WO2009048666A2

WO2009048666A2 - Air launch and recovery pylon

Info

Publication number: WO2009048666A2
Application number: PCT/US2008/070598
Authority: WO
Inventors: Kevin Keaveney
Original assignee: Individual
Current assignee: Individual
Priority date: 2007-07-20
Filing date: 2008-07-21
Publication date: 2009-04-16
Anticipated expiration: 2010-01-20
Also published as: WO2009048666A3

Abstract

The invention is a method for launching and recovering a child aircraft, manned or unmanned, as well as providing a method for continuous flight to and from a parent aircraft, manned or unmanned, from a pylon that is mounted externally or internally on the parent aircraft. The pylon mechanics are contained within the pylon, and controlled from the parent aircraft, through hard wiring or electronic signals via a data link, facilitated by antennas on both the parent aircraft and the pylon.

Description

AIR LAUNCH AND RECOVERY PYLON

CLAIM OF PRIORITY

[0001] This application claims priority to U.S. Provisional Patent Application No.

60/961,519 filed My 20, 2007, and U.S. Patent Application No. 12/176,436 filed July 21, 2008.

FIELD OF THE INVENTION

[0002] The present invention relates to the launch and recovery of a child aircraft from a parent aircraft, to include aerial refueling of the child aircraft.

BACKGROUND OF THE INVENTION

[0003] The invention relates to the launch and recovery of a child aircraft from a parent aircraft, to include aerial refueling of the child aircraft. This proven concept is not new for either manned or unmanned flight. Moreover, this air launch and recovery protocol can be broken down into three distinct categories:

• Manned aircraft launched and recovered from manned airships, both blimp and dirigible;

• Manned aircraft from other manned aircraft; and

• Unmanned Aerial Vehicles (UAVs) launched from manned aircraft. [0004] There were at least five programs between 1918 and 1935 that addressed the process of launching and recovering a manned aircraft from an airship (dirigible or blimp):

• German LZ80 (L 35) airship in combination with an Albatross D-III aircraft, January 26, 1918;

• British HMA 23 airship in combination with a Camel aircraft, 1918;

• US Army Air Service TC-3 airship in combination with a Sperry Messenger aircraft, December 15, 1924;

• British R.33 airship in combination with DH.53 Hummingbird and Gloster Grebe aircraft, 1925; and

• US Navy Akron and Macon airships containing four F9C Sparrowhawk aircraft in a 60- foot by 75-foot hanger, 1931-1935.

[0005] There were at least five programs between 1931 and 1974 that addressed the process of launching and recovering a manned aircraft from another manned aircraft:

• Soviet Tupolev TB-I and TB-3 bombers in combination with Tupolev 1-4, Grigorovich I-Z, Polikarpov 1-5 and 1-16 fighters, 1931-1939;

• German Messerschmitt (ME) 1073A bomber in combination with a Messerschmitt (ME) 328A fighter, 1940-1945;

• US Air Force Boeing EB-29B Superfortress bomber in combination with a McDonnell XF-85 Goblin fighter, 1948-1950;

• US Air Force Convair RB-36D bomber and Republic RF-84K Thunderstreak reconnaissance aircraft, 1950s; and

• US Air Force Boeing 747 or Lockheed C-5A Galaxy in combination with Microfighters, 1973-1974. [0006] In the case of UAVs launched from manned aircraft, the recovery of the UAV was not effectuated by the parent aircraft, but by a surrogate parent aircraft in the form of a helicopter. There were at least two programs between the 1950s and 1978 that addressed the process of launching and recovering UAVs from another manned aircraft:

• US Air Force Douglas DB-26 control aircraft in combination with Pickaski CH-21 retrieval helicopter and various Ryan Q-2A/C Firebee drones, 1950s. In this case, the helicopter would recover the UAV after it descended by parachute to the ground.

• US Air Force Lockheed DC-130A/E control aircraft in combination with Sikorsky CH- 3E retrieval helicopter and various Ryan/Teledyne drones (28 variations), 1963-1979. In this case, the helicopter would retrieve the UAV in mid-air, U.S. Patent No. 3,389,880. A newer variation of U.S. Patent No. 3,389,880 is U.S. Patent No. 6,824,102 B2.

[0007] In all three aforementioned launch and recovery techniques, the purpose for the child/parent launch and recovery system was primarily for one, or a combination of reasons:

• Increase child aircraft range;

• Eliminate child aircraft forward basing: o Eliminate or reduce child aircraft organizational infrastructure, o Eliminate visibility of child aircraft operations,

• Improve performance of the child aircraft through the deletion of landing gear or other similar equipment.

[0008] When UAVs are involved, there are even more reasons to have a parent aircraft:

• Improving airport safety, given the inherent difficulties in remotely landing a UAV; • Reducing transit time to and from the operating base, given the relative slow speeds of most battlefield UAVs (short and close range UAVs); and

• Reducing or eliminating long-range communication issues associated with UAVs: o non-existent communication towers needed to deal with the earth's curvature, o limited satellite communication capacity to deal with the earth's curvature.

[0009] Since 1970, there have been three launch and recovery patents that directly relate to the invention described herein: U.S. Patent No. 3,520,502, U.S. Patent No.

6,540,179 B2 and U.S. Patent No. 6,869,042 B2. Notwithstanding, there is no respective pylon patent. My proposed patent herein fills this void.

[0010] The advantages of this invention compared to its above-referenced, non-pylon predecessors are numerous:

• Provides longitudinal, lateral, and vertical stability for the child aircraft, as embodiment creates the requisite distance from the parent aircraft needed to avoid the de- stabilization of the child aircraft typically encountered because of the turbulent air immediately surrounding the parent aircraft, in sharp contrast to U.S. Patent Nos. 6,540,179 B2 and 6,869,042 B2;

• Results in half the air stream protrusions that disturb airflow compared to U.S. Patent No. 6,540,179 B2;

• Superior to U.S. Patent No. 6,540,179 B2 in that an Air Launch and Recovery Pylon (ALRP) does not require the child aircraft to have a payload bay with operable doors, nor pay loads in the form of cartridges. Likewise, the ALRP eliminates the need to fly the child aircraft in an inverted manner to effectuate docking, undocking and/or refueling; and • Allows for the child aircraft to be carried below (in contrast to U.S. Patent No. 6,869,042 B2) and away from the parent aircraft (in contrast to U.S. Patent No. 6,540,179 B2), therein providing for a greater range of child aircraft types and shapes to be carried by the ALRP.

BRIEF DESCRIPTION OF THE DRAWINGS

[0011] To understand the detailed description of the preferred embodiment, reference is made to the following figures:

[0012] FIG 1 is a top and bottom view of a child aircraft and a parent aircraft combination;

[0013] FIG 2 is an ALRP schematic;

[0014] FIG 3 is a depiction of an Air Launch and Recovery Pylon Docking Section

(ALRPDS);

[0015] FIG 4 is a depiction of the ALRPDS stabilizing arm location;

[0016] FIG 5 is a depiction of an ALRP Docking Unit (ALRDSDU);

[0017] FIG 6 is a depiction of an ALRPDS and an ALRDSDU relationship;

[0018] FIG 7 is a depiction of a Child Aircraft Docking Probe (CADP);

[0019] FIG 8 is a depiction of a child aircraft's ALRP points of interest;

[0020] FIG 9 is a depiction of an ALRP refueling system;

[0021] FIG 10 is a view of a jettisonable ALRS and child aircraft;

[0022] FIG 11 is a flow diagram of an ALRP operating sequence;

[0023] FIG 12 is layout 1 for a large capacity aircraft (i.e. jumbo passenger aircraft), along with an associated ALRP operating sequence; [0024] FIG 13 is layout 2 for a large capacity aircraft (i.e. jumbo passenger aircraft), along with an associated ALRP operating sequence; and

[0025] FIG 14 is layout 3 for a large capacity aircraft (i.e. stealth bomber aircraft), along with an associated ALRP operating sequence.

[0026] Repeat use of reference characters in the present specification and drawings is intended to represent same or analogous features or elements of the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] Reference will now be made in detail to presently preferred embodiments of the invention, one or more examples of which are illustrated in the accompanying drawings. Each example is provided by way of explanation, not limitation, of the invention. In fact, it will be apparent to those skilled in the art that modifications and variations can be made in the present invention without departing from the scope and spirit thereof. For instance, features illustrated or described as part of one embodiment may be used on another embodiment to yield a still further embodiment. Thus, it is intended that the present invention covers such modifications and variations as come within the scope of the appended claims and their equivalents. [0028] FIG. 1 is a top 20 and bottom 22 view of the docked unmanned aircraft, otherwise referred to as a child aircraft 24, and a manned aircraft, referred to as a parent aircraft 26. The two are connected by the ALRP 28. The parent aircraft is capable of takeoff and landing with the child aircraft 24 attached. The child aircraft 24 is flown in a normal flight profile with no unnatural flight maneuvers, such as inverted flights, to launch, recover or refuel from the parent aircraft. [0029] An unmanned child aircraft 24, and a manned parent aircraft 26 are not the only embodiment of this invention. The invention is a method for launching and recovering a child aircraft, manned or unmanned, for continuous flight to and from a manned or unmanned parent aircraft, airship or helicopter, mounting the ALRP to affect the launch, recovery and refueling of said child aircraft.

[0030] FIG. 2 is an ALRP schematic. There are two primary sections: an upper section, known as the Upper ALRP (UALRP) 30, and a lower section, known as the ALRP Docking Arm (ARLPDA) 44.

[0031] The UALRP 30 contains eight primary elements: a UALRP data link antenna, wire harness (includes an optional hard wiring connection to the parent aircraft) 32, a UALRP motor 34, a UALRP power source (includes an optional connection to the aircraft power source) 36, a UALRP child aircraft fuel tank (includes an optional connection to the aircraft fuel system) 38, a UALRP telescopic fuel hose 40, an UALRP hinged panel 41 and a UALRP parachute chamber 42 containing two parachutes with lanyards.

[0032] The UALRP data link antenna, wire harness 32 and related equipment on both the parent aircraft 26 and the child aircraft 24 serve to transmit control signals to and from the parent aircraft 26 to both the ALRP 28 and the child aircraft 24. In the case of the ALRP 28, this is effectuated through hard wiring or electronic signals via a data link, facilitated by antennas on both the parent aircraft and the pylon. The same method of signal transmission is true in regard to the child aircraft 24 with a distinct difference. When the child aircraft is in detached flight away from the parent aircraft 26, only the data link is available. When the child aircraft 24 is in the ALRP 28 stowed position, both the hard wiring and the data link are available. [0033] The ALRPDA 44 contains two primary elements: an ALRPDA piston 46 and an

ALRP Docking Section (ARLPDS) 48. The ALRPDA piston 46 consists of varying numbers of extension elements 47. The number of extension elements 47 is dependent upon the parent aircraft's 26 design parameters.

[0034] The purpose of the ALRPDA 44 is to stabilize the child aircraft 24 in the vertical axis.

[0035] FIG. 3 is a depiction of the ALRPDS 48 showing five elements: the

ALRPDS/ALRPDA connecting point 50, the ALPDS stabilizing piston (right) 52, stabilizing piston locking pin (right) 56, the ALPDS stabilizing piston (left) 54 and stabilizing piston locking pin (left) 58.

[0036] The ALRPDS stabilizing pistons 52 and 54, when not connected to a child aircraft, have a stowed position 53 against the ALPDS 48. To connect to a child aircraft 24, the ALPDS stabilizing pistons 52 and 54 rotate and drop away from the ALRPDS 48 to a deployed position 55. The primary purpose of the ALRPDS stabilizing pistons 52 and 54 in the deployed position 55 is to stabilize the child aircraft 24 in the longitudinal and lateral axes.

The secondary purpose, if necessary, of the ALRPDS stabilizing pistons 52 and 54 in the deployed position 55 is to act as a wing folding mechanism for the child aircraft 24 by pivoting around the stabilizing piston locking pins 56 and 58 and partially retracting toward the ALRP

Docking Section (ARLPDS) 48.

[0037] FIG. 4 is a front 21 and side 23 diagram of an alternative placement for the

ALRPDS stabilizing pistons 52 and 54. In this alternate placement, the ALRPDS stabilizing pistons 52 and 54 are relocated from the ALRPDS 48 to the ALRPDA piston 46. The purpose of the alternate placement of the stabilizing pistons 52 and 54 behind the ALRPDS 48 is to provide greater lateral stability to larger child aircraft 24 than is possible in the ALRPDS location. This is effectuated by increasing the distance between the ALRPDS stabilizing pistons 52 and 54 and the ALRPDS 76, as illustrated in 57 and 59.

[0038] The ALRPDS stabilizing pistons 52 and 54 are attached to the ALRPDA piston

46 by way of an ALRPDS cuff 62, mounted near the end of the middle extension element. To protect the ALRPDS cuff 62 from damage during the ALRPDA 44 retraction, an ALRPDS slide restrictor 60 is located above the ALRPDS cuff 62 on the middle extension element of the

ALRPDA piston 46.

[0039] FIG 5 is a depiction of the ALRP Docking Unit (ALRPDU) 64. The ALRPDU consists of five elements: a primary camera 66, a secondary camera 68, a laser-guided docking system 70, a vertical locking pin 72 and a CADP locking receptor 74.

[0040] FIG 6 is a relationship diagram of the ALRPDS 48 and the ALRPDU 64. The

ALRPDU 73 is mounted within the ALRPDS 48. The ALRPDU 64 and the ALRPDS 48, now acting as one element, can rotate down 45 degrees 75 at the ALRPDS/ALRPDA connecting point 50.

[0041] FIG 7 is a depiction of the CADP 76. The CADP consists of four elements: a

CADP 45° camera 78, a CADP horizontal camera 80, a CADP laser-guided docking system

82, and a CADP horizontal locking pin 84. The CADP 76 pivots on a single axis 86 to align the CADP with the downward rotated ALRPDS 48. [0042] Once inside the ALRPDU 64, the CADP 76, because of its long flat side design, like that of the ALRPDU 64, gives added strength to the CADP's horizontal locking pin 84 connection with the ALRPDU's CADP horizontal locking pin receptor 74.

[0043] FIG 8 is a depiction of the child aircraft's ALRP points of interest. There are four [five?] points of interest: the CADP 76, the child aircraft's vertical locking pin receptors

88, the child aircraft's parachute anchor point 90, the child aircraft's refueling point 92 and the child aircraft's data connection point 93.

[0044] FIG 8 is a depiction of the child aircraft's ALRP points of interest. There are four [five?] points of interest: the CADP 76, the child aircraft's vertical locking pin receptors

[0045] The CADP 76 location is determined during the design or modification of the child aircraft 24 to accommodate the design of the ALRP 28. The child aircraft's vertical locking pin receptors 88 are where the ALRPDS stabilizing piston locking pins 56 and 58 and

ALRPDU vertical locking pin 72 lock into the child aircraft 24. The child aircraft's parachute anchor 90 provides a location to attach the ALRP parachute lanyard (part of the parachute located in the ALRP parachute chamber 42). The child aircraft's refueling receptor 92 is where the UALRP's fuel quick release valve 98 inserts into the child aircraft 24.

[0046] The child aircraft's data connection point 93 is where the UALRP data link and wiring harness 32 insert into the child aircraft 24.

[0047] FIG 9 is a depiction of the UALRP's refueling system and operating sequence.

There are six points of interest: the UALRP's fuel tank 38, the UALRP's telescopic fuel hose 40, the UALRP' s optional parent aircraft fuel connector 94, an UALRP accordion flex section of the telescopic fuel hose 96, an UALRP telescopic fuel hose extension mechanism 100 and an UALRP fuel quick release valve 98.

[0048] The UALRP's fuel tank 38 runs almost the entire length of the pylon. At the top of the fuel tank is the UALRP's optional parent aircraft fuel connector 94, which is used to connect to the parent aircraft's fuel system. Below the fuel tank is a UALRP's telescopic fuel hose 40. At the bottom of the UALRP's telescopic fuel hose 40 is the UALRP's accordion flex section of the telescopic fuel hose 96, which is powered by a UALRP telescopic fuel hose extension mechanism 100. At the tip of the UALRP's accordion flex section of the telescopic fuel hose 96 is the UALRP's fuel quick release valve 98.

[0049] The operation sequence of the UALRP's refueling system is simple. When the child aircraft 24 is attached to the ALRPDU 64 and resting in a stowed position, the child aircraft operator will manually engage the refueling system. This will activate the UALRP's telescopic fuel hose extension mechanism 100, which stretches the UALRP's accordion flex section of the telescopic fuel hose 96 and inserts a quick release valve 98 into the child aircraft's refueling point 92. The fuel is dispensed from the UALRP's fuel tank 38 into the child aircraft 24. Upon completion of the refueling, indicated through sensors onboard the child aircraft 24 and the parent aircraft 26, the child aircraft operator will manually disengage the refueling system. The quick release valve 98 releases from the child aircraft. The UALRP's telescopic fuel hose extension mechanism 100 reverses, and the accordion flex section 96 of the telescopic fuel hose retracts into a stowed position within the UALRP. [0050] The UALRP data link, wiring harness 32 can piggy back on the UALRP telescopic fuel hose extension mechanism, to plug into the child aircraft 24 when the child aircraft 24 is in the ALRP 28 stowed position.

[0051] FIG 10 is a view of the jettisonable child aircraft 24 and the ALRP 28. They are jettisonable to counter any asymmetrical flight conditions the parent aircraft may encounter in either a threat or non-threat environment.

[0052] In a threat environment, the child aircraft 24 and/or the ALRP 28 free fall to the ground without the benefit of a parachute. The intent is for gravity to destroy the child aircraft

24 and/or the ALRP 28 and render them useless to the enemy.

[0053] In a non-threat environment, the child aircraft 24 and/or the ALRP 28 descend to the ground on their own respective parachutes. The purpose of the parachutes is to slow the rate of descent sufficiently to allow recovery and re-use of all or part of the jettisoned items.

Until jettisoned, the parachutes for the child aircraft 24 and the ALRP 28 reside in a parachute chamber 42 in the upper ALRP 30. Each parachute is attached to its respective element by a static line. Note that the child aircraft 24 relies upon a parachute residing in the upper ALRP

30. This serves to reduce the child aircraft's 24 weight and maximize the child aircraft's mission pay load.

[0054] FIG. 11 is a flow diagram of a generalized seven-step ALRP operating sequence. Step 1 102, the ALRPDA 44 moves from a stowed position to an extended position using motors and sensors. Step 2 104, the child aircraft 24 arrives at its rendezvous position below and behind the deployed ALRPDA 44 using an autonomous air refueling system and associated procedures. Step 3 106, by using motors and sensors, the ALRPDS 48 prepares to receive the child aircraft 24 by rotating down to a 45° angle to align with the child aircraft's position 106. The child aircraft 24 operator visually identifies the parent aircraft 26 through the CADP' s 45° (up) video camera 78. The child aircraft 24 controller manipulates the child aircraft 24 through flight control inputs so the child aircraft aligns with the ALRPDS 48. Once at a 45° angle with the ALRPDS 48, the UAV operator rotates the CADP 76 45° and shifts visual to the CADP 's horizontal video camera 80 and laser-guided docking system (crosshair type) 82 mounted in the tip of the CADP. Step 4 108, the child aircraft 24 controller applies power to the child aircraft and begins a 45° horizontal climb. The child aircraft 24 operator increases child aircraft speed to eliminate distance between the child aircraft and the ALRPDS 48. Step 5 110, the child aircraft 24 then docks with the ALRPDS 48. Step 6 112, the CADP' s horizontal locking pin 84 engages the ALPDU 's horizontal locking pin receptor 74. The ALRPDS 48 and the CADP 76 rotate to the horizontal position to align the parent aircraft 26 and the child aircraft 24 in parallel. The ALRPDS stabilizing pistons 52 and 54 swing away from the ALRPDS 48 by rotating and depressing to touch the child aircraft's wings. The ALRPDS's stabilizing pistons locking pins 56 and 58, as well as the ALRPDU's vertical locking pin 72, lock into the child aircraft's vertical locking pin receptors 88 located on the child aircraft's wings and forward fuselage. The child aircraft 24 is now stabilized in the longitudinal, lateral and vertical axes, allowing it smooth airflow, given its intrinsic distance from the parent aircraft 26. Step 7 114, using motors and sensors, the ALRPDA 44 retracts from its extended position to a stowed position, always keeping the child aircraft 24 in a horizontal position.

[0055] FIG. 12 is layout 1 for a large capacity parent aircraft 26 (i.e. jumbo passenger aircraft), along with a more generalized six-step ALRP operating sequence than found in FIG 11. [0056] The top half of the diagram shows the cross section 118 and the side section 120 of the large capacity aircraft. Such a parent aircraft consists of an overhead, or second deck 122, a main deck 124, a forward cargo hold 126 and a rear cargo hold 128. Added to the rear cargo hold 128 are upper 130 and lower 132 doors. The overhead, or second deck 122, acts as a manning and equipment area. The main deck 124 is the child aircraft's hanger and armament area. The forward cargo hold 126 serves as a command and control area. And the rear cargo hold 128 contains the ALRP and is the child aircraft's launch area.

[0057] The bottom half of the diagram shows a generalized six-step ALRP operating sequence. Step 1 136, the sequence starts with the vertical insertion (lowering) of the child aircraft 24 into the rear cargo hold 128. Step 2 138, once the child aircraft 24 is in position, the ALRPDA 44 extends through the UALRP' s hinged panel 41 in the front of the ALRP 28 and docks with the child aircraft 24. Step 3 140, the ALRPDS's stabilizing pistons 52 and 54 deploy to allow the ALRPDS 28 to bear the child aircraft's full weight. Step 4 142, as the ALRDA 44 starts to move back to its stowed position, the child aircraft's suspension system, (no longer needed to hold the child aircraft 24), retracts into the main deck 124 area, and the rear cargo hold's upper doors 130 close. Step 5 144, the rear cargo hold's lower doors open 132, and the ALRPDA 44 extends. Step 6 146, once the ALRPDA 44 is in the fully extended position, the child aircraft 24 separates from the ALRPDS 48. The ALRPDA 44 retracts to the stowed position, and the rear cargo hold's lower doors 132 close.

[0058] FIG. 13 is layout 2 for a large capacity parent aircraft 26 (i.e. jumbo passenger aircraft), along with a more generalized six-step ALRP operating sequence than found in FIG 11. [0059] The top right half of the diagram shows the cross section 118 and the side section

120 of the large capacity aircraft. Such a parent aircraft consists of an overhead, or second deck 122, a main deck 124, a forward cargo hold 126 and a rear cargo hold 128. There are two differences between layout 1 and layout 2. The first difference is that in layout 2 the rear cargo hold 128 extends to the top of the main deck 124. As a result, the rear cargo hold's upper doors 130 are relocated to the upper forward section of the rear cargo hold in order to provide access to the main deck 124. The rear cargo hold's lower doors 132 are at the same location as described in layout 1. The overhead, or second deck 122, acts as a manning and equipment area. The main deck 124 is the child aircraft's hanger and armament area. The forward cargo hold 126 serves as a command and control area. And the rear cargo hold 128 contains the ALRP and is the child aircraft's launch area.

[0060] The top left half and bottom half of the diagram show a generalized six-step

ALRP operating sequence. Step 1 148, the sequence starts with the horizontal insertion of the child aircraft 24 into the rear cargo hold 128. Step 2 138, once the child aircraft 24 is in position, the ALRPDA 44 extends through the UALRP's hinged panel 41 in the front of the ALRP 28 and docks with the child aircraft 24. Step 3 140, the ALRPDS 's stabilizing pistons 52 and 54 deploy to allow the ALRPDS 28 to bear the child aircraft's full weight. Step 4 142, as the ALRDA 44 starts to move back to its stowed position, the child aircraft's suspension system, (no longer needed to hold the child aircraft 24), retracts into the main deck 124 area, and the rear cargo hold's upper doors 130, now at the forward top position of the rear cargo hold 128, close. Step 5 144, the rear cargo hold's lower doors open 132, and the ALRPDA 44 extends. The second difference between layout 1 and layout 2 is that in layout 2 the ALRP 28 may be wider to allow more extension elements 47 to the ALRPDA piston 46. The addition of extension elements to the ALRPDA piston 46 allows the ALRPDA 44 to cover the now greater distance 129 from the bottom of the ALRP 28 to the bottom of the rear cargo hold 128. As a result, the ALRPDA 44 maintains the distance 131 between the ALRPDS 48 and the bottom of the parent aircraft 26, which creates the safest possible environment for the launch and recovery of the child aircraft 24. Step 6 146, once the ALRPDA 44 is in the fully extended position, the child aircraft 24 separates from the ALRPDS 48. The ALRPDA 44 retracts to the stowed position, and the rear cargo hold's lower doors 132 close.

[0061] FIG. 14 is layout 3 for a large capacity parent aircraft 26 (i.e. stealth bomber aircraft), along with a more generalized three-step ALRP operating sequence than found in

FIG Il.

[0062] The top half of the diagram shows the cross section 118 and the side section 120 of a large capacity aircraft. Such a parent aircraft consists of bomb bays 134 and bomb bay doors 136. The bomb bays 134 contain the ALRPs 28 and act as the child aircraft's launch area.

[0063] The bottom half of the diagram shows the generalized three-step ALRP operating sequence. Step 1 160, the bomb bay doors open with the ALRPDA 44 and child aircraft in the stowed position. Step 2 162, the ALRPDA 44 extends. Step 3 164, once the ALRPDA 44 is in the fully extended position, the child aircraft 24 separates from the ALRPDS 48. The

ALRPDA 44 retracts to the stowed position, and the bomb bay doors 132 close.

[0064] While preferred embodiments of the invention have been shown and described, modifications and variations thereto may be practiced by those of ordinary skill in the art without departing from the spirit and scope of the present invention, which is more particularly set forth in the appended claims. In addition, it should be understood the aspects of the various embodiments may be interchanged without departing from the scope of the present invention. Furthermore, those of ordinary skill in the art will appreciate that the foregoing description is by way of example only, and is not intended to limit the invention as further described in such appended claims.

Claims

What is claimed is:

1. A child aircraft launch and recovery system for use in a parent aircraft having one of an internal storage compartment with a launch and recovery bay and external wing hard points for external storage, launch and recovery of the child aircraft, the child aircraft launch and recovery system comprising: a. a pylon, known as the Air Launch and Recovery Pylon; b. a power source, self-contained in the Air Launch and Recovery Pylon, or contained in the parent aircraft and routed through the Air Launch and Recovery Pylon, or in combination; c. a child aircraft refueling system, self-contained in the Air Launch and Recovery Pylon, or contained in the parent aircraft and routed through the Air Launch and Recovery Pylon, or in combination; and d. a launch and recovery control system in communications with the Air Launch and Recovery Pylon and child aircraft, in which the Air Launch and Recovery Pylon and child aircraft receive signals from the parent aircraft through data link antennas, or in the case when both the child and parent aircraft are docked is through hard wiring routed through the Air Launch and Recovery Pylon.

2. The aircraft launch and recovery system according to claim 1, wherein the launch and recovery of the child aircraft using the Air Launch and Recovery Pylon is in a predefined sequence, using a single rotatable and retractable boom that when fully connected with the child aircraft is capable of stabilizing the said aircraft in the longitudinal and lateral axes with up to four points of contact.

3. The aircraft launch and recovery system according to claim 1, wherein the parent aircraft can be a manned or unmanned aircraft, airship or helicopter.

4. The aircraft launch and recovery system according to claim 1, wherein the child aircraft can be flown in a normal flight state.

5. The aircraft launch and recovery system according to claim 1, wherein the child and parent aircraft when docked can fly as one aircraft.

6. The aircraft launch and recovery system according to claim 1, wherein used internally in a large capacity aircraft, such as a jumbo jet, allows for the rearming of the child aircraft.

7. A child aircraft launch and recovery system for use in a parent aircraft, the parent aircraft having an internal storage compartment and a launch and recovery bay, the child aircraft launch and recovery system comprising: a. a pylon; b. a power source contained in the parent aircraft and routed through the pylon; c. a child aircraft refueling system contained in the parent aircraft and routed through the pylon; and d. a launch and recovery control system including at least one data link antenna, wherein the launch and recovery control system is in communication with the pylon and child aircraft and wherein the pylon and the child aircraft receive signals from the parent aircraft through the at least one data link antenna.

8. The aircraft launch and recovery system according to claim 7, wherein the launch and recovery of the child aircraft using the pylon is in a predefined sequence, using a rotatable and retractable boom of the pylon that when connected with the child aircraft is configured to stabilize the aircraft in the longitudinal and lateral axes with up to four points of contact.

9. The aircraft launch and recovery system according to claim 7, wherein the parent aircraft is one of an aircraft, an airship and a helicopter.

10. A child aircraft launch and recovery system for use in a parent aircraft, the parent aircraft having external wing hard points for external storage, launch and recovery of the child aircraft, the child aircraft launch and recovery system comprising: a. a pylon; b. a power source contained in pylon; c. a child aircraft refueling system contained in the pylon; and d. a launch and recovery control system including at least one data link antenna, wherein the launch and recovery control system is in communication with the pylon and child aircraft and wherein the pylon and the child aircraft receive signals from the parent aircraft through the at least one data link antenna.

11. The aircraft launch and recovery system according to claim 10, wherein the launch and recovery of the child aircraft using the pylon is in a predefined sequence, using a rotatable and retractable boom of the pylon that when connected with the child aircraft is configured to stabilize the aircraft in the longitudinal and lateral axes with up to four points of contact.

12. The aircraft launch and recovery system according to claim 10, wherein the parent aircraft is one of an aircraft, an airship and a helicopter.