494results about "Aircraft floors" patented technology

An aircraft seat connector for mounting an aircraft seat to a mounting rail provided at a floor of an aircraft cabin is provided. The aircraft seat connector comprises a base portion for being introduced into the mounting rail and a seat connection portion. The seat connection portion extends from the base portion and is configured for being releasably coupled to an aircraft seat. The seat connection portion allows for coupling the aircraft seat to the seat connection portion in at least two different spatial orientations.

A fastening device for releasable connection to a perforated rail of an aircraft and a method of assembly for such a fastening device. The fastening device comprises a housing having at least one locking head portion fixedly connected to the housing, at least one shear pin and an actuating pin. The locking head portion is insertable into a rail hole of the perforated rail and slidable along the longitudinal direction of the perforated rail to a locking position in which the locking head portion engages a slot portion of the perforated rail. The shear pin can be engaged with a rail hole of the perforated rail by axial displacement. The actuating pin is rotatably arranged relative to the housing and connected to the shear pin in such a way that a rotation of the actuating pin causes an axial displacement of the shear pin relative to the housing.

A floor system for a cabin of a vehicle is proposed, the floor system including a floor panel having a bottom layer, a top layer and a continuous stiffening structure having an alternating arrangement of elongated first depressions and elongated protrusions arranged between the bottom layer and the top layer, an elongated cover component, and at least one seat rail component. The cover component has an upper surface, a lower surface, and an elongated second depression reaching from the upper surface to the lower surface and having a shape that corresponds to the shape of the first depressions. The cover component is configured to be mounted inside a first depression that is accessible through an elongated cutout extending along a depression of the stiffening structure. The at least one seat rail component is attachable to the cover component to provide a seat rail along the floor panel.

The invention discloses a serial helicopter cockpit with a variable configuration. A front cabin and a rear cabin are sequentially arranged from front to back to form a serial structure; the rear cabin floor is erected and installed through a rear cabin structural framework and a rear cabin wall plate in the rear cabin windshield assembly, so that the height of the rear cabin floor is adjusted, and the rear cabin floor is higher than the front cabin floor. The front cabin windshield assembly, the front cabin instrument assembly and the rear cabin instrument assembly are adjustable in the height direction and the heading direction, the rear cabin floor and the rear cabin windshield assembly are adjustable in the height direction, and the front cabin seat and the rear cabin seat are adjustable in the height direction and the heading direction. Control boards and control lever systems in the front cabin control assembly and the rear cabin control assembly are adjustable; by adjusting the height, front-back position or roll angle of each component in the tandem helicopter cockpit, the tandem helicopter cockpit is placed in a to-be-assessed configuration for implementation of assessment. According to the method, the problem that instance evaluation and onboard verification are difficult to perform on the appearance of the cockpit and the arrangement of cockpit equipment at the initial stage of design is solved.

A fixed-wing cargo aircraft having a fuselage wing cutout supported by box beam longerons is disclosed. The fuselage contains a continuous interior cargo bay, and includes a forward portion, an aft portion, and a cutout defined by a plurality of structural elements configured to transfer a wing load to the fuselage, the structural elements including opposite starboard and port longeron beams each spanning a longitudinal length of the cutout. The starboard and port longeron beams have an enclosed box beam construction, which can include a plurality of panel sections, at least one of the plurality of panel sections comprising a skin panel of the fuselage. The cutout can have forward and aft frame beams each having an enclosed box beam construction that form a structural perimeter of the cutout with the starboard and port longeron beams.

The invention belongs to the technical field of anti-impact design of aviation structures, and particularly relates to an anti-falling and anti-collision fuselage lower energy absorption structure. According to the structure, the cross section of a machine body frame is arc-shaped; two ends of the cabin floor beam are connected with the fuselage frame; the fuselage lower cross beam is arranged below the passenger cabin floor cross beam in parallel, the two ends of the fuselage lower cross beam are connected with the fuselage frame, and a containing space is formed between the fuselage lower cross beam and the passenger cabin floor cross beam. The two fuselage lower part inclined struts are symmetrically arranged, each fuselage lower part inclined strut comprises a first inclined strut section and a second inclined strut section, the end part of each first inclined strut section is connected with the fuselage frame, and the end part of each second inclined strut section is connected with the fuselage lower part cross beam; the first inclined strut section, the second inclined strut section, the fuselage lower cross beam and the fuselage frame jointly form a parallelogram-like structure; the upper ends of the fuselage lower stand columns are connected with the passenger cabin floor cross beam, and the lower ends of the fuselage lower stand columns are connected with the fuselage lower inclined struts. The falling collision load peak value can be reduced.

The invention relates to a payload monitoring system of an aircraft, wherein the system comprises at least one storage area (26, 28, 30, 32, 36, 38, 42) for a payload and at least one pressure sensor (10), wherein the at least one sensor (10) is configured to detect a weight force and its center of gravity of payload resting on the storage area (26, 28, 30, 32, 36, 38, 42). Furthermore, the invention relates to an aircraft and a method for operating an aircraft.

A structure system for installation into a fuselage structure in an interior of an aircraft is proposed, the system comprising at least one first carrier element, at least one second carrier element, at least one elongate frame element having a first end and a second end, at least one first attachment device for attaching the first carrier element to the fuselage structure or to an element coupled with the fuselage structure, at least one first coupling device mounted to the first end for coupling the first carrier element to the at least one frame element, and at least one second coupling device mounted to the second end for coupling the second carrier element to the at least one frame element, wherein the at least one frame element is adapted for holding at least one component to be installed in the interior, wherein the at least one first carrier element is designed for coupling with the at least one first coupling device, wherein the at least one second carrier element is designed for coupling with the at least one second coupling device, and wherein one of the at least one first coupling device and the at least one second coupling device is adapted to snap into the respective carrier element, to be moved relative to the respective end of the frame element and to be arrested in a desired relative position thereto.

A connector for truss work members to a support structure for a mounting interface of a trusswork. The connector has a body with a first portion and a second portion. A central opening is provided in the body having an inner wall configured for receiving a connection end of a truss member. The first portion and the second portion are arranged concentrically. The first portion has first circumferential edge sections, and the second portion has second circumferential edge sections. The first and second circumferential edge sections are spaced apart by gap sections that are configured to receive connecting flanges of a support structure. The gap sections are forming segments along a virtual surface that is curved at least in one direction.

A serrated fitting and method for installing fixed length roller tray segments spanning an aircraft fuselage integration zone. The serrated fitting includes a first surface for attachment to a fixed length roller tray segment. The serrated fitting also includes a serrated surface for engagement with a serrated plate attached to a floor beam of an aircraft. A fastener connects the serrated surface to the serrated plate and the floor beam through a pre-drilled hole in the floor beam. The pre-drilled hole is larger than the diameter of the fastener to accommodate accumulated tolerance between joined fuselage sections at a fuselage integration zone.

An air drop rack assembly is mounted within the cargo compartment of a cargo aircraft and has a forward part secured to the load deck and an aft part secured to the aircraft cargo ramp. The rack parts have rollers in conveyor assemblies mounted between C-channels which engage skidboards which support smaller aircraft such as gliders or cruise missiles. When the ramp is up two rack parts are tilted with respect to each other. At payload drop, ramp is deployed to bring the rack part conveyor assemblies into alignment. Although the aligned rack parts are spaced apart, when the cargo aircraft is tilted upwardly, the individual payloads on skidboards are discharged out the aircraft aft opening. Cruise missiles or bombs may be supported on a skidboard with a deformable surface, a forward ballast weight, and a spring, such that once launched the skidboard is pushed away from the payload.

An aircraft with a fuselage separated into an upper part and a lower part by a floor, a tubular tank containing an extinguishing fluid, positioned in the upper part and fastened to the floor, a discharge device connected between the tubular tank and the outside, passing in succession through the floor and the fuselage, a release system movable between a retention position and a discharge position, and a control unit arranged to control the movement of the at least one release system from the retention position to the discharge position, and vice versa.

An in-floor adapter for a cargo deck of a cargo handling system may comprise: a plate extending from a proximal end to a distal end; a pocket disposed in the plate, the pocket having a sidewall and a bottom wall; a fitting disposed in the pocket, the fitting configured to mount a leg of a seat; and a slot disposed through the plate, the slot configured to guide an attachment mechanism during installation of the in-floor adapter in the cargo deck.

Systems, methods, and aircraft for managing center of gravity (CG) while transporting large cargo are described. Management of CG is achieved in many ways. In some instances, the aircraft itself is designed to assist in managing CG by providing fuel tanks that minimize the impact of fuel on the net CG of the aircraft. The fuel tanks utilize only a small amount of available volume in the wings for fuel. Disclosures related to properly managing CG while loading wind turbines onto cargo aircraft are also provided. The CG management techniques provided for herein allow for the transportation of wind turbine blades via aircraft, running counter to the typical rail or truck transportation of the same. One such management technique includes accounting for how a rotation of the blades when loading impacts the CG of the blades, and thus taking this into account when placing the blades in the aircraft.

The invention relates to a guiding and limiting assembly. The guiding and limiting assembly comprises a base, wherein the base is fixed at a preset mounting position in a cabin; the rolling assembly is detachably fixed to the base, the rolling assembly comprises a rolling body capable of rotating around a first axis, and when the rolling assembly is fixed to the base, the first axis is perpendicular to the plane where the floor of the cabin is located.

A monument for installation in an aircraft passenger cabin comprises a housing extending from the floor upwardly toward the ceiling, the housing including a first configuration configured to receive a wheelchair in a first unfolded condition, and a second configuration configured to receive a stretcher in a second unfolded condition, a first interior space formed in the housing, a staircase disposed within the interior space; a second interior space formed in the housing, a first entrance into the first interior space through a door; a second entrance into the second interior space of the housing, and a securement assembly positionable on the floor, the securement assembly configured to secure one of the wheelchair or the stretcher in place within the interior space.

A fixation interface includes primary connection studs and secondary attachment interface components. Each connection stud includes a longitudinal axis, a mounting foot, and an interface head arranged along the longitudinal axis. The mounting foot form-fittingly fastens to a floor fastening point. On opposite lateral sides, the interface head includes protrusions extending traverse to the longitudinal axis. Each secondary attachment interface component mounts to an interface head by form-fittingly engaging the protrusions in a longitudinal direction. Each secondary attachment interface component is positionable to the interface head region in a positioning movement and is lockable in a locking movement. Each secondary attachment interface component includes first and second types of interface components. The first type are positionable and lockable in first positioning and first locking movements, and the second type are positionable and lockable in second positioning and second locking movements, the first and second locking movements being different.

The invention provides a fuselage box section structure provided with a strut type undercarriage. The fuselage box section structure comprises a front frame, a rear frame, a left beam, a right beam, an upper platform and a lower platform. Wherein the front frame, the rear frame, the left beam, the right beam, the upper platform and the lower platform are riveted to form a closed box body; the directions of the front frame and the rear frame are perpendicular to the course of the aircraft and serve as bearing frames at the bottom of the aircraft; the directions of the left beam and the right beam are parallel to the course of the aircraft and serve as bearing beams at the bottom of the aircraft; the upper platform is a floor of the aircraft, and the lower platform is an external skin of the aircraft; mounting holes are formed in the upper platform and the lower platform and serve as undercarriage connectors, and the undercarriage connectors are in clearance fit with undercarriage supporting columns; and a flange plate mounting surface is arranged at the mounting hole of the lower platform and is connected with a flange plate of the undercarriage through a bolt.

The present invention provides a support structure (1) for absorbing a crash kinetic energy, in particular for absorbing a crash kinetic energy having a combined velocity vector affecting an aircraft fuselage, the support structure (1) comprising: a plurality of frames (2), which extend parallel to one another; a plurality of reinforcing frame elements (3) mounted at least sectionwise on each frame of the plurality of frames (2) and configured to reinforce the plurality of frames (2); and a longitudinal beam device (4) for absorbing a crash kinetic energy vector component in a longitudinal direction (X), wherein the longitudinal beam device (4) extends in the longitudinal direction (X) basically perpendicular to the plurality of frames (2), and is mounted on the plurality of reinforcing frame elements (3). Further the present invention provides an aircraft (10) or spacecraft comprising an aircraft fuselage having such a support structure (1).

An aircraft fuselage assembly includes a primary structure with first and second rows of support elements extending parallel to a longitudinal axis and into an interior space of the fuselage where they have a free end. The free ends of the first and second rows are spaced from one another to from a free space below a common plane of the free ends and extending to the primary structure. A cargo floor assembly with at least one first cargo floor element is fixedly connected to the free ends of the first row in the common plane and at least one second cargo floor element fixedly connected to the free ends of the second row in the common plane. At least one central cargo floor element is arranged between the first and second lines and is releasably connected to the support elements of the first and second rows.

A giant airliner structure comprises an airliner body and at least two layers of wings arranged on the two sides of the airliner body, a steering rudder is arranged between the upper and lower adjacent wings. The method has excellent environmental protection property and economical efficiency, and specifically comprises the steps that the core plate structure is adopted, and the labor cost needed in the production process is remarkably reduced; the structural design is simple, the maintenance difficulty is reduced, and the maintenance cost is reduced; the passenger-engine ratio is extremely low, and the manufacturing cost is greatly reduced; the weight ratio of the passenger plane is extremely low, and oil is greatly saved; the wings are short, the airport applicability is wide, and the opportunities of business are increased.

A method for monitoring an aircraft cargo bay using an aircraft interface device may comprise receiving image data of a cargo bay of an aircraft. The method may further comprise detecting movement in the cargo bay, directing a camera to activate in response to that movement, and processing the captured image data. The aircraft interface device may include pre-trained neural network based algorithms configured for event classification. The method may further comprise generating an alarm based on a theft event classification and transmitting the alarm to an aircraft.

The utility model belongs to the technical field of aviation structures, and discloses an anti-clamping eccentric hook lock structure, which comprises a lock hook, a lock shaft, an eccentric wheel and a ferrule, a lock support is fixed on an aircraft floor, the lock shaft is rotatably or fixedly arranged on the lock support, and a rotating and fixing device is arranged between the lock shaft and the lock support; wherein the lock shaft is an eccentric shaft, and a freely rotating ferrule is sleeved outside an eccentric wheel of the lock shaft; a hook opening of the lock hook is opposite to the eccentric wheel of the lock shaft, and the rotating structure controls the lock hook to rotate around the lock hook shaft and make contact with or disengage from the lock shaft. The utility model can be used for a cargo bridge door lock device, the middle part of the lock shaft is made into an eccentric wheel, and the clearance between a cargo hold door lock hook and the lock shaft can be adjusted by rotating the lock shaft; an eight-edge inner hole of the lock washer is matched with an eight-edge boss of the lock shaft, four notches in the end of the lock washer are different in angle with an eight-edge face, lock shaft seat lug hole teeth are inserted into one of the four notches, and the aim of controlling gaps in a locking mode is achieved.

The present invention belongs to the technical field of aircraft. Particularly, the present invention provides an aircraft fuselage section (1) with improved crashworthiness. The aircraft fuselage section (1) comprises a fuselage structure, a floor (3) connected to the fuselage structure, a cushioning element (4) arranged on the floor (3) and crash absorption means (5) arranged between the fuselage structure and the floor (3).

An aircraft seat connector for mounting an aircraft seat to a mounting rail provided at a floor of an aircraft cabin is provided. The aircraft seat connector comprises a base portion for being introduced into the mounting rail and a seat connection portion. The seat connection portion extends from the base portion and is configured for being releasably coupled to an aircraft seat. The seat connection portion allows for coupling the aircraft seat to the seat connection portion in at least two different spatial orientations.

The invention belongs to the technical field of aviation, and relates to an aircraft four-side array configuration device. Comprising an in-cabin assembly, an out-cabin assembly and a disc assembly, the in-cabin assembly diffuses an out-cabin load to fuselage skin, a stringer, a floor cross beam and a floor lower frame edge, and force transmission and balance are achieved; the extra-cabin assembly diffuses the load of the upper disc assembly to the fuselage skin, the stringer and the floor cross beam through the extra-cabin assembly, so that force transmission and balance are achieved; the disc assembly diffuses loads to fuselage skins, stringers and floor cross beams through the outboard assembly, and force transmission and balance are achieved.

An aircraft floor grid transport system for assembling an aircraft fuselage barrel and method of calibrating the transport system are disclosed. The transport system includes a rectangular beam, a stabilizer device to be associated with referential positioning devices of an assembly platform and a plurality of fixing devices to be fixed to the floor grid, each of the fixing devices having a vertically adjustable length. The transport system makes it possible to handle the floor grid without deforming it in order to assemble a fuselage barrel.

A connecting device including first and second off-center rings, the second ring being positioned in the first ring. The peripheral outer surface of the first ring is frustoconical and has a smaller cross section oriented in a first direction, and the inner surface of the first ring and the outer surface of the second ring, which surfaces interact with one another, have cross sections which increase between a first cross section and a second cross section that is offset in relation to the first cross section in an opposite direction to the first direction. This arrangement makes it possible to be able to prevent the rotation of the first and second rings once their angular positioning has been adjusted.

An aircraft (10) with a primary structure (11) is described. The primary structure (11) has a structural element (20) in the form of a wall and is defined by an extension in three spatial axes (17, 18, 19). The wall is characterized by a density gradient that varies along a longitudinal axis (17) of the primary structure (11) and is designed to displace a center of gravity (50) of the aircraft (10) along the longitudinal axis (17) of the primary structure (11) between a front end (15) and a rear end (16) of the aircraft (10) as a function of the varying density gradient.

A dynamically controlled cargo loading system for an aircraft includes electrical cargo conveying devices for conveying cargo items on a cargo loading deck; speed sensors, which are configured to capture current conveying speeds of the cargo conveying devices and / or the conveyed cargo items; electrical measuring devices, which are configured to capture current electrical parameters of the cargo conveying devices; and a control device which is configured to control the cargo conveying devices depending on the captured current conveying speeds and / or the recoded current electrical parameters such that at least one of the following variables is optimized: the electrical power consumption of the cargo conveying devices, the mechanical wear of the cargo conveying devices, the mechanical load action on the cargo items, the conveying time of the cargo items and the noise generation during the conveying of the cargo items.