of triangular clamping positions to be taken, ensuring that an effective clamp can be formed at the wheel of the nose landing gear regardless of the size of the wheel.

Optionally, there may further comprise a hydraulic actuation means for actuating the clamping elements relative to at least one of the other said clamping elements.

A hydraulic actuator advantageously ensures that the contact members are movable in predictable manners whilst still ensuring that the final clamping arrangement is strong and secure, so as to be able to lift and transport a grounded aircraft effectively.

At least one of the clamping elements may preferably be formed from a plurality of aligned contact members. At least one of the plurality of aligned contact members may be formed as a triangular-profiled block

Providing separate, aligned contact members to form the clamping elements allows for voids to be created, allowing plenty of room into which the nose landing gear of the aircraft may be manoeuvred, without risking collision between the clamping elements and the strut of the nose landing gear, for instance. The triangular-profiled blocks are superior to contact plates, which have been previously used; contact plates are prone to becoming slippery when wet, which can open the risk of the wheel of the aircraft slipping through wet contact plates. The blocks of the present invention have a narrower lateral extent, enabling the wheel to be gripped with a higher point pressure, mitigating this risk of slippage. In one preferable embodiment, the cradle body may comprise first, second and third cradle body portions, respectively associated with the first, second and third clamping elements, the cradle body portions being actuatable relative to one another. In such an embodiment, the first, second and third cradle body portions may be pivotably engaged with one another. Furthermore, the first cradle body portion may be a front portion, the second cradle body portion may be a rear portion, and the third cradle body portion may be a top portion, each with respect to the aircraft engagement region defined by the cradle body.

The exact arrangement of the envisaged embodiment of cradle utilises front, rear and top clamping elements to form the triangular clamping arrangement. This beneficially provides sufficient support with the front and rear contact members so as to be able to safely raise the aircraft during transportation, whilst also providing the necessary topside clamping element so as to prevent vertical displacement of the wheel during transit.

Preferably, the cradle body may be adjustable so as to adjust a size of the aircraft engagement region so as to accommodate different sizes and/or weight classes of aircraft.

The adjustability of the cradle body effectively allows the wheel of the nose landing gear to be grasped from three directions simultaneously, enabling the volume of the cradle to be expanded to permit entry of the wheel, before engaging into position to secure the clamp.

There may further comprise a controller for controlling the actuation of at least one of the clamping elements between the engaged and disengaged conditions, in which case, the controller may automatically control the actuation of at least one of the clamping elements between the engaged and disengaged conditions. This may be achieved by providing a sensing means in communication with the controller, for sensing an engagement between at least one of the first, second and third clamping elements and a nose landing gear of an aircraft in the aircraft engagement region.

Automatic recognition of the position of the wheel of the nose landing gear within the cradle, as well as automatic activation of the engagement of the clamping elements advantageously limits the potential for operator error to be instigated which might otherwise result in significant damage to the aircraft mover and/or aircraft.

Preferably, there may further comprise a lifting mechanism engagable with the cradle body. The provision of a lifting mechanism with the cradle beneficially allows for the cradle as a whole to be lifted off the ground, enabling simple taxiing of a grounded aircraft.

According to a second aspect of the invention, there is provided an aircraft mover for engaging with and transporting a grounded aircraft, the aircraft mover having an aircraft engagement mechanism, preferably in accordance with the first aspect of the invention. According to a third aspect of the invention, there is provided a method of engaging with a grounded aircraft, the method comprising the steps of: a] providing an aircraft mover, preferably in accordance with the second aspect of the invention; b] moving a nose landing gear of the grounded aircraft into the aircraft engagement region of the aircraft engagement mechanism of the aircraft mover, such that the nose landing gear is in physical communication with at least the first clamping element; and c] configuring the aircraft engagement mechanism into the engaged condition, such that the first, second and third clamping elements are in physical communication with the nose landing gear in a triangular arrangement.

By providing the triangular clamping arrangement, an aircraft which is engaged with the aircraft mover is less prone to involuntary ejection from the cradle due to vertical displacement, significantly reducing the risk of damage to the aircraft as a result.

According to a fourth aspect of the invention, there is provided a method of engaging an aircraft mover with grounded aircraft of different sizes and/or weight classes, the method comprising the steps of: a] providing an aircraft mover, preferably as claimed in the second aspect of the invention; b] moving a nose landing gear of the grounded aircraft into the aircraft engagement region of the aircraft engagement mechanism of the aircraft mover, such that the nose landing gear is in physical communication with at least the first clamping element; c] actuating the second and third clamping elements towards the nose landing gear; and d] ceasing actuation of the second and third clamping elements once each of the second and third clamping elements is in physical communication with the nose landing gear.

By providing a clamping arrangement which can adjust to the wheel which is presented to the aircraft engagement region of the aircraft mover, it becomes possible for a single aircraft mover to engage with and transport aircraft of varying sizes and/or weight classes, substantially reducing the standing stock requirements for a fleet of aircraft movers at, for instance, an airport.

The invention will now be more particularly described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 shows a side perspective representation of one embodiment of an aircraft engagement mechanism in accordance with the first aspect of the invention, including the nose landing gear of an aircraft ready for engagement;

Figure 2 shows a side view of the aircraft engagement mechanism of Figure 1; Figure 3 shows a bottom plan view of the aircraft engagement mechanism of Figure 1;

Figure 4 shows a side perspective representation of the aircraft engagement mechanism of Figure 1, inclusive of an associated lifting mechanism; Figure 5 shows a rear perspective representation of one embodiment of an aircraft mover, inclusive of the aircraft engagement mechanism shown in Figure 4;

Figure 6a shows a pictorial side view of an aircraft engagement mechanism in accordance with the first aspect of the invention, illustrated around a nose landing gear of an aircraft ready for engagement, the aircraft engagement mechanism being in a disengaged condition;

Figure 6b shows a pictorial side view of the aircraft engagement mechanism of Figure 6a, in a condition intermediate an engaged and disengaged condition; and

Figure 6c shows a pictorial side view of the aircraft engagement mechanism of Figure 6a, in an engaged condition. Referring firstly to Figures 1 to 3, there is illustrated an aircraft engagement mechanism, indicated globally as 10, for use with an aircraft mover, such as that shown in Figure 5, for engaging with, lifting and transporting grounded aircraft. The nose landing gear 12 of such an aircraft is illustrated.

The aircraft engagement mechanism is formed as a cradle 10 in the depicted embodiment, having a cradle body 14 and a plurality of contact members 16. The cradle body 14 has a plurality of cradle body portions which are actuatable relative to one another and to which the contact members 16 are mounted.

The cradle body 14 comprises preferably a first, frontmost, cradle body portion 18a which is forwards of the nose landing gear 12 of the engaged aircraft, and to which are engaged two axially aligned and spaced apart contact members 16, thus forming a first clamping element 20a. The cradle body 14 also comprises a second, rearward-facing, cradle body portion 18b, which is engaged, preferably in pivotable engagement at a central pivot 22, with the first cradle body portion 18a. Furthermore, there is a third, topmost, cradle body portion 18c which is in, preferably pivotable, engagement with both of the first and second cradle body portions 18a, 18b. Two axially aligned and spaced apart contact members 16 are also here provided on each of the second and third cradle body portions 18b, 18c so respectively form second and third clamping elements 20b, 20c. Although the clamping elements may comprise two axially aligned spaced apart contact members, one contact member or more than two contact members may be utilised as required based on the landing gear.

As best illustrated in Figure 2, the first cradle body portion 18a is not only engaged with the second cradle body portion 18b, preferably at the central pivot 22, but also via a first, preferably hydraulically powered, actuator 24, which is extendible and retractable relative to the first cradle body portion 18a to effect a pivoting motion between the first and second cradle body portions 18a, 18b. Similarly, there is provided a second actuator 26 which is preferably positioned so as to interconnect the first and third cradle body portions 18a, 18c so as to effect relative motion therebetween. It will be apparent that although hydraulic actuators 24, 26 are utilised in the present embodiment, that any appropriate actuation means could be supplied, and the means of connection between the cradle body portions 18a, 18b, 18c could vary as well. For instance, a linked parallelogram type arrangement could feasibly be provided to interconnect and guide the motion of the cradle body portions 18a, 18b, 18c, and the actuation could be effected via electric motors, for instance.

The first cradle body portion 18a is provided as two first support elements 28a which are spaced apart at a distance so as to permit the wheel 30 of a nose landing gear 12 to be positioned between the two first support elements 28a. As illustrated, each first support element 28a is each associated with a central pivot 22 at a first end, with there therefore being two spaced apart central pivots 22 in the cradle body 14. At an end of each first support element 28a which is distal to the central pivot 22 is positioned a contact member 16; the two contact members 16 on the two first support elements 28a are coaxially aligned to form the first clamping element 20a.

It will be appreciated that although the first clamping element 20a is illustrated as being formed as two discrete contact members 16, a single contact member, spanning the two first support elements 28a could feasibly be provided, since the nose landing gear 12 is not required to pass through the first clamping element 20a. Many different forms of clamping element could therefore be considered, and the illustrated clamping elements in the depicted embodiment do not represent an exhaustive representation. The second cradle body portion 18b is formed as two second support elements 28b, which are again spaced apart so as to pass around an engaged wheel 30 of a nose landing gear 12. Adjacent to one end of each of the two second support elements 28b, they are connected to the central pivot 22. At the opposite end of each second support element 28b is positioned a contact member 16. Again the two contact members 16 are coaxially aligned, facing one another, so as to form the second clamping element 20b. Preferably at the end closest to the central pivot 22, each second support element 28b is connected to one of the two first actuators 24, so as to be able to effect pivoting motion of the second support elements 28b about their respective central pivots 22.

Again, the second clamping element 20b is formed so as to have two spaced apart contact members 16; the void 32 between the contact members 16 allows for the strut 34 of the nose landing gear 12 to pass between, allowing the nose landing gear 12 to pass through the second clamping element 20b when entering into engagement with the aircraft engagement mechanism 10. However, the second clamping element 20b, typically being the rear clamping element of the aircraft engagement mechanism 10, could feasibly be formed having a single contact member which is in contact with the ground as the aircraft approaches the aircraft engagement mechanism 10. The wheel 30 of the nose landing gear 12 could effectively run over the second clamping element 20b, before the second clamping element 20b is raised into clamping engagement with the wheel 30 in an engaged condition. It will be appreciated that the triangular clamping arrangement described is such that the first, second and third clamping elements 20a, 20b, 20c contact with a tyre of the wheel 30, rather than a rim of the wheel, for example, and this is the intended configuration for the cradle 10. However, other clamping arrangements which define three points of contact with the wheel 30 may be possible. The third cradle body portion 18c is here formed as a single third support element 28c, which has a substantially U-shaped profile. Adjacent to the first and second ends of the third support element 28c are then engaged the two central pivots 22, thereby allowing the third support element 28c to pivot in a uniform and consistent manner. Preferably at the said first and second ends of the third support element 28c are connected respectively the second actuators 26, which allows the third support element 28c to pivot about the central pivots 22 relative to the first cradle body portion 18a.

The third support element 28c is positioned so as to be substantially above the height of the wheel 30 of the nose landing gear 12 in use, and contact members 16 are affixed to a lower surface 36 of the third support element 28c to form the third clamping element 20c. The contact members 16 of the third clamping element 20c are formed so as to have a curved clamping surface, which may complement a curvature of the wheel 30 of the nose landing gear 12, so as to improve clamping thereto.

The contact members 16 of the first and second clamping elements 20a, 20b are formed as triangular-profile blocks in the illustrated embodiment, with the contact surfaces thereof being one of the longitudinal planar sides. The triangular-profile blocks have a narrower lateral extent than the commonly used clamping plates in existing cradle arrangements. This permits a higher point pressure to be exerted on the wheel 30, reducing the risk of the wheel slipping through the cradle 10. Any or all of the clamping elements 20a, 20b, 20c could utilise such contact members 16. The cradle 10 may be formed as a discrete unit, which is releasably engagable with the remainder of the aircraft mover with which it is associated. However, it may be more commonly associated with a lifting mechanism 38, such as that shown in Figure 4.

Lifting mechanisms 38 are designed to engage with and raise the aircraft engagement mechanism 10, so as to elevate the nose landing gear 12 from the ground, thereby easing the taxiing of the grounded aircraft to which the nose landing gear 12 belongs. As illustrated, a common arrangement of lifting mechanism 38 comprises a, preferably hydraulic, lifting unit 40 and at least one lifting arm 42 which can be elevated when driven by the lifting unit 40.

An aircraft mover 44 having such an aircraft engagement mechanism 10, inclusive of the lifting mechanism 38, is shown in Figure 5. Typically, an aircraft mover 44 will have a wheeled chassis 46 having two rearwardly-projecting, spaced apart chassis portions 48, to define an aircraft engagement region 50 therebetween. The aircraft engagement mechanism 10 is attached via the lifting mechanism 38 to the chassis 46. A controller 52 may be provided which is arranged to provide control signals to effect the transition between an engaged and disengaged condition of the aircraft engagement mechanism 10 and/or a raised or lowered condition of the lifting mechanism 38. This controller 52 may be manually operated by an operator of the aircraft mover 44, or alternatively may be automatically operable. For example, there could be provided a sensing means, such as a pressure sensor affixed to one or more of the clamping elements 20a, 20b, 20c, for instance, a piezoelectric sensor, which is able to detect physical contact between the clamping elements 20a, 20b, 20c and the nose landing gear 12. If physical contact is detected, then the cradle 10 can be instructed to move into its engaged condition. A typical engagement process for the aircraft engagement mechanism 10 is illustrated in Figures 6a to 6c. The cradle 10 is, in Figure 6a, shown in the disengaged condition, with a wheel 30 of the nose landing gear 12 positioned at or adjacent to the first clamping element 20a. The first clamping element 20a therefore acts as an initial brace or buttress against which the wheel 30 of the nose landing gear 12 may come to rest. To allow access of the nose landing gear 12 to the aircraft engagement region 50, the second and third clamping elements 20b, 20c are positioned in disengaged, non- clamping conditions, with the strut 34 of the nose landing gear 12 being allowed to pass through the void 32 between the contact members 16 of the second clamping element 20b. Once the wheel 30 is at or adjacent to the first clamping element 20a, the controller 52 may initialise the engagement procedure. As illustrated in Figure 6b, the two first actuators 24 may be activated so as to effect movement of the second cradle body portion 18b relative to the first cradle body portion 18a. Here, extension of the first actuators 24 pivots the second cradle body portion 18a about the central pivots 22, bringing the second clamping element 20b into contact with the wheel 30 of the nose landing gear 12.

The engagement process can be completed as shown in Figure 6c. The two second actuators 26 can be engaged so as to effect relative movement between the first and third cradle body portions 18a, 18c. The second actuators 26 extend to pivot the third cradle body portion 18c about the central pivots 22, thereby lowering the third clamping element 20c onto the wheel 30 of the nose landing gear 12.

With the three clamping elements 20a, 20b, 20c in position in the engaged condition, the wheel 30 of the nose landing gear 12 is clamped in place, with the three clamping elements 20a, 20b, 20c forming a triangular clamp about the wheel 30. This triangular arrangement provides three points of contact on the wheel 30, which advantageously prevent the aircraft bouncing and/or slipping out of the cradle 10 during transit, which can be very damaging to the nose landing gear 12 in particular.

Once clamped, the lifting mechanism 38 can be activated, raising the entire cradle 10 relative to the ground, and by extension, the aircraft. This allows the aircraft mover 44 to transport or taxi the aircraft across the runway with relative ease.

There are several advantages of the present aircraft engagement mechanism 10. First and foremost, the provision of the three clamping elements 20a, 20b, 20c allows for the advantageous triangular clamping arrangement. As the aircraft mover 44 transports the aircraft on the ground, imperfections in the runway may lead to bouncing of the aircraft engagement mechanism 10. By having three points of contact vertical displacement of the wheel 30 is significantly limited, greatly reducing the risk of damage to the nose landing gear 12 as a result of ejection from the cradle 10.

An additional benefit of the aircraft engagement mechanism 10 is that the arrangement of the contact members 16 in the triangular arrangement allows for a plurality of different wheel sizes to be introduced into the aircraft engagement region 50. Once a wheel 30 has been introduced so as to contact with the first clamping element 20a, the other clamping elements 20b, 20c can be actuated into position until they touch the external surface of the wheel 30, at which point, the actuation can cease. This ensures that the correct clamping force can be applied to the wheel 30, and is proportionate to the size and/or weight class of the aircraft.

This beneficially allows for a single aircraft engagement mechanism 10 to be provided which is capable of engaging with and transporting aircraft which belong to disparate size and/or weight classes. This can significantly reduce the total number of aircraft movers 44 required for a given fleet of aircraft, substantially reducing the maintenance burden on the owners.

Whilst, for ease, the engagement process as shown in Figures 6a to 6c is illustrated as being a stepwise process, it will be apparent to the skilled person that actuation of the relevant cradle body portions could occur in a different order, or indeed occur simultaneously, and still result in the same desired clamping arrangement.

Furthermore, whilst the aircraft engagement mechanism is herebefore referred to as a cradle, it will be appreciated that any appropriate clamping arrangement could be provided so as to form the triangular clamping force as described in the present invention. The structure supporting the clamping elements may resemble the cradle arrangement as herebefore described to a greater or lesser extent, and therefore the exact structure of the cradle should not be considered to be a limitation on the scope of the present invention.

It is therefore possible to provide an aircraft engagement mechanism in which a plurality of clamping elements are provided, which are capable of adjustably engaging with a wheel of a nose landing gear of an aircraft in a triangular arrangement. This not only permits the aircraft engagement mechanism to be used with a plurality of different aircraft wheel dimensions, but also provides a more secure engagement for the aircraft engagement mechanism with the wheel in a vertical direction, either by preventing bouncing of the wheel out of the cradle, or slippage of the wheel through the cradle in wet conditions.

The words 'comprises/comprising' and the words 'having/including' when used herein with reference to the present invention are used to specify the presence of stated features, integers, steps or components, but do not preclude the presence or addition of one or more other features, integers, steps, components or groups thereof. It is appreciated that certain features of the invention, which are, for clarity, described in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features of the invention which are, for brevity, described in the context of a single embodiment, may also be provided separately or in any suitable sub-combination.

The embodiments described above are provided by way of examples only, and various other modifications will be apparent to persons skilled in the field without departing from the scope of the invention as defined by the appended claims.

Claims

1. An adjustable aircraft engagement mechanism (10) for an aircraft mover (44), the aircraft engagement mechanism (10) comprising:

a cradle body (14) which defines an aircraft engagement region (50); and

first, second and third clamping elements (20a, 20b, 20c) engagable with a nose landing gear (12) of an aircraft positioned in the aircraft engagement region (50), at least one of the clamping elements (20a, 20b, 20c) being actuatable relative to at least one of the other said clamping elements (20a, 20b, 20c) between engaged and disengaged conditions of the adjustable aircraft engagement mechanism (10), the clamping elements (20a, 20b, 20c) defining a triangular clamp in the engaged condition to secure the nose landing gear (12).

2. An adjustable aircraft engagement mechanism (10) as claimed in claim 1, wherein each of the three clamping elements (20a, 20b, 20c) is actuatable relative to the other clamping elements (20a, 20b, 20c).

3. An adjustable aircraft engagement mechanism (10) as claimed in claim 1 or claim 2, further comprising a hydraulic actuation means (24, 26) for actuating the at least one clamping element (20a, 20b, 20c) which is actuatable relative to at least one of the other said clamping elements (20a, 20b, 20c).

4. An adjustable aircraft engagement mechanism (10) as claimed in any one of claims 1 to 3, wherein at least one of the clamping elements (20a, 20b, 20c) is formed from a plurality of aligned contact members (16).

5. An adjustable aircraft engagement mechanism (10) as claimed in claim 4, wherein at least one of the plurality of aligned contact members (16) is formed as a triangular-profiled block.

6. An adjustable aircraft engagement mechanism (10) as claimed in any one of the preceding claims, wherein the cradle body (14) comprises first, second and third cradle body portions (18a, 18b, 18c), respectively associated with the first, second and third clamping elements (20a, 20b, 20c), the cradle body portions (18a, 18b, 18c) being actuatable relative to one another.

7. An adjustable aircraft engagement mechanism (10) as claimed in claim 6, wherein the first, second and third cradle body portions (18a, 18b, 18c) are pivotably engaged with one another.

8. An adjustable aircraft engagement mechanism (10) as claimed in claim 6 or claim 7, wherein the first cradle body portion (18a) is a front portion, the second cradle body portion (18b) is a rear portion, and the third cradle body portion (18c) is a top portion, each with respect to the aircraft engagement region (50) defined by the cradle body (14).

9. An adjustable aircraft engagement mechanism (10) as claimed in any one of the preceding claims, wherein the cradle body (14) is adjustable so as to adjust a size of the aircraft engagement region (50) so as to accommodate different size and/or weight classes of aircraft.

10. An adjustable aircraft engagement mechanism (10) as claimed in any one of the preceding claims, further comprising a controller (52) for controlling the actuation of the at least one clamping element (20a, 20b, 20c) between the engaged and disengaged conditions.

11. An adjustable aircraft engagement mechanism (10) as claimed in claim 10, wherein the controller (52) automatically controls the actuation of the clamping elements (20a, 20b, 20c) between the engaged and disengaged conditions.

12. An adjustable aircraft engagement mechanism (10) as claimed in claim 10 or claim 11, further comprising a sensing means in communication with the controller (52), for sensing an engagement between at least one of the first, second and third clamping elements (20a, 20b, 20c) and a nose landing gear (12) of an aircraft in the aircraft engagement region (50).

13. An adjustable aircraft engagement mechanism (10) as claimed in any one of the preceding claims, further comprising a lifting mechanism (38) engagable with the cradle body (14).

14. An aircraft mover (44) for engaging with and transporting a grounded aircraft, the aircraft mover (44) having an aircraft engagement mechanism (10) as claimed in any one of the preceding claims.

15. A method of engaging with a grounded aircraft, the method comprising the steps of:

a] providing an aircraft mover (44) as claimed in claim 14;

b] moving a nose landing gear (12) of the grounded aircraft into the aircraft engagement region (50) of the aircraft engagement mechanism (10) of the aircraft mover (44), such that the nose landing gear (12) is in physical communication with at least the first clamping element (20a); and

c] configuring the aircraft engagement mechanism (10) into the engaged condition, such that the first, second and third clamping elements (20a, 20b, 20c) are in physical communication with the nose landing gear (12) in a triangular arrangement.

16. A method of engaging an aircraft mover (44) with grounded aircraft of different sizes and/or weight classes, the method comprising the steps of:

a] providing an aircraft mover (44) as claimed in claim 14;

b] moving a nose landing gear (12) of the grounded aircraft into the aircraft engagement region (50) of the aircraft engagement mechanism (10) of the aircraft mover (44), such that the nose landing gear (12) is in physical communication with at least the first clamping element (20a);

c] actuating the second and third clamping elements (20a, 20b) towards the nose landing gear (12); and

d] ceasing actuation of the second and third clamping elements (20a, 20b) once each of the second and third clamping elements (20a,

20b) is in physical communication with the nose landing gear (12).