阅读说明：本技术 飞机货物平台组件及其飞机模块化辅助机身燃料箱系统 (Aircraft cargo platform assembly and aircraft modular auxiliary fuselage fuel tank system thereof ) 是由 安迪尔森·马丁斯·德梅洛 安德烈·罗德里格斯·里贝罗·平托 马科斯·维尼修斯 布鲁诺·米格尔· 于 2019-12-03 设计创作，主要内容包括：本发明涉及飞机货物平台组件及其飞机模块化辅助机身燃料箱系统。货物负载平台组件特别适于为各种货物(诸如辅助飞机燃料箱)提供支撑。根据本文中的某些实施例,提供了一种负载平台,该负载平台适于被定位到货运飞机的载货甲板上。至少一个防振装置与负载平台可操作地关联,以用于将负载平台定位地固定到货运飞机的载货甲板的系紧环。货物负载平台可以在其上支撑刚性燃料箱,使得可以根据需要设置辅助燃料箱系统。(The invention relates to an aircraft cargo platform assembly and an aircraft modular auxiliary fuselage fuel tank system thereof. The cargo load platform assembly is particularly adapted to provide support for a variety of cargo items, such as auxiliary aircraft fuel tanks. According to certain embodiments herein, there is provided a loading platform adapted to be positioned onto a cargo deck of a cargo aircraft. At least one anti-vibration device is operatively associated with the loading platform for positionally securing the loading platform to the tie-down ring of the cargo deck of the cargo aircraft. The cargo load platform may support a rigid fuel tank thereon such that an auxiliary fuel tank system may be provided as desired.)

1. An aircraft cargo platform assembly comprising:

a loading platform adapted to be positioned onto a cargo deck of a cargo aircraft; and

at least one anti-vibration device operatively associated with the load platform for positionally securing the load platform to a tie-down ring of the cargo deck, wherein the at least one anti-vibration device comprises:

(i) an upper connector having one end pivotally attached to the load platform and a threaded shaft extending axially from the end;

(ii) a lower clevis connector having a threaded shaft extending therefrom, the threaded shaft of the lower clevis connector being coaxially aligned with the threaded shaft of the upper connector;

(iii) a turnbuckle connector connecting coaxially aligned threaded shafts of the upper and lower clevis connectors; and

(iv) a main quick disconnect pin removably inserted into the lower clevis connector to engage the tie-down ring of the cargo deck when the anti-vibration device is pivotally moved into an operating position.

2. The aircraft cargo platform assembly of claim 1, wherein the clevis connector includes an outwardly extending boss defining a boss bore, and wherein the outwardly extending boss defines a boss bore, and wherein

The turnbuckle connector includes a flange defining a series of circumferentially spaced flange apertures alignable with the boss apertures upon rotational movement of the turnbuckle connector; and wherein

The anti-vibration device further comprises a secondary quick disconnect pin that can be inserted into corresponding ones of the flange holes and the boss holes when aligned to prevent rotational movement of the turnbuckle connector.

3. The aircraft cargo platform assembly of claim 2, further comprising a support fitting rigidly coupled to the cargo platform, and wherein the upper connector is pivotally connected to the support fitting to allow pivotal movement of the anti-vibration device between a stowed position and an operating position.

4. The aircraft cargo platform assembly of claim 3, wherein the support fitting comprises a pair of spaced apart apertured connecting lobes, and wherein

The upper connector includes an eyelet connector at one end thereof positioned between and pivotally connected to the connecting lobes.

5. The aircraft cargo platform assembly of claim 4, further comprising a bolt and nut assembly pivotally connecting the eyelet connector and the connecting lobe.

6. The aircraft cargo platform assembly of claim 1, wherein the tray assembly comprises a plurality of pairs of the anti-vibration devices.

7. The aircraft cargo platform assembly of claim 3, wherein the pairs of anti-vibration devices are positioned on at least lateral and aft sides of the loading platform.

8. The aircraft cargo platform assembly of claim 3, wherein the upper connector comprises an upper clevis connector pivotally connected to the support fitting.

9. The aircraft cargo platform assembly of claim 8, wherein the support fitting comprises an inverted U-shaped support fitting.

10. The aircraft cargo platform assembly of claim 9, wherein the inverted U-shaped support fitting includes an apertured boss extending inwardly therefrom, the apertured boss being sized and configured to be received in a lower clevis connector, wherein insertion of the main quick disconnect pin through the clevis connector and the apertured boss retains the anti-vibration device in its stowed position.

11. A cargo aircraft comprising a cargo deck having tie-down rings and at least one aircraft cargo platform assembly according to claim 1 positionally secured to a respective tie-down ring by the at least one anti-vibration device.

12. A modular auxiliary fuel tank system comprising:

the aircraft cargo platform assembly of claim 1; and

a rigid fuel tank connected to and supported by the load platform.

13. The modular auxiliary fuel tank system of claim 12 further comprising a plurality of tank connection assemblies removably connecting the fuel tank to the load platform.

14. The modular auxiliary fuel tank system of claim 13 wherein the tank connection assembly comprises: an upper fitting rigidly connected to the fuel tank; and a lower fitting rigidly connected to the load platform and pivotally connected to the upper fitting.

15. The modular auxiliary fuel tank system of claim 14 wherein one of the upper and lower fittings includes a pair of spaced apart first mating bosses and the other of the upper and lower fittings includes a second mating boss received between and pivotally connected to the first mating bosses.

16. The modular auxiliary fuel tank system of claim 14 wherein the upper fitting comprises a corner support rigidly attached to at least one wall of the fuel tank.

17. A cargo aircraft comprising:

a fuselage defining a cargo space;

a cargo deck having a tie-down ring in the cargo space; and

at least one modular auxiliary fuel tank system according to claim 12.

18. The cargo aircraft of claim 17, wherein the at least one modular auxiliary fuel tank system further comprises a plurality of tank connection assemblies that removably connect the fuel tank to the load platform.

19. The cargo aircraft of claim 18, wherein the box connection assembly comprises: an upper fitting rigidly connected to the fuel tank; and a lower fitting rigidly connected to the load platform and pivotally connected to the upper fitting.

20. The cargo aircraft of claim 19, wherein one of the upper and lower fittings includes a pair of spaced apart first mating bosses and the other of the upper and lower fittings includes a second mating boss received between and pivotally connected to the first mating bosses.

21. The cargo aircraft of claim 19, wherein the upper fitting includes a corner support rigidly attached to at least one wall of the fuel tank.

22. The cargo aircraft of claim 17, wherein

The clevis connector includes an outwardly extending boss defining a boss bore, and wherein

The turnbuckle connector includes a flange defining a series of circumferentially spaced flange apertures alignable with the boss apertures upon rotational movement of the turnbuckle connector; and wherein

The anti-vibration device further comprises a secondary quick disconnect pin that can be inserted into corresponding ones of the flange holes and the boss holes when aligned to prevent rotational movement of the turnbuckle connector.

23. The cargo aircraft of claim 22, further comprising a support fitting rigidly coupled to the cargo platform, and wherein the upper connector is pivotally connected to the support fitting to allow pivotal movement of the anti-vibration device between a stowed position and an operating position.

24. The cargo aircraft of claim 23, wherein

The support fitting includes a pair of spaced apart apertured connecting lobes, and wherein

The upper connector includes an eyelet connector at one end thereof positioned between and pivotally connected to the connecting lobes.

25. The cargo aircraft of claim 24, further comprising a bolt and nut assembly pivotally connecting the eyelet connector and the connecting lobe.

26. The cargo aircraft of claim 23, wherein the upper connector comprises an upper clevis connector pivotally connected to the support fitting.

27. The cargo aircraft of claim 26, wherein the support fittings comprise inverted U-shaped support fittings.

28. The cargo aircraft of claim 27, wherein the inverted U-shaped support fitting includes an apertured boss extending inwardly therefrom, the apertured boss being sized and configured to be received in a lower clevis connector, wherein insertion of the main quick disconnect pin through the clevis connector and the apertured boss retains the anti-vibration device in its stowed position.

Technical Field

Embodiments disclosed herein relate generally to cargo load pallets that are particularly adapted to provide support for auxiliary aircraft fuel systems. Certain embodiments disclosed herein more particularly relate to assemblies and systems in which additional fuel tank assemblies may be removably mounted in a cargo area of an aircraft fuselage.

Background

Commercial, military transport, or airborne fueling aircraft are typically designed to carry a given load of passengers, cargo, or both, on a given voyage and/or under a given endurance. Depending on the type of mission assigned to the aircraft, increased range and/or endurance may be required, or simply, increased fuel on board may be required. Such an increase may be achieved by installing additional or auxiliary fuel tank systems in the aircraft.

Conventional auxiliary fuel tank systems are typically made up of additional fuel tanks and their corresponding equipment, manifolds and wiring harnesses necessary to manage the additional fuel carried in the tanks. These additional fuel tanks and systems may take a variety of configurations, for example, mounting the tank under the wing, outside the aircraft, or mounting the tank inside the fuselage. These additional fuel tanks and systems may be configured to supply fuel directly to the engine, or to transfer fuel to other onboard dedicated fuel tanks, from where it is then fed to the aircraft engine, or used to control the aircraft's center of gravity, or even to other aircraft in flight, or other vehicles on the ground.

Regardless of the reason for installing these additional enclosures and systems, the most important requirement is that they should be practical for the aircraft operator. Therefore, the additional tanks and systems that supplement the main tank of the aircraft should be relatively simple to install/remove and integrate into the basic aircraft fuel system.

However, most known auxiliary fuel tanks (particularly those mounted in the cargo compartment of the aircraft fuselage) can be difficult to quickly install or remove due to their size and weight. Another consideration relates to the method of securing, as some auxiliary fuel tanks require special rails and/or securing devices to be mounted on the aircraft fuselage, which in turn compromises the available cargo space, resulting in a more complex installation procedure. As a result, the mission availability of the aircraft will be significantly impaired in the event of reconfiguration.

Several types of auxiliary fuel tank systems are known (e.g., via U.S. patent nos. 6,889,940; 8,851,424; and 9,963,030, the entire contents of each of which are expressly incorporated herein by reference), including auxiliary fuel tanks mounted in the fuselage of an aircraft. These known systems are generally constituted by one or more fuel tanks which are positioned adjacent to each other along the longitudinal axis of the aircraft and are connected between each other by fuel lines and to a main fuel line or main fuel tank of the aircraft. Although these known proposals can be removed from the cargo hold of the aircraft, they still require a series of auxiliary equipment, several tools and elaborate handling of the tank in order to be removed/installed without damaging the fuel tank and/or the aircraft. As a result, the mission availability of the aircraft is reduced in the event of reconfiguration of the cargo space or maintenance of the enclosure.

Another known type of auxiliary fuel tank system involves a portable fuel tank unit consisting of a fuel container placed on top of a tray, as disclosed in U.S. patent No. 9,873,519 (the entire contents of which are expressly incorporated herein by reference). The fuel tanks provided by such previously proposed auxiliary fuel tank systems include rollers or other wheeled components to allow the tank to be rolled into the cargo area of the aircraft fuselage. Once in the cargo area of the aircraft fuselage, the auxiliary fuel tanks are connected (in cascade) between each unit by means of fuel lines and to the aircraft main tank. Although the known proposed system is easier to place within the aircraft fuselage due to the provided roll capability, it still has to be connected in cascade, compared to other proposals known in the art as described above. The auxiliary fuel unit cannot therefore be operated independently, since the contained auxiliary fuel must always flow through the first unit connected to the aircraft main fuel tank. This cascade configuration in turn results in reduced flexibility in the configuration of the auxiliary fuel tanks within the cargo area. Furthermore, no proposal is provided as to how to secure the rollable configuration of the housing within the fuselage. Any method of securing for a removable auxiliary fuel tank will clearly play an important role, as providing the fuel tank unit with rollers operable will naturally destabilize the system and may cause the aircraft fuselage and/or auxiliary fuel tanks to be subjected to undesirable vibrations. Installation time for any fixed method is also of great importance, as it directly affects the mission availability and reconfiguration time of the aircraft.

It is therefore desirable to be able to easily install/remove an aircraft auxiliary fuel tank unit from an aircraft fuselage with minimal aircraft downtime, while at the same time securing it securely in place to the aircraft fuselage structure during use. The embodiments disclosed herein are presented to address this need.

Disclosure of Invention

Embodiments disclosed herein relate generally to cargo load platform assemblies that are particularly adapted to provide support for various cargo items, such as auxiliary aircraft fuel tanks. According to certain embodiments herein, there is provided a loading platform adapted to be positioned on a cargo deck of a cargo aircraft. At least one anti-vibration device is operatively associated with the loading platform for positionally securing the loading platform to the tie-down ring of the cargo deck of the cargo aircraft. The cargo load platform may support a rigid fuel tank thereon such that an auxiliary fuel tank system may be provided as desired.

According to some embodiments, the at least one anti-vibration device will comprise: an upper connector having one end pivotally attached to the load platform and a threaded shaft extending axially therefrom; a lower clevis connector having a threaded shaft extending therefrom in coaxial alignment with the threaded shaft of the upper connector; a turnbuckle connector that connects the coaxially aligned threaded shafts of the upper and lower clevis connectors; and a main quick disconnect pin removably inserted into the lower clevis connector to engage the tie-down ring of the cargo deck when the anti-vibration device is pivotally moved into the operating position.

The clevis connector of the anti-vibration device may include an outwardly extending boss defining a boss hole, and the turnbuckle connector may include a flange defining a series of circumferentially spaced flange holes alignable with the boss hole upon rotational movement of the turnbuckle connector. Thus, when the secondary quick-disconnect pin is aligned with the flange hole and boss hole, respectively, the secondary quick-disconnect pin can be inserted into the flange hole and boss hole, respectively, so that rotational movement of the turnbuckle connector will be prevented (which may loosen the fixed attachment of the load platform to the cargo ramp of the cargo plane).

When used as a load platform for an auxiliary fuel tank, a plurality of tank attachment assemblies may be provided to provide a secure but removable positioning securement between the auxiliary fuel tank and the load platform. In this regard, the tank connection assembly may include an upper fitting rigidly connected to the fuel tank and a lower fitting rigidly connected to the load platform and pivotally connected to the upper fitting. One of the upper and lower fittings may have a pair of spaced apart first mating bosses, while the other of the upper and lower fittings may have a second mating boss that is received between and pivotally connected to the first mating bosses. The upper fitting may, for example, comprise a corner support rigidly attached to at least one wall of the fuel tank.

These and other aspects and advantages of the present invention will become more apparent after careful consideration is given to the following detailed description of the preferred exemplary embodiments of the invention.

Drawings

The disclosed embodiments of the invention will be better and more fully understood by reference to the following detailed description of exemplary, non-limiting illustrated embodiments in conjunction with the accompanying drawings, in which:

FIG. 1 is an X-ray plan view of a cargo aircraft fuselage including a plurality of modular auxiliary fuel tank systems according to one embodiment of the present invention;

FIGS. 2A and 2B are more detailed rear and front perspective views of the exemplary modular auxiliary fuel tank system as depicted in FIG. 1 relative to a flight direction of an aircraft;

3-6 are detailed views of a load platform that may be employed in the modular auxiliary fuel tank system of the embodiments described herein, wherein FIG. 3 is a perspective view thereof, FIG. 4 is a top view thereof, FIG. 5 is a left side elevational view thereof, and FIG. 6 is an end elevational view thereof;

FIG. 7 is a detailed perspective view of a representative front accessory assembly for connecting a fuel container to a load platform;

FIG. 8 is a cross-sectional elevation view of the representative front accessory assembly shown in FIG. 7 taken along line 8-8 therein;

FIGS. 9-10 are detailed perspective views of representative lateral left and right side fitting assemblies, respectively, connecting the fuel container to the load platform;

FIG. 11 is a detailed perspective view of a representative rear accessory assembly connecting the fuel container to the load platform;

fig. 12-13 depict a representative lateral vibration isolator associated with a load platform depicted in a stowed position and an engaged position, respectively;

FIG. 14 is a cross-sectional elevation view of the representative lateral vibration isolator in the engaged position taken along line 14-14 in FIG. 13;

fig. 15-16 depict a representative end vibration isolator associated with a load platform depicted in a stowed position and an engaged position, respectively; and is

Fig. 17 is a cross-sectional elevation view of the representative end vibration isolator in the engaged position taken along line 17-17 in fig. 16.

Detailed Description

The accompanying fig. 1 depicts an x-ray plan view of an exemplary internal cargo bay 10-1 within the fuselage 10 of a conventional cargo aircraft CA. As shown, a cargo aircraft CA is provided with rear entry cargo doors/ramps 10-2 and a cargo deck 10-3 supporting a plurality of modular cargo load platform assemblies 20 according to embodiments of the present invention. The cargo deck 10-3 conventionally includes a series of laterally spaced roller-equipped guide rails 10-4 aligned in the direction of flight (arrow FD) of the aircraft CA for guiding the respective modular cargo load platform assemblies 20 to selected locations within the cargo hold 10-1. As is well known, the cargo bay 10-1 is accessible through the cargo door/ramp 10-2 when the cargo door/ramp 10-2 is in the lowered position to allow loading/unloading of the respective modular auxiliary fuel tank system from the cargo aircraft CA by suitable cargo handling equipment.

As perhaps better shown in fig. 2A and 2B, when used as an auxiliary fuel tank system, the modular cargo load platform assembly 20 generally includes a load platform 22 and a rigid auxiliary fuel tank 24 supported by the load platform. Once positioned on the cargo deck 10-1, the modular cargo load platform assembly 20 may be positionally secured to the cargo deck 10-1 by conventional pallet locks 10-5, which conventional pallet locks 10-5 are engageable with transverse flange members associated with the load platform 22. In several of the figures, the fuel tank 24 is in turn rigidly connected to the load platform 22 by a series of front box connection assemblies 30, lateral box connection assemblies 50, and rear box connection assemblies 70, respectively, relative to the direction of flight indicated by arrow FD.

The fuel tanks 24 are most preferably rigid double-walled fuel containers having access ports and attachment fittings to allow the fuel tanks 24 to be interconnected with each other and/or with an on-board fixed fuel capacity associated with the aircraft CA (e.g., wing-mounted fuel tanks). Access windows and/or doors may also be provided in the fuel tank to allow visual inspection of the amount of fuel and/or access to service the fuel tank and its associated accessory components.

The exemplary load platform 22 is shown in greater detail in FIGS. 3-6. the load platform 22 is preferably sized and configured to conform to the outer dimensions of a standard Type I (Type I) military pallet (e.g., 108 inches × 88 inches) so it can be easily housed within a conventional military cargo aircraft As shown in FIGS. 3-6, the load platform 22 will integrally include lower attachment fittings 32, 52 and 72, described in greater detail below, associated with the front connection assembly 30, the transverse connection assembly 50 and the rear connection assembly 70, respectively, positioned on the front, transverse and rear sides of the fuel tank 22. further, the load platform will include a pair of front and rear opposing transverse anti-vibration devices 100 and a pair of rear anti-vibration devices 140, described in greater detail below, the pair of front and rear opposing transverse anti-vibration devices 100 being positioned at respective front and rear locations along the opposing transverse sides of the load platform 24, the pair of rear anti-vibration devices 140 being positioned along the rear side of the load platform 24.

Front case attachment assembly 30 is shown in greater detail in fig. 7 and 8. The lower fitting 32 of the assembly 30 is rigidly, but removably, connected to the load platform 22 by a bolt and nut assembly 34. The fitting 32 has an upwardly extending mating boss 32a, which mating boss 32a includes an integral support member 36 (see fig. 8). The upper fitting 38 includes a corner support 38a, the corner support 38a being rigidly connected to the fuel tank 24 by any suitable means (e.g., bolts, screws, welding, etc.). A pair of downwardly projecting mating bosses 38b defining respective openings are rigidly coupled (e.g., by welding) to the corner supports 38a and define therebetween a suitable dimension for receiving the mating bosses 32a of the lower fitting 32 such that the openings in the lower mating bosses 32a are aligned with the openings of the mating bosses 38 a. The connection between the lower and upper mating bosses 32a, 38a is provided by a conventional threaded bolt 40 and a slotted nut 42, respectively, the slotted nut 42 being secured to the threaded bolt 40 by a conventional cotter pin 44 extending through a hole in the shaft of the bolt 40. A cylindrical sliding bushing 46 and a shoulder bushing 48 may be provided to facilitate connection of the bosses 32a and 38 a.

Substantially mirror image lateral left and right side attachment assemblies 50 are shown in fig. 9 and 10, respectively. As shown, each connection assembly 50 includes a lower fitting 52, the lower fitting 52 being rigidly, but removably, connected to the load platform 22 by a bolt assembly 54. The lower fitting 52 has an upwardly extending pair of mating bosses 52a defining aligned openings. The upper fitting 58 includes a corner support 58a that is rigidly connected to the fuel tank 22 by any suitable means (e.g., rivets, bolts, screws, welding, etc.). A downwardly projecting mating boss 58b defining an opening is rigidly coupled (e.g., by welding) to the corner support 58 a. The lower mating bosses 52a are spaced apart from one another so as to define therebetween a suitable size for receiving the mating bosses 58a of the upper fitting 58 such that the openings in the lower mating bosses 52a are aligned with the openings of the mating bosses 58 a. The connection between the lower mating boss 52a and the upper mating boss 58a is provided by a conventional threaded bolt 60 and a slotted nut 62, respectively, the slotted nut 62 being secured to the threaded bolt 60 by a conventional cotter pin 64 extending through a hole in the shaft of the bolt 54 a.

A representative rear connection assembly 70 is shown in fig. 11. As shown, the rear attachment assembly 70 includes a lower fitting 72, the lower fitting 72 being rigidly but removably attached to the load platform 22 by a bolt and nut assembly 74. The lower fitting 72 has an upwardly extending pair of mating bosses 72a defining aligned openings. The upper fitting 78 includes corner supports 78a rigidly connected to the mutually perpendicular side and bottom plates of the fuel tank 24 by any suitable means, such as rivets, bolts, screws, welding, etc. A downwardly projecting mating boss 78b defining an opening is rigidly coupled (e.g., by welding) to the corner support 78 a. The lower mating bosses 72a are spaced apart from one another so as to define therebetween a suitable dimension for receiving the mating bosses 78a of the upper fitting 78 such that the openings in the lower mating bosses 72a are aligned with the openings of the mating bosses 78 a. The connection between the lower mating boss 72a and the upper mating boss 78a is provided by a conventional threaded bolt 80 and a slotted nut 82, respectively, the latter being secured to the former by a conventional cotter pin 84 extending through a hole in the shaft of the bolt 80.

A representative lateral vibration isolator 100 is shown in more detail in fig. 12-14. In this regard, it will be observed that the apparatus 100 comprises: a support fitting 102, the support fitting 102 being rigidly connected to the lateral side 22a of the load platform 22; and a transverse attachment flange 22-1 extending outwardly from the transverse side 22 a. The support fitting 102 includes a pair of spaced apart apertured connecting lobes 102a, 102 b. An upper connector 104 is provided having an upper bore end 104a positioned between the spaced apart connection lobes 102a, 102b and a lower threaded shaft 104b extending from the bore 104a. The support fitting 102 includes a bearing 106 integrally formed in the eye bolt 104, the bearing 106 having an opening aligned with the eye end 104a of the eye bolt 104. A threaded bolt 108 extends through the openings of the connecting lobes 102a, 102b and the bearing 106 aligned therewith and is secured by a slotted nut 110 and a cotter pin 112. A suitable shoulder bushing 114 is provided to allow the eye bolt 104 to surround the axis of the threaded bolt 108 (as shown by arrow A in FIG. 14)₃Shown) between a stowed condition shown in fig. 12 and an operative condition shown in fig. 13.

The lower connector 120 includes an upper threaded shaft 120a having an opposite thread relative to the threaded shaft 104b of the upper connector 104 and terminating in a perforated clevis member 120 b. The primary quick release pin 122 is sized and configured to extend through the aperture of the clevis member 120 b.

Turnbuckle connector 124 threadably couples the oppositely threaded shafts 104b and 120a of upper connector 104 and lower connector 120, respectively. As shown, the outer surface of the turnbuckle connector 124 is provided with a series of planar surfaces forming a hexagonal perimeter to allow a turning tool (wrench) to be applied to the connector 124 and assist it about the longitudinal axis of the device 100 (arrow A in FIG. 14)₂) So as to effectively increase or decrease the effective dimension (arrow a in fig. 14) between the parallel axes of the threaded bolt 108 and the quick release pin 122₁) I.e. effectively increasing or decreasing the effective size in the manner of a turnbuckle connection.

In use, the device 100 may be pivoted about the axis of the bolt 108 between a stowed condition shown in fig. 12 to an operative condition shown in fig. 13 to allow the clevis member 120b to receive therein a positionally fixed tie-down ring 10-6 associated with the cargo deck 10-1. The turnbuckle connector 124 may then be rotated in one direction to increase the effective length of the device 100 to allow the quick release pin 122 to extend through each opening of the clevis member 120b and through the cinch ring 10-6. Thereafter, the application of a counter-rotational motion applied to turnbuckle coupler 124 will effectively shorten the length of apparatus 100, thereby applying tension between load platform 20 and cinch ring 10-6 through apparatus 100, thereby securely fixing the position of load platform 20 to cargo deck 10-1.

It will be observed that the turnbuckle connector 124 includes a lower flange 126, the lower flange 126 having a series of circumferentially spaced holes 126 a. The clevis member 120b includes an outwardly extending boss 128, the outwardly extending boss 128 defining a hole 128a that is alignable with one of the holes 126a of the turnbuckle connector 124. Thus, when the secondary quick release pin 130 and the holes 126a, 128a are aligned with each other, the secondary quick release pin 130 may be inserted through these holes 126a, 128a to prevent rotational movement of the turnbuckle connector 124 which may then loosen the tension connection with the cinch ring 10-6. When in the stowed state as depicted in fig. 12, the secondary quick release pin 130 may extend through holes formed in bosses 132 associated with the lobes 102a, 102 b. Thus, the device 100 will be held in a stowed state as shown in fig. 12, in which the pin 130 engages with the aperture of the boss 132, but can be removed from such aperture of the boss 132, allowing the device 100 to then be pivoted into an operative position as shown in fig. 13.

The rear vibration isolator 140 is provided for similar positional securement purposes for the load platform 22 and thus the fuel tank 20 supported thereby as the lateral vibration isolator 100 described above. A representative rear vibration isolator 140 is depicted in the attached fig. 15-17. In this regard, it will be observed that the rear anti-vibration device is operatively connected to the inverted U-shaped fitting 22-2 at the rear side 22b of the load platform 22. Apparatus 140 includes oppositely oriented upper and lower clevis connectors 142a, 144a, which upper and lower clevis connectors 142a, 144a include axially opposed threaded shafts 142b, 144b threadably coupled to one another by turnbuckle connectors 146. The shafts 142b, 144b include opposing threads such that when rotational motion is applied to the turnbuckle connector 146 (arrow a in fig. 17)₅) At this time, for example, by applying a rotating tool (wrench) to its external hexagonal surface, the effective length of the device 140 may be increased or decreased depending on the direction of rotation applied to the turnbuckle connector 146 (arrow a in fig. 17)₄) Thereby applying axial tension between clevis connectors 142a, 144 a.

The upper clevis connector 142a is operatively connected to the fitting 22-1 by a bolt 148a and a slotted nut 148b, the bolt 148a extending through a support 150 integrally formed in the through bore of the fitting 22-2. A cotter pin 148c may be disposed in the bore of the bolt 148a to positionally secure the nut 148a to the threaded shaft of the bolt 148 a. A suitable shoulder bushing 152 allows device 140 to surround the axis of bolt 148a (arrow A in FIG. 17)₆) Pivoting between a stowed condition shown in figure 15 and an operating condition shown in figure 16.

A main quick release pin 154 is provided to extend through the opening of the lower clevis connector 144 a. An apertured boss 22-2a extends from the clevis fitting 22-2 and mates with the clevis connector 144a such that a pin 154 may extend through aligned openings of the clevis connector 144a and the boss 22-2a to hold the device in a stowed state as depicted in fig. 15. In use, the device 140 pivots about the axis of the bolt 148a between the stowed condition shown in fig. 15 to the operative condition shown in fig. 16 to allow the lower clevis connector 144a to receive therein a corresponding positionally fixed tie-down ring 10-6 associated with the cargo deck 10-3. Then, turnbuckle connector 146 is rotated in one direction to increase the effective axial length of device 140 by spreading clevis connectors 142a, 144a apart sufficiently to allow main quick release pin 154 to extend through each opening of clevis connectors 142a, 144a and through tie ring 10-6. Thereafter, the application of a counter-rotational motion applied to turnbuckle connector 124 will effectively axially shorten the length of device 140, thereby applying tension between fitting 22-2 of load platform 20 and cinching ring 10 via device 140, thereby securely fixing the position of load platform 22, and thus fuel tank 24 supported thereby, to cargo deck 10-3.

It will be observed that the turnbuckle connector 146 includes an upper flange 156 having a series of circumferentially spaced holes 156a, 156. The upper clevis connector 142a includes an outwardly extending boss 158, the outwardly extending boss 158 defining a hole 158a that is alignable with one of the holes 156a of the turnbuckle connector 146. Thus, when the secondary quick release pin 160 and the holes 156a, 158a are aligned with one another, the secondary quick release pin 160 may be inserted through these holes 156a, 158a to prevent rotational movement of the turnbuckle connector 146 which may then loosen the tension connection with the cinch ring 10-6.

It should be understood that the load platform 22 and the fuel tank 24 supported thereby may be oriented in various configurations, including a longitudinal configuration as depicted in fig. 1 and a lateral configuration of one or more systems 20 according to embodiments described herein. Accordingly, depending on the configuration and fluid connections between the various configurations in system 20 and the stationary fuel tanks associated with aircraft CA, a number of auxiliary fuel tasks may be provided, including direct supply of the propulsion system associated with aircraft CA and air-to-air refueling tasks.

It should also be understood that while the auxiliary fuel tank 24 has been shown and described as being operably engaged with the load platform 22, other types of cargo may be loaded and engaged with the platform 22.

Thus, while reference has been made to specific embodiments of the invention, various modifications within the skill of those in the art are contemplated. It is to be understood, therefore, that this invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the spirit and scope thereof.