Nose structure for an aircraft and method of manufacturing an aircraft

Abstract

The present invention discloses a nose structure for an aircraft and a method of manufacturing an aircraft. A wheel well assembly is coupled to the airframe and forms part of a nose landing gear bay. The wheel well assembly includes a pressure bulkhead surface that extends from a right side of the airframe to a left side of the airframe and forms part of a pressure boundary that defines a pressurized space and a non-pressurized space. A floor panel support is supported by the pressure bulkhead surface within the pressurized space. The pressure bulkhead surface and the floor panel support form part of a cockpit floor of the aircraft. A plurality of transmission elements are located between the floor panel support and the pressure bulkhead surface. The plurality of transmission elements are associated with at least one advanced system of the aircraft.

Description

Technical Field

[0001] The present invention generally relates to the structure of an aircraft, and more particularly, to a nose structure for an aircraft that uses a wheel well assembly to form part of a floor, form a nose landing gear well, and define a pressurized space and a non-pressurized space of the aircraft. Background Art

[0002] An aircraft for transporting passengers and cargo includes a fuselage that is generally divided into at least one pressurized space and at least one non-pressurized space. The pressurized space includes areas that need to be pressurized during flight, such as a cockpit for crew, a cabin for passengers, and a cargo hold for luggage and various other cargo. The non-pressurized space includes areas that do not need to be pressurized during flight, such as a storage bay for the landing gear. Generally, an aircraft includes two main landing gears that are typically placed under the wings and a nose landing gear centered under the front end of the fuselage. The storage bay for the nose landing gear is typically located under the floor of the aircraft. A conventional nose landing gear storage bay includes two discrete components: a support structure that must be strong enough to withstand the stresses applied to the nose landing gear and strong enough to transfer the load from the nose landing gear to the front fuselage; and a pressure barrier that forms the boundary between the pressurized space and the non-pressurized space of the fuselage. Additionally, the space between the support structure, the pressure barrier, and the fuselage typically houses various operating components of the aircraft. However, this space is difficult to access and results in a significant waste of volume in the fuselage.

[0003] Accordingly, those skilled in the art continue to conduct research and development in the area of pressure barriers for aircraft, and more particularly, in the area of pressure barriers that define a nose landing gear storage bay. Summary of the Invention

[0004] The following is a non-exhaustive list of examples of subject matter that may or may not be claimed in accordance with the present disclosure.

[0005] In one example, a nose structure of an aircraft includes a frame and a wheel well assembly. The wheel assembly is coupled to the frame and forms part of a nose landing gear well. The wheel well assembly includes a pressure cabin surface. The pressure cabin surface extends from the right side of the frame to the left side of the frame. The pressure cabin surface forms part of a pressure boundary that defines a pressurized space and a non-pressurized space.

[0006] In another example, the nose structure of the disclosed aircraft includes a frame. The frame includes a pressure bulkhead surface that forms part of a pressure boundary defining a pressurized space and a non-pressurized space. The nose structure further includes a floor panel support supported by the pressure bulkhead surface within the pressurized space. The nose structure further includes a plurality of operating components located within the pressurized space between the floor panel support and the pressure bulkhead surface. The plurality of operating components are associated with at least one advanced system of the aircraft.

[0007] In one example, the disclosed aircraft includes at least one advanced system and a frame forming the nose structure of the aircraft. The aircraft further includes a wheel well assembly coupled to the frame and forming part of the nose landing gear bay. The wheel well assembly includes a pressure bulkhead surface that extends from the right side of the frame to the left side of the frame and forms part of a pressure boundary defining a pressurized space and a non-pressurized space. The aircraft further includes a floor panel support supported by the pressure bulkhead surface. The aircraft further includes a plurality of transmission elements located between the floor panel support and the pressure bulkhead surface. The pressure bulkhead surface and the floor panel support form part of the floor of the aircraft that defines a cockpit disposed above the floor within the pressurized space and a nose landing gear bay disposed below the floor within the non-pressurized space. The plurality of transmission elements communicate with at least one advanced system. The plurality of transmission elements are accessible from within the cockpit.

[0008] In one example, the frame of the disclosed aircraft includes an outer skin. The frame further includes a first bulkhead coupled to the outer skin and extending laterally between the right side and the left side of the frame. The frame further includes a second bulkhead longitudinally spaced from the first bulkhead, the second bulkhead coupled to the outer skin and extending laterally between the right side and the left side of the frame. The frame further includes a pressure bulkhead surface coupled to the first bulkhead, the second bulkhead, and the outer skin, and the pressure bulkhead surface extends longitudinally between the first bulkhead and the second bulkhead and laterally between the right side and the left side of the frame. The pressure bulkhead surface, the first bulkhead, and the second bulkhead at least partially define the pressurized space and the non-pressurized space of the aircraft.

[0009] In another example, the disclosed aircraft includes a fuselage, at least one advanced system, and a floor. The floor includes a pressure bulkhead surface coupled to the fuselage and forming at least part of a pressure boundary defining a pressurized space and a non-pressurized space. The floor further includes a floor panel support supported by the pressure bulkhead surface within the pressurized space. The floor further includes a plurality of transmission elements located between the floor panel support and the pressure bulkhead surface. The plurality of transmission elements communicate with at least one advanced system of the aircraft.

[0010] In another example, the disclosed aircraft includes a fuselage and a wheel well assembly coupled to the fuselage. The wheel well assembly and the fuselage form a nose landing gear bay. The aircraft further includes a nose landing gear that is stowable within the nose landing gear bay. The nose landing gear includes a trunnion coupled to the wheel well assembly. The nose landing gear further includes a strut coupled to the trunnion. The nose landing gear further includes a wheel axle that is opposite the trunnion and coupled to the strut. The nose landing gear further includes a wheel coupled to the wheel axle. When the nose landing gear is stowed within the nose landing gear bay, the wheel axle is positioned closer to the center longitudinal axis of the aircraft than the trunnion.

[0011] In one example, the disclosed method of manufacturing an aircraft includes the steps of: (1) assembling a sub-floor assembly that includes a floor panel support and a plurality of transfer elements; (2) coupling a wheel well assembly to the fuselage of the aircraft to form a nose landing gear bay of the aircraft; and (3) coupling the sub-floor assembly to the wheel well assembly to form a portion of the floor of the aircraft such that the plurality of transfer elements are located between the floor panel support and the wheel well assembly.

[0012] In another example, the disclosed method of manufacturing an aircraft includes the steps of: (1) coupling a wheel well assembly to the fuselage of the aircraft; (2) forming a nose landing gear bay from the wheel well assembly and the fuselage; (3) coupling a nose landing gear to the wheel well assembly; and (4) stowing the nose landing gear within the nose landing gear bay such that the wheel axle of the nose landing gear is positioned closer to the center longitudinal axis of the aircraft than the trunnion of the nose landing gear.

[0013] In another example, the disclosed method of manufacturing an aircraft includes the steps of: (1) coupling a pressure bulkhead to the fuselage of the aircraft, wherein the pressure bulkhead extends from the right side of the fuselage to the left side of the fuselage; (2) coupling a nose landing gear box to the pressure bulkhead and the fuselage, wherein the nose landing gear box is located behind the pressure bulkhead; (3) forming, with the pressure bulkhead, the nose landing gear box, and the fuselage, a portion of a pressure boundary that defines a pressurized space and a non-pressurized space of the aircraft; (4) forming, with the pressure bulkhead, the nose landing gear box, and the fuselage, a portion of the nose landing gear bay of the aircraft that is located within the non-pressurized space; (5) coupling a floor panel support to the pressure bulkhead and to the nose landing gear bay within the pressurized space to form a cockpit floor of a cockpit above the nose landing gear bay; (6) accessing an internal volume of the aircraft that is located between the nose landing gear box and the fuselage from within the cockpit through the floor panel support.

[0014] In one example, the disclosed method of accessing a portion of an aircraft includes the steps of: (1) accessing an internal volume of the aircraft through a floor panel support, the internal volume being formed by a fuselage, a wheel well assembly coupled to the fuselage, and a floor panel support coupled to the wheel well assembly; and (2) accessing at least a portion of the wheel well assembly from within the internal volume.

[0015] The apparatus and method of the present invention are also mentioned in the following clauses which should not be confused with the claims.

[0016] Clause 1. A nose structure 160 of an aircraft 100, the nose structure comprising:

[0017] A frame 102; and

[0018] A wheel well assembly 194 that is coupled to the frame 102 and forms part of the nose landing gear bay 124, the wheel well assembly 194 including a pressure bulkhead surface 118 that extends from the right side 198 of the frame 102 to the left side 200 of the frame 102 and forms part of a pressure boundary 104 that defines a pressurized space 106 and a non-pressurized space 108.

[0019] Clause 2. The nose structure 160 of Clause 1, the nose structure further including a floor panel support 110 supported in the pressurized space 106 by the pressure bulkhead surface 118, wherein the pressure bulkhead surface 118 and the floor panel support 110 form part of a cockpit floor 120 of a cockpit 122 of the aircraft 100.

[0020] Clause 3. The nose structure 160 of Clause 2, the nose structure further including a plurality of transmission elements 112 located between the floor panel support 110 and the pressure bulkhead surface 118, wherein the plurality of transmission elements 112 are associated with at least one advanced system 114 of the aircraft 100.

[0021] Clause 4. The nose structure 160 of Clause 3, wherein:

[0022] The plurality of transmission elements 112 are coupled to the floor panel support 110 to form a sub-floor assembly 208; and

[0023] The sub-floor assembly 208 is coupled to the pressure bulkhead surface 118 within the frame 102.

[0024] Clause 5. The nose structure 160 of Clause 3, the nose structure further including a plurality of floor panels 116 coupled to the floor panel support 110 and covering the plurality of transmission elements 112,

[0025] wherein at least a portion of the plurality of floor panels 116 is removable from the floor panel support 110 to access the plurality of transmission elements 112 from within the cockpit 122.

[0026] Clause 6. The nose structure 160 of Clause 3, wherein:

[0027] The pressure bulkhead surface 118 includes:

[0028] A platform 144; and

[0029] A plurality of support beams 146 coupled to the platform 144, each of the plurality of support beams 146 extending longitudinally and being laterally spaced from an adjacent support beam among the plurality of support beams 146;

[0030] The floor panel support 110 is supported by and coupled to the plurality of support beams 146; and

[0031] A portion of the plurality of transmission elements 112 is located between a pair of adjacent support beams 196 among the plurality of support beams 146.

[0032] Clause 7. The nose structure 160 of Clause 1, wherein:

[0033] The wheel well assembly 194 further includes:

[0034] A first bulkhead 126 coupled to the airframe 102, the first bulkhead extending laterally between a right side 198 and a left side 200 of the airframe 102 and forming a part of the pressure boundary 104; and

[0035] A second bulkhead 128 coupled to the airframe 102, the second bulkhead extending laterally between a right side 198 and a left side 200 of the airframe 102 and forming a part of the pressure boundary 104;

[0036] The first bulkhead 126 and the second bulkhead 128 are longitudinally spaced apart from each other; and

[0037] The pressure bulkhead 118 extends between the first bulkhead 126 and the second bulkhead 128 and is coupled to the first bulkhead and the second bulkhead.

[0038] Clause 8. The nose structure 160 of Clause 7, wherein:

[0039] The wheel well assembly 194 further includes a nose landing gear box 134, the nose landing gear box being coupled to the second bulkhead 128 and the airframe 102 and forming a part of the pressure boundary 104;

[0040] The nose landing gear 136 of the aircraft 100 is mountable within the nose landing gear box 134; and

[0041] The second bulkhead 128 is configured to react to loads transmitted by the nose landing gear 136 through the nose landing gear box 134.

[0042] Clause 9. The nose structure 160 of Clause 8, wherein:

[0043] The wheel well assembly 194 further includes a third bulkhead 132 coupled to the airframe 102 and the nose landing gear box 134, the third bulkhead extending laterally between the right side 198 and the left side 200 of the airframe 102 and forming part of the pressure boundary 104; and

[0044] The third bulkhead 132 is configured to react to loads transmitted by the nose landing gear 136 through the nose landing gear box 134.

[0045] Clause 10. The nose structure 160 of Clause 9, wherein the nose landing gear box 134 includes:

[0046] A first sidewall 176 coupled to the airframe 102, the second bulkhead 128, and the third bulkhead 132, the first sidewall extending longitudinally between the third bulkhead 132 and the second bulkhead 128 and forming part of the pressure boundary 104;

[0047] A second sidewall 178 coupled to the airframe 102, the second bulkhead 128, and the third bulkhead 132, the second sidewall extending longitudinally between the third bulkhead 132 and the second bulkhead 128 and forming part of the pressure boundary 104; and

[0048] A top wall 180 extending between the first sidewall 176, the second sidewall 178, the third bulkhead 132, and the second bulkhead 128, the top wall coupled to the first sidewall, the second sidewall, the third bulkhead, and the second bulkhead and forming part of the pressure boundary 104.

[0049] Clause 11. The nose structure 160 of Clause 10, wherein:

[0050] The top wall 180 of the nose landing gear box 134 is coupled to the pressure bulkhead surface 118;

[0051] The top wall 180 and the pressure bulkhead surface 118 share a virtual plane 214; and

[0052] The pressure bulkhead surface 118 is configured to react to loads transmitted by the nose landing gear 136 through the nose landing gear box 134.

[0053] Clause 12. The nose structure 160 of Clause 11, wherein the pressure bulkhead surface 118 slopes upward from the second bulkhead 128 to the first bulkhead 126 relative to the horizontal plane.

[0054] Clause 13. A nose structure 160 of an aircraft 100, the nose structure 160 including:

[0055] An airframe 102, the airframe including a pressure bulkhead surface 118 that forms part of a pressure boundary 104 defining a pressurized space 106 and a non-pressurized space 108;

[0056] A floor panel support 110, which is supported by a pressure cabin surface 118 in a pressurized space 106; and

[0057] A plurality of operating components 248, which are located in the pressurized space 106 between the floor panel support 110 and the pressure cabin surface 118, wherein the plurality of operating components 248 are associated with at least one advanced system 114 of the aircraft 100.

[0058] Clause 14. The nose structure 160 of Clause 13, wherein:

[0059] The pressure cabin surface 118 extends from the right side 198 of the airframe 102 to the left side 200 of the airframe 102;

[0060] The pressure cabin surface 118 and the floor panel support 110 form a part of the cockpit floor 120 of the cockpit 122 of the aircraft 100, and this part is located in the pressurized space 106; and

[0061] The pressure cabin surface 118 forms a part of the nose landing gear bay 124 of the aircraft 100, and this part is located in the non-pressurized space 108.

[0062] Clause 15. The nose structure 160 of Clause 14, wherein:

[0063] A plurality of operating components 248 are coupled to the floor panel support 110 to form a sub-floor assembly 208; and

[0064] The sub-floor assembly 208 is assembled outside the airframe 102 and coupled to the pressure cabin surface 118 within the airframe 102.

[0065] Clause 16. The nose structure 160 of Clause 14, which further includes a plurality of floor panels 116 supported by the floor panel support 110 and covering the plurality of operating components 248, wherein at least a part of the plurality of floor panels 116 can be removed from the floor panel support 110 to access the plurality of operating components 248 from within the cockpit 122.

[0066] Clause 17. An airframe 102 of an aircraft 100, which includes:

[0067] An outer skin 174;

[0068] A first bulkhead 126 coupled to the outer skin, which extends laterally between the right side 198 and the left side 200 of the airframe 102;

[0069] A second bulkhead 128 longitudinally spaced from the first bulkhead 126, the second bulkhead being coupled to the outer skin 174 and extending transversely between the right side 198 and the left side 200 of the airframe 102; and

[0070] A pressure bulkhead surface 118 coupled to the first bulkhead 126, the second bulkhead 128, and the outer skin 174, the pressure bulkhead surface extending longitudinally between the second bulkhead 128 and the first bulkhead 126 and transversely between the right side 198 and the left side 200 of the airframe 102,

[0071] wherein the pressure bulkhead surface 118, the first bulkhead 126, and the second bulkhead 128 at least partially define a pressurized space 106 and a non-pressurized space 108 of the aircraft 100.

[0072] Clause 18. The airframe 102 of Clause 17, wherein:

[0073] The outer skin 174, the pressure bulkhead surface 118, the first bulkhead 126, and the second bulkhead 128 form at least a part of the nose landing gear bay 124 of the aircraft 100; and

[0074] The nose landing gear bay 124 is located in the non-pressurized space 108.

[0075] Clause 19. The airframe 102 of Clause 17, wherein:

[0076] The pressure bulkhead surface 118 structurally supports at least a part of the floor 204 of the aircraft 100, the part of the floor 204 including:

[0077] Floor panel supports 110, which are supported by the pressure bulkhead surface 118 in the pressurized space 106;

[0078] A plurality of transmission elements 112, which are located between the floor panel supports 110 and the pressure bulkhead surface 118; and

[0079] A plurality of floor panels 116, which are supported by the floor panel supports 110 and cover the plurality of transmission elements 112;

[0080] The plurality of transmission elements 112 are associated with at least one advanced system 114 of the aircraft 100; and

[0081] At least a part of the plurality of floor panels 116 is removable from the floor panel supports 110 to access the plurality of transmission elements 112 from within the pressurized space 106.

[0082] Clause 20. The airframe 102 of Clause 19, wherein:

[0083] A plurality of transmission elements 112 are coupled to the floor panel support 110 to form a sub-floor assembly 208; and

[0084] The sub-floor assembly 208 is assembled outside the rack 102, installed within the rack 102 and coupled to the pressure bulkhead surface 118.

[0085] Clause 21. An aircraft, the aircraft comprising:

[0086] A rack that forms the nose structure of the aircraft;

[0087] At least one advanced system;

[0088] A wheel well assembly coupled to the rack and forming part of the nose landing gear bay, the wheel well assembly including a pressure bulkhead surface that extends from the right side of the fuselage to the left side of the fuselage and forms part of a pressure boundary that defines a pressurized space and a non-pressurized space;

[0089] A floor panel support supported by the pressure bulkhead surface; and

[0090] A plurality of transmission elements located between the floor panel support and the pressure bulkhead surface; and wherein

[0091] The pressure bulkhead surface and the floor panel support form part of the floor of the aircraft, which part defines a cockpit arranged above the floor in the pressurized space and a nose landing gear bay arranged below the floor in the non-pressurized space;

[0092] The plurality of transmission elements communicate with at least one advanced system; and

[0093] The plurality of transmission elements are accessible from within the cockpit.

[0094] Clause 22. The aircraft of Clause 21, wherein:

[0095] The plurality of transmission elements are coupled to the floor panel support to form a sub-floor assembly; and

[0096] The sub-floor assembly is coupled to the pressure bulkhead surface within the fuselage.

[0097] Clause 23. The aircraft of Clause 21, the aircraft further comprising a plurality of floor panels coupled to the floor panel support and covering the plurality of transmission elements,

[0098] wherein at least a portion of the plurality of floor panels is removable from the floor panel support to access the plurality of transmission elements from within the cockpit.

[0099] Clause 24. The aircraft of Clause 21, wherein:

[0100] The pressure bulkhead surface includes:

[0101] a platform; and

[0102] a plurality of support beams coupled to the platform, each of the plurality of support beams extending longitudinally and being laterally spaced apart from an adjacent support beam of the plurality of support beams;

[0103] a floor panel support supported by and coupled to the plurality of support beams; and

[0104] a portion of a plurality of transmission elements being located between a pair of adjacent support beams of the plurality of support beams.

[0105] Clause 25. The aircraft of Clause 21, wherein:

[0106] The wheel well assembly further comprises:

[0107] a first bulkhead coupled to the airframe, the first bulkhead extending laterally between the right side of the airframe and the left side of the fuselage; and

[0108] a second bulkhead coupled to the airframe, the second bulkhead extending laterally between the right side of the airframe and the left side of the airframe and being longitudinally spaced apart from the first bulkhead;

[0109] a third bulkhead coupled to the airframe, the third bulkhead extending laterally between the right side of the airframe and the left side of the airframe and being longitudinally spaced apart from the second bulkhead; and

[0110] a nose landing gear bay coupled to the airframe, the second bulkhead and the third bulkhead and extending between the third bulkhead and the second bulkhead;

[0111] a pressure bulkhead extending between the second bulkhead and the first bulkhead and coupled to the second bulkhead and the first bulkhead; and

[0112] The first bulkhead, the second bulkhead, the third bulkhead and the nose landing gear form a part of a pressure boundary.

[0113] Clause 26. The aircraft of Clause 25, the aircraft further comprising a nose landing gear coupled to the nose landing gear bay and stowable within the nose landing gear bay.

[0114] Clause 27. The aircraft of Clause 26, wherein:

[0115] The nose landing gear comprises:

[0116] a trunnion coupled to the nose landing gear box;

[0117] a strut coupled to the trunnion;

[0118] an axle coupled to the strut opposite the trunnion; and

[0119] a wheel, the wheel being coupled to an axle; and

[0120] with the nose landing gear stowed in the nose landing gear bay, the axle is positioned closer to the center longitudinal axis of the aircraft than the trunnion.

[0121] Article 28. The aircraft of Article 25, wherein a pressure cabin surface is coupled to the nose landing gear box.

[0122] Article 29. The aircraft of Article 25, wherein the nose landing gear box comprises:

[0123] a first side wall coupled to the airframe, a second bulkhead, and a third bulkhead, the first side wall extending longitudinally between the third bulkhead and the second bulkhead;

[0124] a second side wall coupled to the airframe, a second bulkhead, and a third bulkhead, the second side wall extending longitudinally between the third bulkhead and the second bulkhead; and

[0125] a top wall extending between the first side wall and the second side wall and coupled to the first side wall and the second side wall.

[0126] Article 30. The aircraft of Article 29, wherein the top wall and the pressure cabin surface share a virtual plane.

[0127] Article 31. The aircraft of Article 30, wherein the pressure cabin surface protrudes upward from the second bulkhead to the first bulkhead relative to the horizontal plane.

[0128] Article 32. The aircraft of Article 21, wherein:

[0129] at least one advanced system comprises at least one of the electrical system, hydraulic system, environmental system, and communication system of the aircraft; and

[0130] a plurality of transmission elements comprises at least one communication line for at least one of the electrical system, hydraulic system, environmental system, and communication system of the aircraft.

[0131] Article 33. An aircraft, the aircraft comprising:

[0132] a fuselage;

[0133] at least one advanced system; and

[0134] a floor, the floor comprising:

[0135] a pressure cabin surface coupled to the fuselage and forming at least a part of a pressure boundary defining a pressurized space and a non-pressurized space;

[0136] A floor panel support member supported by a pressure cabin surface in a pressurized space; and a plurality of transmission elements located between the floor panel support member and the pressure cabin surface, the plurality of transmission elements communicating with at least one advanced system of the aircraft.

[0137] Article 34. The aircraft of Article 33, wherein the floor further includes a plurality of floor panels supported by the floor panel support member and covering the plurality of transmission elements, and

[0138] wherein at least a portion of the plurality of floor panels is removable from the floor panel support member to access the plurality of transmission elements from within the pressurized space.

[0139] Article 35. The aircraft of Article 33, wherein:

[0140] The plurality of transmission elements are coupled to the floor panel support member to form a sub-floor assembly; and

[0141] The sub-floor assembly is assembled outside the fuselage, installed within the fuselage, and coupled to the pressure cabin surface.

[0142] Article 36. The aircraft of Article 33, the aircraft further comprising:

[0143] A first bulkhead coupled to the fuselage transverse to the central longitudinal axis of the fuselage and forming at least a portion of a pressure boundary; and

[0144] A second bulkhead coupled to the fuselage transverse to the central longitudinal axis of the fuselage and forming at least a portion of a pressure boundary; and wherein:

[0145] The first bulkhead and the second bulkhead are spaced apart from each other along the central longitudinal axis of the fuselage; and

[0146] The pressure cabin surface extends between the second bulkhead and the first bulkhead and is coupled to the second bulkhead and the first bulkhead.

[0147] Article 37. An aircraft, the aircraft comprising:

[0148] A fuselage frame;

[0149] A wheel well assembly coupled to the fuselage frame, wherein the wheel well assembly and the fuselage frame form a nose landing gear bay;

[0150] A nose landing gear that can be retracted into the nose landing gear bay and includes:

[0151] Trunnions coupled to the wheel well assembly;

[0152] A strut coupled to the trunnions;

[0153] An axle coupled to the strut opposite the trunnions; and

[0154] a wheel, the wheel being coupled to an axle; and

[0155] wherein, when the nose landing gear is stowed in the nose landing gear bay, the axle is positioned closer to the central longitudinal axis of the aircraft than the trunnion.

[0156] Article 38. The aircraft of Article 37, wherein:

[0157] the wheel well assembly and the airframe define a pressurized space and a non-pressurized space of the aircraft; and

[0158] the nose landing gear bay is located in the non-pressurized space.

[0159] Article 39. The aircraft of Article 38, wherein:

[0160] the wheel well assembly includes:

[0161] a pressure cabin surface coupled to the airframe, wherein the pressure cabin surface extends from the right side of the airframe to the left side of the airframe and is inclined upward in the forward direction relative to the horizontal plane; and

[0162] a nose landing gear bay coupled to the pressure cabin surface and the airframe, wherein the nose landing gear bay extends in the rearward direction from the pressure cabin surface;

[0163] the trunnion of the nose landing gear is coupled to the nose landing gear box; and

[0164] when the nose landing gear is stowed in the nose landing gear bay, the wheel of the nose landing gear is positioned adjacent to the pressure cabin surface.

[0165] Article 40. The aircraft of Article 39, the aircraft further comprising:

[0166] a floor panel support coupled to the pressure cabin surface in the pressurized space, wherein the pressure cabin surface and the floor panel support form a part of the cockpit floor of the cockpit of the aircraft; and

[0167] a plurality of operating components located between the floor panel support and the pressure cabin surface.

[0168] Article 41. A method of manufacturing an aircraft, the method comprising the steps of:

[0169] assembling a sub-floor assembly including a floor panel support and a plurality of transmission elements;

[0170] coupling a wheel well assembly to the airframe of the aircraft to form a nose landing gear bay of the aircraft; and

[0171] Couple a sub - floor assembly to a wheel well assembly to form a part of the floor of an aircraft such that a plurality of transmission elements are located between the floor panel support and the wheel well assembly.

[0172] Clause 42. The method of clause 41, the method further comprising: coupling a plurality of transmission elements to at least one advanced system of the aircraft.

[0173] Clause 43. The method of clause 41, the method further comprising: using the wheel well assembly and the airframe to form a pressure boundary defining a pressurized space and a non - pressurized space, wherein the sub - floor assembly is located in the pressurized space.

[0174] Clause 44. The method of clause 43, wherein:

[0175] The step of assembling the sub - floor assembly includes: coupling a plurality of transmission elements and the floor panel support together outside the airframe; and

[0176] The step of coupling the sub - floor assembly to the wheel well assembly includes: installing the sub - floor assembly within the airframe.

[0177] Clause 45. The method of clause 43, the method further comprising:

[0178] Coupling a plurality of floor panels to the floor panel support, wherein the plurality of floor panels form a part of the floor and cover the plurality of transmission elements; and

[0179] Accessing the plurality of transmission elements from within the pressurized space by removing at least a portion of the plurality of floor panels from the floor panel support.

[0180] Clause 46. The method of clause 43, the method further comprising: the step of assembling the wheel well assembly, the wheel well assembly including:

[0181] A pressure bulkhead;

[0182] A first partition, the first partition being coupled to the pressure bulkhead;

[0183] A second partition, the second partition being coupled to the pressure bulkhead and longitudinally spaced from the first partition;

[0184] A nose landing gear bay, the nose landing gear bay being coupled to the second partition and opposite the first partition; and

[0185] A third partition, the third partition being coupled to the nose landing gear box and opposite the second partition.

[0186] Clause 47. The method of clause 46, wherein:

[0187] The step of assembling the wheel well assembly includes: coupling the pressure bulkhead, the first partition, the second partition, the nose landing gear box, and the third partition together outside the airframe; and

[0188] The steps of coupling the wheel well assembly to the airframe include: installing the wheel well assembly within the airframe.

[0189] Clause 48. The method of clause 46, wherein:

[0190] The nose landing gear box includes:

[0191] A first side wall that extends between and is coupled to a third bulkhead and a second bulkhead;

[0192] A second side wall that extends between and is coupled to the third bulkhead and the second bulkhead; and

[0193] A top wall that extends between and is coupled to the first side wall, the second side wall, the third bulkhead, and the second bulkhead; and

[0194] The steps of assembling the wheel well assembly include: coupling the top wall of the nose landing gear box and the pressure bulkhead surface together such that the top wall and the pressure bulkhead surface share a virtual plane.

[0195] Clause 49. The method of clause 48, wherein the steps of assembling the wheel well assembly include: coupling the pressure bulkhead surface to the nose landing gear box.

[0196] Clause 50. The method of clause 49, wherein the steps of assembling the wheel well assembly include: the step of coupling the pressure bulkhead surface to the top wall of the nose landing gear box, wherein the pressure bulkhead surface and the top wall share a virtual plane.

[0197] Clause 51. The method of clause 50, wherein the steps of assembling the wheel well assembly include: tilting the pressure bulkhead surface upwardly from the second bulkhead towards the first bulkhead relative to the horizontal plane.

[0198] Clause 52. The method of clause 46, wherein the steps of coupling the sub-floor assembly to the wheel well assembly include: coupling the floor panel support to the pressure bulkhead surface.

[0199] Clause 53. The method of clause 41, wherein:

[0200] The wheel well assembly includes a plurality of support beams configured to support the floor panel support; each of the plurality of support beams is spaced apart from an adjacent support beam of the plurality of support beams; and

[0201] The steps of coupling the sub-floor assembly to the wheel well assembly include: positioning a portion of the plurality of transmission elements between a pair of adjacent support beams of the plurality of support beams.

[0202] Clause 54. The method of Clause 41, the method further comprising: coupling the nose landing gear to a wheel well assembly within the nose landing gear bay.

[0203] Clause 55. The method of Clause 44, the method further comprising: stowing the nose landing gear within the nose landing gear bay such that the axle of the nose landing gear is positioned closer to the central longitudinal axis of the aircraft than the trunnion of the nose landing gear.

[0204] Clause 56. A method of manufacturing an aircraft, the method comprising the steps of:

[0205] coupling a wheel well assembly to the airframe of the aircraft;

[0206] forming a nose landing gear bay by the wheel well assembly and the airframe;

[0207] coupling the nose landing gear to the wheel well assembly; and

[0208] stowing the nose landing gear within the nose landing gear bay such that the axle of the nose landing gear is positioned closer to the central longitudinal axis of the aircraft than the trunnion of the nose landing gear.

[0209] Clause 57. The method of Clause 56, the method further comprising: forming a pressure boundary defining a pressurized space and a non-pressurized space by the wheel well assembly and the airframe, wherein the nose landing gear bay is located in the non-pressurized space.

[0210] Clause 58. The method of Clause 57, wherein:

[0211] the step of coupling the wheel well assembly to the airframe of the aircraft comprises: coupling the pressure cabin surface of the wheel well assembly to the airframe; and

[0212] the pressure cabin surface extends from the right side of the airframe to the left side of the airframe and is inclined upward in the forward direction relative to the horizontal plane.

[0213] Clause 59. The method of Clause 58, the method further comprising:

[0214] coupling a plurality of operating components of the aircraft to a floor panel support;

[0215] coupling the floor panel support to the pressure cabin surface such that the plurality of operating components are located between the floor panel support and the pressure cabin surface in the pressurized space; and

[0216] coupling a plurality of floor panels to the floor panel support to cover the plurality of operating components.

[0217] Clause 60. The method of Clause 59, the method further comprising: accessing the plurality of operating components by removing at least a portion of the plurality of floor panels.

[0218] Clause 61. The method of Clause 58, wherein:

[0219] The step of coupling the wheel well assembly to the airframe of the aircraft further includes: coupling the nose landing gear box to the airframe and to the pressure bulkhead surface;

[0220] The nose landing gear box extends in a rearward direction from the pressure bulkhead surface; and

[0221] The step of coupling the nose landing gear to the wheel well assembly includes: coupling the trunnions to the nose landing gear box.

[0222] Clause 62. The method of clause 61, wherein:

[0223] The step of coupling the wheel well assembly to the airframe of the aircraft further includes:

[0224] Coupling a first bulkhead to the pressure bulkhead surface and to the airframe, wherein the first bulkhead extends laterally between the right side and the left side of the airframe;

[0225] Coupling a second bulkhead to the nose landing gear box and to the airframe, wherein the second bulkhead extends laterally between the right side and the left side of the airframe and is longitudinally spaced from the first bulkhead; and

[0226] Coupling a third bulkhead to the nose landing gear box opposite the second bulkhead and to the airframe, wherein the third bulkhead extends laterally between the right side and the left side of the airframe; and

[0227] The pressure bulkhead surface slopes upward from the second bulkhead to the first bulkhead relative to the horizontal plane.

[0228] Clause 63. A method of manufacturing an aircraft, the method including:

[0229] Coupling a pressure bulkhead surface to the airframe of the aircraft, wherein the pressure bulkhead surface extends from the right side of the airframe to the left side of the fuselage;

[0230] Coupling a nose landing gear box to the pressure bulkhead surface and to the airframe, wherein the nose landing gear box is located behind the pressure bulkhead surface;

[0231] Using the pressure bulkhead surface, the nose landing gear box, and the airframe to form a part of a pressure boundary that defines a pressurized space and a non-pressurized space of the aircraft;

[0232] Using the pressure bulkhead surface, the nose landing gear box, and the airframe to form a part of the nose landing gear bay of the aircraft that is located in the non-pressurized space;

[0233] Supporting a floor panel support in the pressurized space to the pressure bulkhead surface and to the nose landing gear box to form a cockpit floor of a cockpit above the nose landing gear bay; and

[0234] Access the internal volume of the aircraft between the nose landing gear box and the airframe from inside the cockpit through the floor panel support.

[0235] Clause 64. The method of clause 63, the method further comprising: coupling the nose landing gear of the aircraft to the nose landing gear box such that the nose landing gear can be stowed in the nose landing gear bay below the pressure cabin surface.

[0236] Clause 65. The method of clause 64, the method further comprising:

[0237] Before coupling the floor panel support to the pressure cabin surface and the nose landing gear box, couple a plurality of transmission elements associated with at least one high-level system of the aircraft to the floor panel support such that the plurality of transmission elements are located between the floor panel support and the pressure cabin surface and between the floor panel support and the nose landing gear box; and

[0238] Access the plurality of transmission elements from inside the cockpit through the floor panel support.

[0239] Clause 66. A method of accessing a portion of an aircraft, the method comprising:

[0240] Access the internal volume of the aircraft formed by the airframe, the wheel bay assembly coupled to the airframe, and the floor panel support coupled to the wheel bay assembly through the floor panel support; and

[0241] Access at least a portion of the wheel bay assembly from inside the internal volume.

[0242] Clause 67. The method of clause 66, the method further comprising:

[0243] Access at least a portion of the plurality of transmission elements located between the floor panel support and the wheel bay assembly through the floor panel support.

[0244] Other examples of the disclosed airframe structures, aircraft, and methods will become apparent from the following detailed description, the drawings, and the appended claims. Description of the Drawings

[0245] Figure 1 is a schematic diagram of an example of an aircraft;

[0246] Figure 2 is a schematic side view in partial section of an example of the nose structure of an aircraft;

[0247] Figure 3 is a schematic side view in partial section of an example of the nose structure of an aircraft;

[0248] Figure 4 is a schematic side view in partial section of an example of the nose structure of an aircraft;

[0249] Figure 5 is a schematic cross-sectional view of the nose structure of an aircraft along line 5-5 Figure 3 ;

[0250] Figure 6 is a schematic cross-sectional view of the nose structure of an aircraft along line 6-6 Figure 3 ;

[0251] Figure 7 is a schematic cross-sectional view of the nose structure of an aircraft along line 7-7 Figure 3 ;

[0252] Figure 8 is a schematic cross-sectional view of the nose structure of an aircraft along line 8-8 Figure 3 ;

[0253] Figure 9 is Figure 8 a schematic top view of an example of the nose structure, with the subfloor assembly removed;

[0254] Figure 10 is a schematic bottom perspective view of an example of the wheel well assembly of an aircraft;

[0255] Figure 11 is a schematic bottom perspective view of an example of the nose structure of an aircraft;

[0256] Figure 12 is a schematic side perspective cross-sectional view of a partially cut-away nose structure of an aircraft;

[0257] Figure 13 is a schematic exploded top perspective view of an example of the subfloor assembly and the wheel well assembly of an aircraft;

[0258] Figure 14 is a schematic top perspective view of an example of the subfloor assembly and the wheel well assembly of an aircraft;

[0259] Figure 15 is a flowchart of an example of a method for manufacturing an aircraft;

[0260] Figure 16 is a flowchart of an example of a method for manufacturing an aircraft;

[0261] Figure 17 is a flowchart of an example of a method for manufacturing an aircraft;

[0262] Figure 18 is a flowchart of an example of a method for approaching a part of an aircraft;

[0263] Figure 19 is a flowchart of an aircraft manufacturing and maintenance method;

[0264] Figure 20 is a front three-dimensional view of the nose part of an aircraft, depicting its appearance design;

[0265] Figure 21 is Figure 20 a left side view of the nose part of the aircraft;

[0266] Figure 22 is Figure 20 a right side view of the nose part of the aircraft;

[0267] Figure 23 is Figure 20 a front view of the nose part of the aircraft;

[0268] Figure 24 is Figure 20 a rear view of the nose part of the aircraft;

[0269] Figure 25 is Figure 20 a top view of the nose part of the aircraft; and

[0270] Figure 26 is Figure 20 a bottom view of the nose part of the aircraft. Detailed Implementation Manner

[0271] The following detailed description refers to the accompanying drawings that illustrate specific examples described in this disclosure. Other examples with different structures and operations do not depart from the scope of this disclosure. In different drawings, the same reference numerals may represent the same features, elements, or components.

[0272] The following provides illustrative and non-exhaustive examples that may but are not necessarily required to protect the subject matter according to this disclosure. References to "an example" in this document mean that one or more features, structures, elements, components, characteristics, and / or operation steps described in connection with the example are included in at least one embodiment and / or implementation form of the subject matter according to this disclosure. Thus, phrases such as "an example", "another example", "one or more examples", and similar language throughout this disclosure may but do not necessarily refer to the same example. Additionally, the subject matter characterizing any one example may but does not necessarily include the subject matter characterizing any other example. Moreover, the subject matter characterizing any one example may but does not necessarily combine with the subject matter characterizing any other example.

[0273] Generally refer to Figures 1 to 14, by way of example, the present disclosure describes an aircraft 100, a fuselage 102 of the aircraft 100, and a nose structure 160 of the aircraft 100. More specifically, the present disclosure describes an example of a wheel well assembly 194 that forms part of the nose landing gear bay 124 of the aircraft 100, part of the floor 204 of the aircraft 100, and part of a pressure boundary 104 that defines a pressurized space 106 and an unpressurized space 108. The disclosed configuration of the nose structure 160 advantageously improves the aerodynamic performance characteristics of the aircraft 100, reduces the weight of the aircraft 100, reduces the assembly time and cost of the aircraft 100, reduces the recurring costs associated with inspection and maintenance of the aircraft 100, and improves access to the area around the nose landing gear bay 124.

[0274] Figure 1 An example of the aircraft 100 is schematically illustrated. In this illustrative example, the aircraft 100 is a fixed-wing aircraft. In other examples, the aircraft 100 has any one of a variety of other configurations. The aircraft 100 includes a fuselage 102. The fuselage 102 forms the framework of the fuselage 130 and a pair of wings 162 of the aircraft 100. In this exemplary example, the fuselage 130 includes a nose structure 160, at least one cylindrical tubular portion 246, and a tail 170.

[0275] The aircraft 100 includes a central longitudinal axis 188 and a lateral axis 220. The central longitudinal axis 188 extends through the center of the fuselage 130 from the front end of the aircraft 100 to the rear end of the aircraft 100. For example, the central longitudinal axis 188 extends through the center of a cross-sectional cut of the cylindrical tubular portion 246 of the fuselage 130. The lateral axis 220, also referred to as the side axis, extends from the left side of the aircraft 100 to the right side of the aircraft 100 and is perpendicular to the central longitudinal axis 188.

[0276] Throughout the present disclosure, the relative positions of the structures, elements, or components of the aircraft 100 may be referred to as being "forward," "aft," or "rearward" of another structure, element, or component. As used herein, the terms "forward," "front," "aft," "rearward," and like terms have their ordinary meanings known to those of ordinary skill in the art and refer to positions relative to the direction of movement of the aircraft 100. Similarly, as used herein, the term "forward direction" refers to the direction extending from a rearward position to a forward position, and the term "rearward direction" refers to the direction extending from a forward position to a rearward position.

[0277] In the present disclosure, the relative positions and / or orientations of the structures, elements, or components of the aircraft 100 may be in an orthogonal reference system of the X, Y, Z axes ( Figure 1 and Figure 2) is described. For example, the central longitudinal axis 188 is parallel to the X axis, and the transverse axis 220 is parallel to the Y axis. As used herein, the terms "horizontal", "horizontally" and similar terms refer to structures, elements or components parallel to the XY plane. The terms "vertical", "vertically" and similar terms refer to structures, elements or components perpendicular to the XY plane. In the present disclosure, horizontal and vertical also include approximately horizontal and approximately vertical, respectively.

[0278] As used herein, the term "approximate" means or represents a condition that is close to but not precisely close to the condition that still performs the desired function or achieves the desired result. As an example, the term "approximate" refers to a condition within an acceptable predetermined tolerance or accuracy. For example, the term "approximate" means a condition within 10% of the condition. However, the term "approximate" does not exclude a condition that is exactly the condition.

[0279] The fuselage 130 is the main body of the aircraft 100 and forms the interior 164 of the aircraft 100. The interior 164 is configured to accommodate crew members, one or more passengers, and / or cargo. In one exemplary example, the fuselage 130 is an elongated generally cylindrical fuselage.

[0280] The nose structure 160 of the aircraft 100 forms the front (or forward end) of the fuselage 130, the tail 170 forms the rear (or rear end) of the fuselage 130, and the cylindrical tubular portion 246 forms the middle portion of the fuselage 130. In one example, the nose structure 160 includes such a part of the fuselage 130 that extends from the cylindrical tubular portion 246 (e.g., the constant cross-section portion) of the fuselage 130 to the tip 218 of the nose of the fuselage 130 and has a variable cross-section when viewed along the central longitudinal axis 188. In another example, the nose structure 160 includes the foremost section of multiple sections of the fuselage 130, which includes the cockpit 122 ( Figure 3 ) and the nose landing gear bay 124 ( Figure 3 ). The tail 170 may include at least one vertical stabilizer and / or at least one horizontal stabilizer.

[0281] The aircraft 100 also includes a set of retractable landing gears ( Figure 1 not shown in the figure). This set of landing gears includes two main landing gears (not shown in the figure) and the nose landing gear 136 ( Figure 3 ). Each landing gear is hinged to support the aircraft 100 on the ground and retract after takeoff. The two main landing gears are typically located below the wings 162. The nose landing gear 136, which is also commonly referred to as the front landing gear, is typically located below the front (e.g., nose) of the fuselage 130 and centered along the central longitudinal axis 188.

[0282] The aircraft 100 also includes a plurality of advanced systems 114. The advanced systems 114 include, but are not limited to, at least one of an electrical system 150, a hydraulic system 152, an environmental system 154, a communication system 156, a propulsion system 158, a flight control system 222, and a radar system 224. Any number of other systems may also be included.

[0283] Referring Figures 2 to 9 , in one example, the nose structure 160 includes at least a portion of the airframe 102 of the aircraft 100. In Figure 2 , a portion of the outer skin 174 of the airframe 102 is cut away to show the wheel well assembly 194 and the floor 204 of the aircraft 100. In Figure 3 and Figure 4 , certain portions of the airframe 102 (e.g., the frame 172) are not shown for clarity.

[0284] Referring Figure 2 , in one example, the airframe 102 includes a plurality of frames 172. The frames 172 are the main structural members of the fuselage 130 and form the shape of the fuselage 130. The frames 172 include annular or semi-annular members that are perpendicular to the central longitudinal axis 188 of the fuselage 130 and extend circumferentially therearound. The frames 172 are longitudinally spaced apart along the central longitudinal axis 188.

[0285] The outer skin 174 is coupled to the frames 172 and extends circumferentially around the central longitudinal axis 188. Generally, the outer skin 174 includes a plurality of skin panels. In some examples, the airframe 102 also includes a plurality of reinforcing members (not shown in the figures) commonly referred to as stringers. The reinforcing members are coupled to the inner surface of the outer skin 174 and the frames 172. The reinforcing members are oriented generally parallel to each other and generally parallel to the central longitudinal axis 188 of the fuselage 130.

[0286] Referring Figures 2 to 14 , in one example, the nose structure 160 includes the airframe 102 and the wheel well assembly 194. The wheel well assembly 194 is coupled to the airframe 102. The wheel well assembly 194 forms a part of the nose landing gear bay 124 ( Figures 2 to 6 ). The wheel well assembly 194 includes a pressure bulkhead 118. The pressure bulkhead 118 extends from the right side 198 of the airframe 102 to the left side 200 of the airframe 102, as shown in Figure 6 , Figure 8 and Figure 9 . The pressure bulkhead 118 forms a part of the pressure boundary 104 that defines the pressurized space 106 and the non-pressurized space 108.

[0287] Referring Figures 2 to 4 , Figure 6 , Figure 8 and Figures 12 to 14, in one example, the nose structure 160 further includes a floor panel support 110. The floor panel support 110 is supported by a pressure bulkhead surface 118 in the pressurized space 106, as Figures 2 to 4 and Figure 6 shown. The pressure bulkhead surface 118 and the floor panel support 110 form part of a cockpit floor 120 of the cockpit 122 (commonly also referred to as the flight deck) of the aircraft 100, as Figures 2 to 4 and Figure 6 shown.

[0288] Generally referring to Figures 2 to 4 and in particular Figure 5 , Figure 6 , Figure 8 and Figures 12 to 14 , in one example, the nose structure 160 further includes a plurality of transmission elements 112 ( Figure 5 , Figure 6 , Figure 8 and Figures 12 to 14 ). The plurality of transmission elements 112 are located between the floor panel support 110 and the pressure bulkhead surface 118. The plurality of transmission elements 112 are associated with at least one advanced system 114 ( Figure 1 ) of the aircraft 100. In Figures 2 to 4 , for clarity of illustration, the plurality of transmission elements 112 located between the floor panel support 110 and the pressure bulkhead surface 118 are not shown.

[0289] The wheel well assembly 194 helps to connect the nose landing gear 136 to the airframe 102 and stows the nose landing gear 136 within the nose landing gear bay 124 when the nose landing gear 136 is retracted. The wheel well assembly 194 also helps to transfer the loads transmitted by the nose landing gear 136 to the airframe 102. The connection interface between the wheel well assembly 194 and the airframe 102 (e.g., the outer skin 174) creates a pressure boundary 104 that defines the pressurized space 106 and the non-pressurized space 108. The floor panel support 110 is supported by the pressure bulkhead surface 118 of the wheel well assembly 194 to form the cockpit floor 120, and the plurality of transmission elements 112 ( Figure 5 , Figure 6 and Figure 8 ) are positioned between the floor panel support 110 and the pressure bulkhead surface 118, which optimizes the space available in the nose structure 160 and reduces the volume required for the nose structure 160 to accommodate the plurality of transmission elements 112 and the nose landing gear bay 124.

[0290] As used herein, the term "pressurized space" refers to a space that is configured or capable of being pressurized when the aircraft 100 is at a certain altitude. As used herein, the term "unpressurized space" refers to a space that is not configured or not capable of being pressurized. As used herein, the term "pressure boundary" refers to an interface or junction between structures that serves as a pressure barrier between a pressurized space and an unpressurized space. For example, two structures that are joined together and hermetically sealed (e.g., sealed joined) form a pressure boundary that can withstand a pressure differential.

[0291] As Figure 3 shown, in one example, the aircraft 100 includes a cockpit 122, a passenger cabin 166, a cargo hold 168, and a nose landing gear bay 124. A floor 204 divides the fuselage 130 into the cockpit 122 and the passenger cabin 166 above the floor 204 and the cargo hold 168 and the nose landing gear bay 124 below the floor 204. In one example, the floor 204 includes a cockpit floor 120 and a passenger cabin floor 202. The cockpit floor 120 forms the main deck surface of the cockpit 122 and separates the cockpit 122 from the nose landing gear bay 124. The passenger cabin floor 202 forms the main deck surface of the passenger cabin 166 and separates the passenger cabin 166 from the cargo hold 168. In one example, the pressurized space 106 forms the cockpit 122, the passenger cabin 166, and the cargo hold 168. The unpressurized space 108 forms the nose landing gear bay 124.

[0292] Referring Figure 8 and Figures 12 to 14 In one example, the floor panel support 110 includes a plurality of beams 244. In one example, a portion of the plurality of beams 244 extends longitudinally while another portion of the plurality of beams 244 extends transversely to form a grid pattern. In one example, a plurality of floor panels 116 are supported by and coupled to the plurality of beams 244. In one example, at least a portion of the plurality of transmission elements 112 is coupled to the plurality of beams 244.

[0293] Referring Figures 3 to 5 In one example, the passenger cabin floor 202 includes a plurality of floor beams 240. The plurality of floor beams 240 extend transversely between the right side 198 ( Figure 5 ) of the airframe 102 to the left side 200 ( Figure 5 ) of the airframe 102 and are longitudinally spaced apart from each other. A plurality of passenger cabin floor panels 242 are supported by and coupled to the plurality of floor beams 240. As Figure 4 and Figure 5 shown, in one example, the front portion of the passenger cabin floor 202 is supported by the wheel well assembly 194.

[0294] Generally referring Figures 2 to 4 and Figure 8 and specifically referringFigures 12 to 14 In one example, a plurality of transmission elements 112 are coupled to the floor panel support 110 to form a sub-floor assembly 208. The sub-floor assembly 208 is coupled to the pressure bulkhead surface 118 within the rack 102.

[0295] Thus, in one example, the assembly of the floor panel support 110 and the coupling of the plurality of transmission elements 112 to the floor panel support 110 are performed before installing the sub-floor assembly 208 within the rack 102. The plurality of transmission elements 112 and the floor panel support 110 are configured as an integral or unitary component (i.e., the sub-floor assembly 208) external to the rack 102. The sub-floor assembly 208 is then transported and installed within the rack 102 (within the nose structure 160). The layout and / or selection of the plurality of transmission elements 112 may be based on the design of the aircraft 100 and / or the advanced system 114 to which the plurality of transmission elements 112 will be coupled. This approach advantageously improves cycle time and reduces the costs associated with the manufacture of the aircraft 100.

[0296] Generally referring to Figures 2 to 4 and in particular Figures 12 to 14 in one example, the nose structure 160 includes a plurality of floor panels 116. In Figures 12 to 14 only a portion of the plurality of floor panels 116 is shown. The plurality of floor panels 116 are supported by and coupled to the floor panel support 110. The plurality of floor panels 116 cover the plurality of transmission elements 112. At least a portion of the plurality of floor panels 116 may be removed from the floor panel support 110 to access the plurality of transmission elements 112 from within the cockpit 122.

[0297] Thus, the floor panels 116 serve as a surface floor and form a part of the cockpit floor 120. Selectively removing a portion of the plurality of floor panels 116 allows access, for example, to the plurality of transmission elements 112 located between the floor panel support 110 and the pressure bulkhead surface 118 through the floor panel support 110 during assembly, inspection, and / or maintenance. Compared to traditional aircraft designs, this approach advantageously simplifies access to the plurality of transmission elements 112, which can be accessed from above rather than below the pressure bulkhead surface 118, where transmission elements and other operating components are in a very limited space between the nose landing gear bay and the fuselage in traditional aircraft designs. Additionally, selectively removing a portion of the plurality of floor panels 116 also allows access to at least a portion of the wheel well assembly 194 through the floor panel support 110.

[0298] Referring to Figure 8 and Figure 9 and Figure 13 and Figure 14, in one example, the pressure cabin surface 118 includes a platform 144 and a plurality of support beams 146. The plurality of support beams 146 are coupled to the platform 144. The floor panel support 110 is supported by and coupled to the plurality of support beams 146.

[0299] Generally, the platform 144 of the pressure cabin surface 118 is a panel structure configured to support the expected cockpit loads. The pressure cabin surface 118 (e.g., the panel structure) may also include stiffeners. As Figure 13 shown, in one example, the plurality of support beams 146 project vertically upward from the surface of the platform 144 and provide structural support for the placement and connection of the floor panel support 110. The plurality of support beams 146 space the floor panel support 110 from the platform 144 to accommodate the placement of the plurality of transmission elements 112 between the floor panel support 110 and the platform 144.

[0300] Referring to Figure 9 、 Figure 13 and Figure 14 , in one example, each of the plurality of support beams 146 extends longitudinally and is laterally spaced from an adjacent support beam among the plurality of support beams 146. A portion of the plurality of transmission elements 112 is located between a pair of adjacent support beams 196 among the plurality of support beams 146.

[0301] As used herein, the terms "longitudinally", "longitudinal" and like terms refer to along (e.g., generally parallel to) the central longitudinal axis 188 of the aircraft 100 ( Figure 1 and Figure 2 ). The terms "transversely", "transverse" and like terms refer to along (e.g., generally parallel to) the lateral axis 220 of the aircraft 100 ( Figure 1 ).

[0302] As Figure 13 and Figure 14 shown, in one example, at least a portion of the plurality of transmission elements 112 is coupled to the lower side of the floor panel support 110 and extends longitudinally along the floor panel support 110. These longitudinally extending portions of the plurality of transmission elements 112 are positioned such that they fit between a pair of adjacent support beams 196 among the plurality of support beams 146 ( Figure 13)(e.g., a pair of support beams side by side). For example, a portion of a plurality of transmission elements 112 is located between a pair of adjacent support beams 196 of the plurality of support beams 146, and another portion of the plurality of transmission elements 112 is located between another pair of adjacent support beams 196 of the plurality of support beams 146. Any number of transmission elements 112 can be positioned between any pair of adjacent support beams 196 of the plurality of support beams 146. As used herein, the phrase "a number" means one or more of a given item. For example, the plurality of transmission elements 112 are arranged on or relative to the floor panel support 110 such that one or more of the transmission elements 112 are positioned between a corresponding pair of adjacent support beams 196 of the support beams 146. This arrangement reduces the volume required to mount the plurality of transmission elements 112 by substantially positioning the plurality of transmission elements 112 within the floor 204 of the fuselage 130( Figures 2 to 4 ) and thus reducing the volume required to mount the plurality of transmission elements 112.

[0303] Generally referring to Figure 5 、 Figure 6 and Figure 8 , and particularly Figures 12 to 14 , in one example, the plurality of transmission elements 112 include communication lines 148. The communication lines 148 are used for or associated with the electrical system 150 of the aircraft 100( Figure 1 ), the hydraulic system 152( Figure 1 ), the environmental system 154( Figure 1 ), the communication system 156( Figure 1 ), the flight control system 222( Figure 1 ), the radar system 224( Figure 1 ) or at least one of another advanced system 114( Figure 1 ).

[0304] In one example, the communication lines 148 include electrical lines that transmit electrical power, electrical signals, and / or data between two or more electronic components that are in electrical communication with each other, and the electronic components are those associated with, for example, the electrical system 150, the communication system 156, the flight control system 222, and / or the radar system 224. In another example, the communication lines 148 include hydraulic lines that transfer hydraulic fluid between two or more hydraulic components (e.g., those associated with the hydraulic system 152) that are in fluid communication with each other. In another example, the communication lines 148 include other types of fluid transfer lines that transmit air, oxygen, or another fluid between two or more environmental components that are in fluid communication with each other, and the environmental components are those associated with, for example, the environmental system 154.

[0305] Referring to Figures 2 to 7 and Figures 9 to 13, in one example, the wheel well assembly 194 includes a first bulkhead 126 ( Figure 5 and Figure 6 not shown in). The first bulkhead 126 is coupled to the airframe 102 and extends laterally between the right side 198 and the left side 200 of the airframe 102, as Figure 7 shown. The first bulkhead 126 forms part of the pressure boundary 104. The wheel well assembly 194 also includes a second bulkhead 128 ( Figure 5 and Figure 7 not shown in). The second bulkhead 128 is coupled to the airframe 102 and extends laterally between the right side 198 and the left side 200 of the airframe 102, as Figure 6 shown. The second bulkhead 128 forms part of the pressure boundary 104. The first bulkhead 126 and the second bulkhead 128 are longitudinally spaced apart from each other. The pressure bulkhead surface 118 extends between the first bulkhead 126 and the second bulkhead 128 and is coupled to the first and second bulkheads, as Figures 2 to 4 and Figures 9 to 11 shown in.

[0306] Referring to Figures 2 to 5 and Figures 9 to 13 , in one example, the airframe 102 further includes a nose landing gear box 134. The nose landing gear box 134 is coupled to the second bulkhead 128 and the airframe 102. The nose landing gear box 134 forms part of the pressure boundary 104. The nose landing gear 136 of the aircraft 100 can be mounted within the nose landing gear box 134. In one example, the second bulkhead 128 is configured to react to loads transmitted by the nose landing gear 136 through the nose landing gear box 134. For example, the second bulkhead 128 transfers the load to the outer skin 174 and / or the frame 172.

[0307] Referring to Figures 2 to 5 and Figures 9 to 13 , in one example, the wheel well assembly 194 includes a third bulkhead 132. The third bulkhead 132 is coupled to the airframe 102 and the nose landing gear box 134, and extends laterally between the right side 198 and the left side 200 of the airframe 102, as Figure 5 shown. The third bulkhead 132 forms part of the pressure boundary 104. In one example, the third bulkhead 132 is configured to react to loads transmitted by the nose landing gear 136 through the nose landing gear box 134. For example, the third bulkhead 132 transfers the load to the outer skin 174 and / or the frame 172.

[0308] Generally referring to Figures 2 to 6 and Figure 9 , and particularly referring to Figures 10 to 12, in one example, the nose landing gear box 134 is a three-sided structure. The nose landing gear box 134 is located at the rear of the second bulkhead 128. The nose landing gear box 134 includes a first sidewall 176. The first sidewall 176 is coupled to the airframe 102, the second bulkhead 128, and the third bulkhead 132. The first sidewall 176 extends longitudinally between the third bulkhead 132 and the second bulkhead 128. The first sidewall 176 forms part of the pressure boundary 104. The nose landing gear box 134 further includes a second sidewall 178. The second sidewall 178 is coupled to the airframe 102, the second bulkhead 128, and the third bulkhead 132. The second sidewall 178 extends longitudinally between the third bulkhead 132 and the second bulkhead 128 and is laterally spaced from the first sidewall 176. The second sidewall 178 forms part of the pressure boundary 104. The nose landing gear box 134 further includes a top wall 180. The top wall 180 extends between and is coupled to the first sidewall, the second sidewall, the third bulkhead, and the second bulkhead between the first sidewall 176, the second sidewall 178, the third bulkhead 132, and the second bulkhead 128. The top wall 180 forms part of the pressure boundary 104.

[0309] In one example, each of the first bulkhead 126, the second bulkhead 128, and / or the third bulkhead 132 is a panel structure configured to support an expected load. Each of the first bulkhead 126, the second bulkhead 128, and / or the third bulkhead 132 (e.g., the panel structure) may also include stiffeners.

[0310] In one example, each of the first sidewall 176, the second sidewall 178, and / or the top wall 180 is a panel structure configured to support an expected load. Each of the first sidewall 176, the second sidewall 178, and / or the top wall 180 (e.g., the panel structure) may also include stiffeners.

[0311] In one example, the pressure cabin surface 118 is coupled to and sealed to the airframe 102, the first bulkhead 126, and the second bulkhead 128. A portion of the pressure boundary 104 is formed by a sealed connection between the pressure cabin surface 118 and the airframe 102 (e.g., the outer skin 174 of the airframe 102). A portion of the pressure boundary 104 is formed by a sealed connection between the pressure cabin surface 118 and the first bulkhead 126. A portion of the pressure boundary 104 is formed by a sealed connection between the pressure cabin surface 118 and the second bulkhead 128. Thus, the pressure cabin surface 118 is pressurized and serves as a pressure barrier between the pressurized space 106 located above the pressure cabin surface 118 and the non-pressurized space 108 located below the pressure cabin surface 118.

[0312] In one example, the first bulkhead 126 includes a lower portion 232 and an upper portion 182. The lower portion 232 of the first bulkhead 126 is coupled to the frame 102 but not sealed to the frame 102. The upper portion 182 of the first bulkhead 126 is coupled to and sealed to the frame 102. The pressure cabin surface 118 is coupled to and sealed to the upper portion 182 of the first bulkhead 126. A portion of the pressure boundary 104 is formed by a sealed connection between the upper portion 182 of the first bulkhead 126 and the frame 102 (e.g., the outer skin 174 of the frame 102). A portion of the pressure boundary 104 is formed by a sealed connection between the pressure cabin surface 118 and the upper portion 182 of the first bulkhead 126. Thus, the upper portion 182 of the first bulkhead 126 is pressurized and serves as a pressure barrier between the pressurized space 106 behind the upper portion 182 and the non-pressurized space 108 in front of the upper portion 182. The lower portion 232 of the first bulkhead 126 is not pressurized and does not serve as a pressure barrier between the non-pressurized space 108 behind the lower portion 232 and the non-pressurized space 108 in front of the lower portion 232.

[0313] In one example, the second bulkhead 128 is coupled to and sealed to the frame 102 and the pressure cabin surface 118. A portion of the pressure boundary 104 is formed by a sealed connection between the second bulkhead 128 and the frame 102 (e.g., the outer skin 174 of the frame 102). Thus, the second bulkhead 128 is pressurized and serves as a pressure barrier between the pressurized space 106 behind the second bulkhead 128 and the non-pressurized space 108 in front of the second bulkhead 128.

[0314] In one example, the third bulkhead 132 is coupled to and sealed to the frame 102. A portion of the pressure boundary 104 is formed by a sealed connection between the third bulkhead 132 and the frame 102 (e.g., the outer skin 174 of the frame 102). Thus, the third bulkhead 132 is pressurized and serves as a pressure barrier between the pressurized space 106 behind the second bulkhead 128 and the non-pressurized space 108 in front of the third bulkhead 132.

[0315] In one example, the nose landing gear box 134 is coupled to and sealed to the second bulkhead 128, the third bulkhead 132, and the frame 102. A portion of the pressure boundary 104 is formed by a sealed connection between the nose landing gear box 134 and the second bulkhead 128. A portion of the pressure boundary 104 is formed by a sealed connection between the nose landing gear box 134 and the third bulkhead 132. A portion of the pressure boundary 104 is formed by a sealed connection between the nose landing gear box 134 and the frame 102 (e.g., the outer skin 174 of the frame 102). Thus, the nose landing gear box 134 is pressurized and serves as a pressure barrier between the pressurized space 106 outside the nose landing gear box 134 and the non-pressurized space 108 inside the nose landing gear box 134.

[0316] In one example, the internal space 258 of the nose landing gear box 134 ( Figure 10 and Figure 11 )(formed between the first side wall 176, the second side wall 178 and the top wall 180) forms part of the nose landing gear bay 124 and is located in the unpressurized space 108. The nose landing gear 136 is coupled to the nose landing gear box 134 within the internal space 258, as shown in Figure 3 、 Figure 4 and Figure 11 . As shown in Figure 4 and Figure 12 , when the nose landing gear 136 is retracted, a portion of the nose landing gear 136 is stowed within the nose landing gear box 134.

[0317] In one example, the internal volume 256 of the aircraft 100 that is external to the nose landing gear box 134, between the nose landing gear box 134 and the airframe 102, and between the second bulkhead 128 and the third bulkhead 132 ( Figure 5 and Figure 11 ) is in the pressurized space 106.

[0318] In one example, the first side wall 176 of the nose landing gear box 134 is coupled to and sealed to the airframe 102, the second bulkhead 128, and the third bulkhead 132. A portion of the pressure boundary 104 is formed by a sealed connection between the first side wall 176 and the second bulkhead 128. A portion of the pressure boundary 104 is formed by a sealed connection between the first side wall 176 and the third bulkhead 132. A portion of the pressure boundary 104 is formed by a sealed connection between the first side wall 176 and the airframe 102 (e.g., the outer skin 174 of the airframe 102). Thus, the first side wall 176 is pressurized and serves as a pressure barrier between the pressurized space 106 outside the first side wall 176 and the unpressurized space 108 inside the first side wall 176.

[0319] In one example, the second side wall 178 of the nose landing gear box 134 is coupled to and sealed to the airframe 102, the second bulkhead 128, and the third bulkhead 132. A portion of the pressure boundary 104 is formed by a sealed connection between the second side wall 178 and the second bulkhead 128. A portion of the pressure boundary 104 is formed by a sealed connection between the second side wall 178 and the third bulkhead 132. A portion of the pressure boundary 104 is formed by a sealed connection between the second side wall 178 and the airframe 102 (e.g., the outer skin 174 of the airframe 102). Thus, the second side wall 178 is pressurized and serves as a pressure barrier between the pressurized space 106 outside the second side wall 178 and the unpressurized space 108 inside the second side wall 178.

[0320] In one example, the top wall 180 of the nose landing gear box 134 is coupled to and sealed to the second bulkhead 128, the third bulkhead 132, the first sidewall 176, and the second sidewall 178. A portion of the pressure boundary 104 is formed by a sealed connection between the top wall 180 and the second bulkhead 128. A portion of the pressure boundary 104 is formed by a sealed connection between the top wall 180 and the third bulkhead 132. A portion of the pressure boundary 104 is formed by a sealed connection between the top wall 180 and the first sidewall 176. A portion of the pressure boundary 104 is formed by a sealed connection between the top wall 180 and the second sidewall 178. Accordingly, the top wall 180 is pressurized and serves as a pressure barrier between the pressurized space 106 above the top wall 180 and the non-pressurized space 108 below the top wall 180.

[0321] Referring Figures 2 to 4 and Figures 7 to 14 , in one example, the first bulkhead 126 is vertically oriented and coupled to the outer skin 174 and the pressure bulkhead surface 118 of the airframe 102 to form a portion of the pressure boundary 104. In one example, the first bulkhead 126 is coupled to (e.g., tied to) one or more of the frames 172 ( Figure 1 ) of the airframe 102. The first bulkhead 126 is located at the foremost position on the wheel well assembly 194.

[0322] In one example, the lower portion 232 of the first bulkhead 126 is vertically oriented and extends from the airframe 102 to the pressure bulkhead surface 118 and partially defines the nose landing gear bay 124. In one example, the pressure bulkhead surface 118 is coupled to the first bulkhead 126 near the intersection of the lower portion 232 and the upper portion 182. The upper portion 182 projects from the pressure bulkhead surface 118.

[0323] In one example, the upper portion 182 of the first bulkhead 126 slopes upward and forward from the pressure bulkhead surface 118 toward the front end of the nose structure 160 (e.g., is inclined with respect to the lower portion 232 of the first bulkhead 126). This upward and forward sloping configuration of the upper portion 182 of the first bulkhead 126 provides an improved ability of the first bulkhead 126 to resist impact energy from an airborne object (e.g., bird strike). For example, the angle of the upper portion 182 with respect to a horizontal plane (e.g., the XY plane) enables the first bulkhead 126 to deflect an object downward such that the nose structure 160 receives a glancing impact and thus does not absorb all of the impact energy. This upward and forward sloping configuration also enables the cockpit 122 ( Figure 3 ) to be seated further forward, thereby reducing the cross-sectional dimension of the nose structure 160 and / or shortening the length of the nose structure 160.

[0324] In one example, the upper portion 182 of the first bulkhead 126 is set at a non-zero angle relative to the XY plane. In one example, the angle of the upper portion 182 relative to the XY plane is about forty-five degrees. In another example, the angle of the upper portion 182 relative to the XY plane is less than about forty-five degrees.

[0325] Referring Figure 4 , in one example, the nose of the aircraft 100 includes a radome 192 coupled to the airframe 102 at the front end of the aircraft 100. The radome 192 houses certain components of the aircraft 100, such as one or more components of the radar system 224 ( Figure 1 ). In one example, one or more components of the radar system 224, such as at least one antenna 234 ( Figure 4 , Figure 7 and Figure 8 ) associated with a weather radar system, a glide slope landing system, and / or a locator system, are coupled to the forward surface of the lower portion 232 of the first bulkhead 126 behind the radome 192. In one example, the internal volume of the radome 192, in front of the first bulkhead 126, is in the unpressurized space 108.

[0326] Referring Figures 2 to 4 , Figure 6 and Figures 9 to 11 , in one example, the second bulkhead 128 is vertically oriented and coupled to the outer skin 174 and the pressure cabin surface 118 of the airframe 102 to form part of the pressure boundary 104. In one example, the second bulkhead 128 is coupled to (e.g., tied to) one or more of the frames 172 ( Figure 1 ) of the airframe 102. The second bulkhead 128 is located behind the first bulkhead 126.

[0327] Referring Figures 2 to 5 and Figures 9 to 11 , in one example, the third bulkhead 132 is vertically oriented and coupled to the outer skin 174 of the airframe 102 to form part of the pressure boundary 104. In one example, the third bulkhead 132 is coupled to (e.g., tied to) one or more of the frames 172 ( Figure 1 ) of the airframe 102. The third bulkhead 132 is located behind the second bulkhead 128.

[0328] Referring Figure 5 , Figures 9 to 11 and Figure 13, in one example, the first sidewall 176 is vertically oriented and coupled to the outer skin 174 of the airframe 102 to form part of the pressure boundary 104. The second sidewall 178 is vertically oriented and coupled to the outer skin 174 of the airframe 102 to form part of the pressure boundary 104. In one example, the first sidewall 176 and the second sidewall 178 are coupled to (e.g., tied to) one or more of the frames 172 of the airframe 102( Figure 1 ). In one example, the wheel well assembly 194 includes frame joints 210( Figure 10 and Figure 11 ), which are coupled to each of the first sidewall 176 and the second sidewall 178 and to corresponding frames in the frames 172( Figure 2 ).

[0329] Generally referring to Figures 3 to 7 , and particularly referring to Figure 10 and Figure 11 , in one example, the rear end of each of the first sidewall 176, the second sidewall 178, and the top wall 180 is coupled to the third bulkhead 132 and forms part of the pressure boundary 104. Thus, the third bulkhead 132 forms the rear or back wall that closes the rear end of the nose landing gear box 134. The front end of each of the first sidewall 176, the second sidewall 178, and the top wall 180 is coupled to the second bulkhead 128 and forms part of the pressure boundary 104. The second bulkhead 128 includes an opening 184( Figure 10 and Figure 11 ). The front ends of the first sidewall 176, the second sidewall 178, and the top wall 180 surround the perimeter of the opening 184. The opening 184 accommodates a portion of the nose landing gear when the nose landing gear 136 retracts into the nose landing gear bay 124.

[0330] Referring to Figure 4 , in one example, a portion (e.g., the rear portion) of the floor panel support 110 is supported by the nose landing gear box 134. For example, a portion of the floor panel support 110 is supported by the top wall 180 of the nose landing gear box 134. In one example, the nose structure 160 includes at least one rod 216. The rod 216 is coupled to the top wall 180 and the floor panel support 110.

[0331] Generally referring to Figures 3 to 7 , and particularly referring to Figure 10 and Figure 11 , in one example, the nose landing gear box 134 is coupled to the pressure bulkhead 118. The pressure bulkhead 118 is configured to respond to loads transmitted by the nose landing gear 136 through the nose landing gear box 134. For example, the pressure bulkhead 118 transfers the loads to the outer skin 174 and / or the frame 172.

[0332] Referring toFigure 10 and Figure 11 , in one example, the wheel well assembly 194 includes a gusset plate 226 coupled to the nose landing gear box 134 and the pressure bulkhead surface 118. In one example, the gusset plate 226 extends through an opening 184 in the second bulkhead 128.

[0333] Generally referring to Figures 2 to 6 and Figure 9 , and particularly referring to Figures 10 to 12 , in one example, the top wall 180 of the nose landing gear box 134 is coupled to the pressure bulkhead surface 118. This configuration facilitates more efficient load transfer from the nose landing gear box 134 to the pressure bulkhead surface 118. In one example, the top wall 180 and the pressure bulkhead surface 118 share a common virtual plane 214, as shown in Figure 2 .

[0334] Referring to Figures 2 to 4 , in one example, the pressure bulkhead surface 118 is angled upward from the second bulkhead 128 toward the first bulkhead 126 relative to a horizontal plane (e.g., the XY plane). In one example, the top wall 180 of the nose landing gear box 134 is also angled upward from the third bulkhead 132 toward the second bulkhead 128 (or the pressure bulkhead surface 118) relative to a horizontal plane (e.g., the XY plane). This upwardly angled configuration helps to reduce the cross-sectional dimension of the nose structure 160 as viewed along the central longitudinal axis 188 ( Figure 2 ) and enables the nose landing gear 136 to be positioned in a relatively higher position, closer to the cockpit floor 120, when in the retracted position. This upwardly angled configuration also provides a drainage path for condensate or other fluids.

[0335] The present disclosure recognizes that in certain types of aircraft, e.g., cargo aircraft or freight aircraft, it may be desirable for the aircraft to have a less nose-down orientation when on the ground, which in turn places the floor orientation of the aircraft in a more level orientation and makes it easier for cargo to move along the floor in the fore-aft direction. One technique for leveling the floor is to increase the length of the nose landing gear, which raises the nose of the aircraft when on the ground. Thus, the configuration of the nose structure 160, particularly the configuration of the wheel well assembly 194, and more particularly the upwardly angled configuration of the pressure bulkhead surface 118, enables the nose structure 160 to accommodate an increase in the length of the nose landing gear 136.

[0336] In one example, the pressure bulkhead surface 118 and / or the top wall 180 of the nose landing gear box 134 are disposed at an acute angle relative to the XY plane. In one example, the angle of the pressure bulkhead surface 118 and / or the top wall 180 relative to the XY plane is less than about forty-five degrees. In another example, the angle of the pressure bulkhead surface 118 and / or the top wall 180 relative to the XY plane is less than about thirty-five degrees. In another example, the angle of the pressure bulkhead surface 118 and / or the top wall 180 relative to the XY plane is less than about twenty-five degrees. In another example, the angle of the pressure bulkhead surface 118 and / or the top wall 180 relative to the XY plane is less than about fifteen degrees.

[0337] In another example (not shown in the figures), the pressure bulkhead surface 118 and / or the top wall 180 of the nose landing gear box 134 are horizontal (e.g., oriented generally parallel to the XY plane).

[0338] Thus, the wheel well assembly 194 and the airframe 102 form the nose landing gear bay 124 and the pressure boundary 104 that defines the pressurized space 106 and the non-pressurized space 108. The volume or space within the wheel well assembly 194 is not pressurized (e.g., forms the non-pressurized space 108). The volume or space surrounding the exterior of the wheel well assembly 194 is pressurized (e.g., forms the pressurized space 106).

[0339] Referring Figure 6 , in one example, the nose structure 160 further includes a nose landing gear door 228. The nose landing gear door 228 is coupled to the airframe 102 and is configured to open and close. When closed, the nose landing gear door 228 encloses the nose landing gear bay 124 and forms a part of the bottom of the fuselage 130. In one example, the nose landing gear door 228 opens to deploy and retract the nose landing gear 136, and closes during flight to retract the nose landing gear 136 within the nose landing gear bay 124. In another example, the nose landing gear door 228 includes a front set of doors and a rear set of doors. In this example, when the nose landing gear is fully deployed and the rear set of doors remains open, the front set of doors closes.

[0340] Referring Figure 10 and Figure 11 , in one example, the nose structure 160 further includes a pair of front door beams 212. The front door beams 212 extend longitudinally and are coupled to the nose landing gear box 134 (e.g., the first side wall 176 and the second side wall 178) and the first bulkhead 126. The front door beams 212 frame the nose landing gear bay 124. The nose landing gear door 228 ( Figure 6 ) is coupled to the front door beams 212 and is supported by the front door beams.

[0341] Referring Figure 10 、 Figure 11 and Figure 13, in one example, the nose structure 160 includes a plurality of load reaction members coupled between the wheel well assembly 194 and the outer skin 174 of the airframe 102. In one example, the first load reaction member 138 is coupled to the second bulkhead 128 and the outer skin 174. The first load reaction member 138 extends along the boundary between the second bulkhead 128 and the outer skin 174. The first load reaction member 138 is configured to transfer a load from the second bulkhead 128 to the outer skin 174. The second load reaction member 140 is coupled to the third bulkhead 132 and the outer skin 174. The second load reaction member 140 extends along the boundary between the third bulkhead 132 and the outer skin 174. The second load reaction member 140 is configured to transfer a load from the third bulkhead 132 to the outer skin 174 of the fuselage 130. In one example, the first load reaction member 138 and the second load reaction member 140 are also coupled (e.g., tied) to corresponding frames in the frame 172 of the airframe 102.

[0342] In one example, the third load reaction member 186 is coupled to the nose landing gear box 134 and the outer skin 174. The third load reaction member 186 extends along the boundary between the first sidewall 176 and the outer skin 174 and along the boundary between the second sidewall 178 and the outer skin 174. The third load reaction member 186 is configured to transfer a load from the nose landing gear box 134 to the outer skin 174.

[0343] Generally referring to Figures 1 to 14 , in one example, the disclosed nose structure 160 of the aircraft 100 includes an airframe 102. The airframe 102 includes a pressure bulkhead surface 118 that forms a part of a pressure boundary 104 that defines a pressurized space 106 and a non-pressurized space 108. The nose structure 160 also includes a floor panel support 110 supported in the pressurized space 106 by the pressure bulkhead surface 118. The nose structure 160 also includes a plurality of operating components 248 ( Figure 5 , Figure 6 , Figure 8 and Figures 12 to 14 ) in the pressurized space 106 between the floor panel support 110 and the pressure bulkhead surface 118. The plurality of operating components 248 are associated with at least one advanced system 114 of the aircraft 100.

[0344] In one example, the plurality of operating components 248 include any number of electrical components, mechanical components, hydraulic components, pneumatic components, or other components of the aircraft 100 that are used for the electrical system 150 of the aircraft 100 ( Figure 1 ), the hydraulic system 152 ( Figure 1 ), the environmental system 154 ( Figure 1 ), the communication system 156 ( Figure 1 ), the flight control system 222 (Figure 1 )), the radar system 224( Figure 1 ) or at least one of another advanced system in the advanced system 114( Figure 1 ) or is associated therewith. In one example, the plurality of operating components 248 includes a plurality of transmission elements 112 (e.g., communication line 148).

[0345] In one example, the pressure cabin surface 118 extends from the right side 198 of the fuselage 102 to the left side 200 of the fuselage 102. The pressure cabin surface 118 and the floor panel support 110 form a part of the cockpit floor 120 of the cockpit 122 of the aircraft 100 that is located in the pressurized space 106. The pressure cabin surface 118 forms a part of the nose landing gear bay 124 of the aircraft 100 that is located in the non-pressurized space 108.

[0346] In one example, the plurality of operating components 248 is coupled to the floor panel support 110 to form a sub-floor assembly 208. The sub-floor assembly 208 is assembled outside the fuselage 102 and is coupled to the pressure cabin surface 118 within the fuselage 102.

[0347] In one example, the nose structure 160 includes a plurality of floor panels 116 supported by the floor panel support 110 and covering the plurality of operating components 248. At least a portion of the plurality of floor panels 116 is removable from the floor panel support 110 to access the plurality of operating components 248 from within the cockpit 122.

[0348] Generally referring to Figures 1 to 14 , an example of the aircraft 100 is also disclosed. In one example, the aircraft 100 includes a fuselage 102. The fuselage 102 forms the nose structure 160 of the aircraft 100. The aircraft 100 further includes at least one advanced system 114( Figure 1)。The aircraft 100 further includes a wheel well assembly 194 that is coupled to the airframe 102 and forms part of the nose landing gear bay 124. The wheel well assembly 194 includes a pressure bulkhead surface 118 that extends from the right side 198 of the airframe 102 to the left side 200 of the airframe 102 and forms part of a pressure boundary 104 that defines a pressurized space 106 and a non-pressurized space 108. The aircraft 100 further includes a floor panel support 110 supported by the pressure bulkhead surface 118. The aircraft 100 further includes a plurality of transmission elements 112 located between the floor panel support 110 and the pressure bulkhead surface 118. The pressure bulkhead surface 118 and the floor panel support 110 form part of the floor 204 of the aircraft 100 that defines a cockpit 122 disposed above the floor 204 and within the pressurized space 106 and a nose landing gear bay 124 disposed below the floor 204 and within the non-pressurized space 108. The plurality of transmission elements 112 are associated with at least one advanced system 114. The plurality of transmission elements 112 are accessible from within the cockpit 122.

[0349] Referring Figures 12 to 14 , in one example of the aircraft 100, the plurality of transmission elements 112 are coupled to the floor panel support 110 to form a sub-floor assembly 208. The sub-floor assembly 208 is coupled to the pressure bulkhead surface 118 within the airframe 102.

[0350] In one example, the aircraft 100 includes a plurality of floor panels 116 coupled to the floor panel support 110 and covering the plurality of transmission elements 112. At least a portion of the plurality of floor panels 116 is removable from the floor panel support 110 to access the plurality of transmission elements 112 from within the cockpit 122.

[0351] Referring Figure 8 、 Figure 9 、 Figure 13 and Figure 14 , in one example of the aircraft 100, the pressure bulkhead surface 118 includes a platform 144 and a plurality of support beams 146 coupled to the platform 144. The floor panel support 110 is supported by and coupled to the plurality of support beams 146. In one example, each of the plurality of support beams 146 extends longitudinally and is laterally spaced from an adjacent support beam among the plurality of support beams 146. A portion of the plurality of transmission elements 112 is located between a pair of adjacent support beams 196 among the plurality of support beams 146.

[0352] Referring Figures 9 to 14, in one example of the aircraft 100, the wheel well assembly 194 includes a first bulkhead 126 coupled to the airframe 102, the first bulkhead extending laterally between the right side 198 and the left side 200 of the airframe 102. The wheel well assembly 194 further includes a second bulkhead 128 coupled to the airframe 102, the second bulkhead extending laterally between the right side 198 and the left side 200 of the airframe 102 and longitudinally spaced from the first bulkhead 126. The wheel well assembly 194 further includes a third bulkhead 132 coupled to the airframe 102, the third bulkhead extending laterally between the right side 198 and the left side 200 of the airframe 102 and longitudinally spaced from the second bulkhead 128. The wheel well assembly 194 further includes a nose landing gear box 134, the nose landing gear box being coupled to the airframe 102, the second bulkhead 128, and the third bulkhead 132 and extending between the third bulkhead 132 and the second bulkhead 128. The pressure bulkhead surface 118 extends between the first bulkhead 126 and the second bulkhead 128 and is coupled to the first and second bulkheads. The first bulkhead 126, the second bulkhead 128, the third bulkhead 132, and the nose landing gear box 134 form part of the pressure boundary 104.

[0353] Referring to Figure 3 , Figure 4 , Figure 11 and Figure 12 , in one example, the aircraft 100 includes a nose landing gear 136, the nose landing gear being coupled to the nose landing gear box 134 and retractable within the nose landing gear bay 124.

[0354] Referring to Figure 3 and Figure 4 , in one example, the nose landing gear 136 is mounted within the nose landing gear box 134. The second bulkhead 128 and the third bulkhead 132 react to the loads transmitted by the nose landing gear 136 through the nose landing gear box 134.

[0355] In one example, the aircraft 100 includes an operating mechanism 190 configured to selectively extend (or deploy) the nose landing gear 136 from the nose landing gear bay 124 and selectively retract the nose landing gear 136 into the nose landing gear bay 124. In the illustrated example, the nose landing gear bay 124 is located at the front end of the fuselage 130 (in the nose structure 160) below the cockpit 122 and forms a storage bay for the nose landing gear 136 when the nose landing gear 136 is retracted.

[0356] The operating mechanism 190 of the nose landing gear 136 includes various components configured to articulate the nose landing gear 136 between a landing position and a flight position. As a combined unit, the operating mechanism 190 and the nose landing gear 136 can withstand the loads and stresses applied during landing, taxiing, towing, and takeoff, as well as other repetitive loads and stresses. Additionally, the wheel well assembly 194 (e.g., the nose landing gear box 134, the second bulkhead 128, and the third bulkhead 132) forms a combined structure that is strong enough to withstand the loads and stresses transmitted by the nose landing gear 136.

[0357] Referring Figures 3 to 6 , in one example, the nose landing gear 136 includes a trunnion 250 coupled to the nose landing gear box 134. The nose landing gear 136 further includes a strut 230 coupled to the trunnion 250. The nose landing gear 136 further includes a wheel axle 254 coupled to the strut 230 opposite the trunnion 250. The nose landing gear 136 further includes a wheel 252 coupled to the wheel axle 254. With the nose landing gear 136 retracted within the nose landing gear bay 124, the wheel axle 254 is positioned closer to the central longitudinal axis 188 of the aircraft 100 than the trunnion 250. In other words, with the nose landing gear 136 retracted and stowed within the nose landing gear bay 124, the wheel axle 254 is positioned higher within the aircraft 100 relative to the trunnion 250, and the nose landing gear 136 is oriented at an upward angle relative to the horizontal plane.

[0358] The strut 230 is hinged so as to be pivotable between a landing position and a flight position, in which the strut 230 is substantially vertical to deploy the nose landing gear 136 and in which the strut 230 is substantially horizontal to retract the nose landing gear 136 into the nose landing gear bay 124. As Figure 11 shown, in one example, the strut 230 is coupled to the first sidewall 176 and the second sidewall 178 of the nose landing gear box 134, and the trunnion 250 is located on both sides of the nose landing gear box 134. The trunnion 250 provides a pivotable connection between the strut 230 and the nose landing gear box 134. The nose landing gear 136 may further include an over-center locking link coupled to the nose landing gear box 134 to lock the nose landing gear 136 in the retracted and deployed positions.

[0359] Referring Figures 2 to 4 and Figures 9 to 14, in one example of the aircraft 100, the pressure bulkhead surface 118 is coupled to the nose landing gear box 134. In one example of the aircraft 100, the nose landing gear box 134 includes a first sidewall 176 coupled to the airframe 102, a second bulkhead 128, and a third bulkhead 132 that extends longitudinally between the third bulkhead 132 and the second bulkhead 128. The nose landing gear box 134 also includes a second sidewall 178 coupled to the airframe 102, a second bulkhead 128, and a third bulkhead 132 that extends longitudinally between the third bulkhead 132 and the second bulkhead 128. The nose landing gear box 134 also includes a top wall 180 that extends between the first sidewall 176 and the second sidewall 178 and is coupled to the first sidewall and the second sidewall.

[0360] Referring to Figures 2 to 4 , in one example of the aircraft 100, the top wall 180 and the pressure bulkhead surface 118 share a common virtual plane 214. In one example of the aircraft 100, the pressure bulkhead surface 118 protrudes upward from the second bulkhead 128 to the first bulkhead 126 relative to a horizontal plane (e.g., the XY plane).

[0361] Referring to Figure 1 and Figures 12 to 14 , in one example of the aircraft 100, at least one advanced system 114 includes at least one of the electrical system 150, the hydraulic system 152, the environmental system 154, the communication system 156, the flight control system 222, and the radar system 224 of the aircraft 100. The plurality of transmission elements 112 includes at least one communication line 148 for at least one of the electrical system 150, the hydraulic system 152, the environmental system 154, the communication system 156, the flight control system 222, and the radar system 224 of the aircraft 100.

[0362] Generally referring to Figures 1 to 14, an example of the airframe 102 of the aircraft 100 is also disclosed. In one example, the airframe 102 includes an outer skin 174. The airframe 102 also includes a first bulkhead 126 that is coupled to the outer skin 174 and extends laterally between the right side 198 and the left side 200 of the airframe 102. The airframe 102 also includes a second bulkhead 128 that is longitudinally spaced from the first bulkhead 126, is coupled to the outer skin 174, and extends laterally between the right side 198 and the left side 200 of the airframe 102. The airframe 102 also includes a pressure bulkhead surface 118 that is coupled to the first bulkhead 126, the second bulkhead 128, and the outer skin 174, extends longitudinally between the first bulkhead 126 and the second bulkhead 128, and extends laterally between the right side 198 and the left side 200 of the airframe 102. The pressure bulkhead surface 118, the first bulkhead 126, and the second bulkhead 128 at least partially define a pressurized space 106 and a non-pressurized space 108 of the aircraft 100.

[0363] Referring to Figure 3 and Figure 4 , in one example of the airframe 102, the outer skin 174, the pressure bulkhead surface 118, the first bulkhead 126, and the second bulkhead 128 form at least a part of a stowage compartment 206 of the aircraft 100. The stowage compartment 206 is in the non-pressurized space 108. In one example, the stowage compartment 206 is the nose landing gear bay 124 of the aircraft 100.

[0364] Referring to Figures 2 to 4 , in one example of the airframe 102, the pressure bulkhead surface 118 structurally supports at least a part of the floor 204 of the aircraft 100. In one example, this part of the floor 204, the floor panel support 110, is supported by the pressure bulkhead surface 118 in the pressurized space 106. This part of the floor 204 also includes a plurality of transmission elements 112 located between the floor panel support 110 and the pressure bulkhead surface 118. This part of the floor 204 also includes a plurality of floor panels 116 that are supported by the floor panel support 110 and cover the plurality of transmission elements 112. The plurality of transmission elements 112 are associated with at least one advanced system 114 of the aircraft 100. At least a part of the plurality of floor panels 116 can be removed from the floor panel support 110 to access the plurality of transmission elements 112 from within the pressurized space 106.

[0365] Referring to Figures 12 to 14 , in one example of the airframe 102, the plurality of transmission elements 112 are coupled to the floor panel support 110 to form a sub-floor assembly 208. The sub-floor assembly 208 is assembled outside the airframe 102, installed within the airframe 102, and coupled to the pressure bulkhead surface 118.

[0366] Referring to Figures 1 to 14, an example of an aircraft 100 is also disclosed. The aircraft 100 includes a fuselage 130 and at least one advanced system 114. The aircraft 100 also includes a floor 204. The floor 204 includes a pressure cabin surface 118 that is coupled to the fuselage 130 and forms at least a portion of a pressure boundary 104 that defines a pressurized space 106 and a non-pressurized space 108. The floor 204 also includes a floor panel support 110 that is supported within the pressurized space 106 by the pressure cabin surface 118. The floor 204 also includes a plurality of transmission elements 112 located between the floor panel support 110 and the pressure cabin surface 118. The plurality of transmission elements 112 communicate with at least one advanced system 114 of the aircraft 100.

[0367] Referring to Figures 12 to 14 , in one example of the aircraft 100, the floor 204 includes a plurality of floor panels 116 that are supported by the floor panel support 110 and cover the plurality of transmission elements 112. At least a portion of the plurality of floor panels 116 is removable from the floor panel support 110 to access the plurality of transmission elements 112 from within the pressurized space 106.

[0368] In one example of the aircraft 100, the plurality of transmission elements 112 are coupled to the floor panel support 110 to form a sub-floor assembly 208. The sub-floor assembly 208 is assembled outside of the fuselage 130, installed within the fuselage 130, and coupled to the pressure cabin surface 118.

[0369] Generally referring to Figures 1 to 4 , and specifically referring to Figures 9 to 11 , in one example, the aircraft 100 includes a first bulkhead 126 that is coupled to the fuselage 130 transverse to a central longitudinal axis 188 of the fuselage 130 and forms at least a portion of the pressure boundary 104. The aircraft 100 also includes a second bulkhead 128 that is coupled to the fuselage 130 transverse to the central longitudinal axis 188 of the fuselage 130 and forms at least a portion of the pressure boundary 104. The first bulkhead 126 and the second bulkhead 128 are spaced apart from each other along the central longitudinal axis 188 of the fuselage 130. The pressure cabin surface 118 extends between the first bulkhead 126 and the second bulkhead 128 and is coupled to the first and second bulkheads.

[0370] Generally referring to Figures 1 to 14, in one example, the aircraft 100 includes a fuselage 102 and a wheel well assembly 194 coupled to the fuselage 102. The wheel well assembly 194 and the fuselage 102 form a nose landing gear bay 124. The aircraft 100 also includes a nose landing gear 136 that can be stowed within the nose landing gear bay 124. The nose landing gear 136 includes a trunnion 250 coupled to the wheel well assembly 194. The nose landing gear 136 also includes a strut 230 coupled to the trunnion 250. The nose landing gear 136 also includes a wheel axle 254 coupled to the strut 230 opposite the trunnion 250. The nose landing gear 136 also includes a wheel 252 coupled to the wheel axle 254. When the nose landing gear 136 is stowed within the nose landing gear bay 124, the wheel axle 254 is positioned closer to the central longitudinal axis 188 of the aircraft 100 than the trunnion 250.

[0371] In one example, the wheel well assembly 194 and the fuselage 102 define a pressurized space 106 and a non-pressurized space 108 of the aircraft 100. The nose landing gear bay 124 is located in the non-pressurized space 108.

[0372] In one example, the wheel well assembly 194 includes a pressure bulkhead 118 coupled to the fuselage 102. The pressure bulkhead 118 extends from the right side 198 of the fuselage 102 to the left side 200 of the fuselage 102 and slopes upward in the forward direction relative to the horizontal plane. The wheel well assembly 194 also includes a nose landing gear box 134 coupled to the pressure bulkhead 118 and the fuselage 102. The nose landing gear box 134 extends in the rearward direction from the pressure bulkhead 118. The trunnion 250 of the nose landing gear 136 is coupled to the nose landing gear box 134. When the nose landing gear 136 is stowed within the nose landing gear bay 124, the wheel 252 of the nose landing gear 136 is positioned adjacent to the pressure bulkhead 118.

[0373] In one example, the aircraft 100 includes a floor panel support 110 coupled to the pressure bulkhead 118 within the pressurized space 106. The pressure bulkhead 118 and the floor panel support 110 form a part of the cockpit floor 120 of the cockpit 122 of the aircraft 100. The aircraft 100 also includes a plurality of operating components 248 located between the floor panel support 110 and the pressure bulkhead 118.

[0374] Accordingly, the exemplary combinations or integrations of the nose structure 160, the airframe 102, and the aircraft 100 described herein incorporate the wheel well assembly 194 and the floor panel support 110 to form the floor 204 of the fuselage 130, and more particularly, the cockpit floor 120 between the cockpit 122 and the nose landing gear bay 124, wherein the wheel well assembly forms the nose landing gear bay 124 and defines the pressure boundary 104. Additionally, the exemplary nose structure 160, airframe 102, and aircraft 100 described herein position at least a portion of the plurality of transmission elements 112 within the cockpit floor 120, between the floor panel support 110 and the wheel well assembly 194. This configuration of the nose structure 160, airframe 102, and aircraft 100 reduces the overall volume required in the forward portion of the fuselage 130 to accommodate the nose landing gear 136 (in the retracted flight position) and the plurality of transmission elements 112.

[0375] This configuration also provides a unique geometry for the nose structure 160, and more particularly, provides the lofted shape of the nose structure 160. The lofted shape of the nose structure of the fuselage is typically described by the length divided by the diameter (L / D). The L / D is directly related to the aerodynamic performance of the aircraft, especially as the speed increases. Generally, it is desirable for the lofted shape to be as circular as possible. The exemplary nose structure 160, airframe 102, and aircraft 100 described herein enable an increase in the rate of change of the loft angle 142 ( Figure 2 ) and a reduction in the total surface area (wetted area) of the nose structure 160 of the fuselage 130.

[0376] As an example, the cross-sectional dimensions of the nose structure 160 are reduced compared to a conventional fuselage design. As another example, the loft angle 142 of the lofted surface 236 ( Figure 2 ) of the nose structure 160 extending from the keel 238 ( Figure 2 ) of the fuselage 130 to the tip 218 of the nose of the fuselage 130 has a faster rate of change. In one exemplary example, the loft angle 142 of the nose structure 160 changes from approximately zero degrees at the keel 238 of the fuselage 130 to approximately ninety degrees at the tip 218 of the nose over a shorter longitudinal distance compared to a conventional fuselage design. Additionally, the configuration disclosed herein enables the tip 218 of the nose structure 160 (e.g., the farthest point in front of the fuselage 130) to be located at a closer linear distance from the central longitudinal axis 188 (extending through the centroid of the cylindrical tubular portion 246 of the fuselage 130 of the aircraft 100) ( Figure 1 ), which substantially raises the nose of the fuselage 130 and reduces drag on the aircraft 100 compared to a conventional fuselage design.

[0377] In addition, combining or integrating the floor panel support 110 and the plurality of transmission elements 112 enables the plurality of transmission elements 112 to be arranged on the floor panel support 110 before the sub - floor assembly 208 is installed within the aircraft 100. In this way, large components of the aircraft 100 can be constructed outside the airframe 102 and then installed, which reduces manufacturing time and cost. The disclosed configuration also enables the plurality of transmission elements 112 to be in the pressurized space 106, within the cockpit floor 120 and below the cockpit 122. Thus, the transmission elements 112 remain easily accessible during flight and when the aircraft 100 is on the ground, as compared to the limited space provided in this area in a conventional airframe design, which is extremely difficult to access during installation, maintenance, and / or inspection of the various systems located in this area.

[0378] In various examples, the disclosed nose structure 160, airframe 102, and components of the aircraft 100 can be made of any suitable material. In one example, the floor panel support 110 is made of aluminum. In one example, the pressure cabin surface 118 is made of a composite material. In one example, the first bulkhead 126 is made of aluminum. In one example, the second bulkhead 128 is made of a composite material. In one example, the third bulkhead 132 is made of aluminum. In one example, the first load - reacting member 138, the second load - reacting member 140, and the third load - reacting member 186 (e.g., chord) are made of titanium.

[0379] In another example, the floor panel support 110 is made of a composite material. Using aluminum on the composite material for the floor panel support 110 provides additional benefits in the current return network and is less costly than the composite material. Using a composite material on aluminum provides a reduced total weight.

[0380] In another example, the pressure cabin surface 118 and the second bulkhead 128 are made of aluminum. For example, when the outer skin 174 is made of a composite material, the pressure cabin surface 118 and the second bulkhead 128 can be selected as a composite material for maintenance considerations and weight, as well as the thermal similarity coefficient with the outer skin 174 of the airframe 130.

[0381] In another example, the first bulkhead 126 and the third bulkhead 132 are made of a composite material. Aluminum can be selected for the first bulkhead 126 because it can absorb the energy of a bird strike. For example, compared to the first bulkhead 126 made of a composite material, the first bulkhead 126 made of aluminum is more likely to absorb the impact and deform, which may have a smaller damage tolerance. Aluminum can be selected for the third bulkhead 132 due to the large amount of local high loads around the nose landing gear box 134.

[0382] In another example, one or more of the first load reaction member 138, the second load reaction member 140, and the third load reaction member 186 are made of a composite material. Titanium may be selected for the first load reaction member 138, the second load reaction member 140, and the third load reaction member 186 due to its high strength-to-weight ratio, fatigue properties, coefficient of thermal shrinkage, and corrosion isolation provided between the aluminum and the composite structure.

[0383] Figure 15 is a flowchart of an example of method 1000. In some examples, method 1000 may be applicable to manufacturing the aircraft 100 described herein. In some examples, method 1000 may similarly be applicable to manufacturing the nose structure 160 and / or the airframe 102 described herein.

[0384] Generally referring to Figures 1 to 14 and particularly referring to Figure 15 , in one example, method 1000 includes the step of assembling the subfloor assembly 208 (block 1002). The subfloor assembly 208 includes the floor panel support 110 and a plurality of transmission elements 112. Method 1000 also includes the step of coupling the wheel well assembly 194 to the airframe 102 of the aircraft 100 to form the nose landing gear bay 124 of the aircraft 100 (block 1006). Method 1000 also includes the step of coupling the subfloor assembly 208 to the wheel well assembly 194 in the pressurized space 106 to form a part of the floor 204 (e.g., the cockpit floor 120) of the aircraft 100 (block 1012), such that the plurality of transmission elements 112 are located between the floor panel support 110 and the wheel well assembly 194.

[0385] In one example, method 1000 also includes the step of coupling the plurality of transmission elements 112 to at least one advanced system 114 of the aircraft 100 (block 1016).

[0386] In one example, method 1000 includes the step of forming a pressure boundary 104 (block 1010), which together with the wheel well assembly 194 and the airframe 102 defines the pressurized space 106 and the non-pressurized space 108.

[0387] In one example, according to method 1000, the step of assembling the subfloor assembly 208 (block 1002) includes the step of coupling the plurality of transmission elements 112 and the floor panel support 110 together outside the airframe 102. The step of coupling the subfloor assembly 208 to the wheel well assembly 194 (block 1012) includes the step of installing the subfloor assembly 208 within the airframe 102 (block 1014). In one example, the step of coupling the subfloor assembly 208 to the wheel well assembly 194 (block 1012) includes the step of coupling the floor panel support 110 to the pressure bulkhead 118.

[0388] In one example, method 1000 includes the step of coupling a plurality of floor panels 116 to a floor panel support 110 (block 1018). The plurality of floor panels 116 form part of a floor 204 (e.g., a cockpit floor 120) and cover a plurality of transmission elements 112. At least a portion of the plurality of floor panels 116 is removable from the floor panel support 110 to access the plurality of transmission elements 112 from within a pressurized space 106.

[0389] In one example, method 1000 includes the step of assembling a wheel well assembly 194 (block 1004). The wheel well assembly 194 includes a pressure bulkhead 118. The wheel well assembly 194 further includes a first bulkhead 126 coupled to the pressure bulkhead 118. The wheel well assembly 194 further includes a second bulkhead 128 coupled to the pressure bulkhead 118 in a longitudinally spaced apart manner from the first bulkhead 126. The wheel well assembly 194 further includes a nose landing gear box 134 coupled to the second bulkhead 128 and opposite the first bulkhead 126. The wheel well assembly 194 further includes a third bulkhead 132 coupled to the nose landing gear box 134 and opposite the second bulkhead 128.

[0390] In one example, according to method 1000, the step of assembling the wheel well assembly 194 (block 1004) includes the step of coupling together the pressure bulkhead 118, the first bulkhead 126, the second bulkhead 128, the nose landing gear box 134, and the third bulkhead 132 outside of the airframe 102. The step of coupling the wheel well assembly 194 to the airframe 102 (block 1006) includes the step of installing the wheel well assembly 194 within the airframe 102 (block 1008).

[0391] In one example, according to method 1000, the nose landing gear box 134 includes a first sidewall 176 that extends between the third bulkhead 132 and the second bulkhead 128 and is coupled to the third bulkhead and the second bulkhead. The nose landing gear box 134 further includes a second sidewall 178 that extends between the third bulkhead 132 and the second bulkhead 128 and is coupled to the third bulkhead and the second bulkhead. The nose landing gear box 134 further includes a top wall 180 that extends between the first sidewall 176, the second sidewall 178, the third bulkhead 132, and the second bulkhead 128 and is coupled to the first sidewall, the second sidewall, the third bulkhead, and the second bulkhead. The step of assembling the wheel well assembly 194 (block 1004) includes the step of coupling the top wall 180 of the nose landing gear box 134 and the pressure bulkhead 118 together such that the top wall 180 and the pressure bulkhead 118 share a common virtual plane 214.

[0392] In one example, the steps of assembling the wheel well assembly 194 (block 1004) include tilting the pressure cabin surface 118 upwardly from the second bulkhead 128 towards the first bulkhead 126 relative to a horizontal plane (e.g., the XY plane).

[0393] In one example, according to method 1000, the wheel well assembly 194 includes a plurality of support beams 146 configured to support the floor panel support 110. Each of the plurality of support beams 146 is spaced apart from an adjacent support beam of the plurality of support beams 146. The step of coupling the sub - floor assembly 208 to the wheel well assembly 194 (block 1012) includes positioning a portion of the plurality of transmission elements 112 between a pair of adjacent support beams 196 of the plurality of support beams 146.

[0394] In one example, method 1000 includes the step of coupling the nose landing gear 136 to the wheel well assembly 194 within the nose landing gear bay 124 (block 1020).

[0395] In one example, according to method 1000, the steps of forming the pressure boundary 104 include the following steps: sealingly coupling the pressure cabin surface 118 to the airframe 102 to form a part of the pressure boundary 104; sealingly coupling the first bulkhead 126 to the pressure cabin surface 118 and the airframe 102 to form a part of the pressure boundary 104; sealingly coupling the second bulkhead 128 to the pressure cabin surface 118 and the airframe 102 to form a part of the pressure boundary 104; sealingly coupling the nose landing gear box 134 to the second bulkhead 128 and the airframe 102 to form a part of the pressure boundary 104; and sealingly coupling the third bulkhead 132 to the nose landing gear box 134 and the airframe 102 to form a part of the pressure boundary 104.

[0396] In one example, according to method 1000, the second bulkhead 128 and the third bulkhead 132 react to the loads transmitted by the nose landing gear 136 through the nose landing gear box 134. In one example, method 1000 further includes the step of coupling a first load reaction member 138 to the second bulkhead 128 and the outer skin 174 of the airframe 102 and the step of coupling a second load reaction member 140 to the third bulkhead 132 and the outer skin 174 of the airframe 102. The first load reaction member 138 acts on the load transmitted by the nose landing gear 136 through the second bulkhead 128. The second load reaction member 140 acts on the load transmitted by the nose landing gear 136 through the third bulkhead 132. Method 1000 may further include the step of coupling a third load reaction member 186 to the nose landing gear box 134 and the outer skin 174 of the airframe 102.

[0397] Figure 16A flowchart of an example of method 2000. In some examples, method 2000 may be applicable to manufacturing the aircraft 100 described herein. In some examples, method 2000 may similarly be applicable to manufacturing the nose structure 160 and / or the airframe 102 described herein.

[0398] Generally referring to Figures 1 to 14 and in particular Figure 16 , in one example, method 2000 includes the step of coupling the wheel well assembly 194 to the airframe 102 of the aircraft 100 (block 2002). Method 2000 also includes the step of forming a nose landing gear well 124 having the wheel well assembly 194 and the airframe 102 (block 2008). Method 2000 also includes the step of coupling the nose landing gear 136 to the wheel well assembly 194 (block 2020). Method 2000 also includes the step of stowing the nose landing gear 136 within the nose landing gear well 124 such that the axle 254 of the nose landing gear 136 is positioned closer to the central longitudinal axis 188 of the aircraft 100 than the trunnion 250 of the nose landing gear 136 (block 2024).

[0399] In one example, method 2000 includes the step of forming a pressure boundary 104 (block 2010), which defines a pressurized space 106 and a non-pressurized space 108 using the wheel well assembly 194 and the airframe 102. The nose landing gear well 124 is located in the non-pressurized space 108.

[0400] In one example, according to method 2000, the step of coupling the wheel well assembly 194 to the airframe 102 of the aircraft 100 (block 2002) includes the step of coupling the pressure cabin surface 118 of the wheel well assembly 194 to the airframe 102 (block 2004). The pressure cabin surface 118 extends from the right side 198 of the airframe 102 to the left side 200 of the airframe 102 and is inclined upward in the forward direction relative to the horizontal plane.

[0401] In one example, method 2000 includes the step of coupling a plurality of operating components 248 of the aircraft 100 to the floor panel support 110 (block 2012). Method 2000 also includes the step of coupling the floor panel support 110 to the pressure cabin surface 118 (block 2014) such that the plurality of operating components 248 are located between the floor panel support 110 and the pressure cabin surface 118 in the pressurized space 106. Method 2000 also includes the step of coupling a plurality of floor panels 116 to the floor panel support 110 to cover the plurality of operating components 248 (block 2016).

[0402] In one example, method 2000 includes the step of accessing the plurality of operating components 248 by removing at least a portion of the plurality of floor panels 116 (block 2018).

[0403] In one example, according to method 2000, the step of coupling the wheel well assembly 194 to the airframe 102 of the aircraft 100 (block 2002) includes the step of coupling the nose landing gear box 134 to the airframe 102 and the pressure bulkhead surface 118 (block 2006). The nose landing gear box 134 extends rearwardly from the pressure bulkhead surface 118. The step of coupling the nose landing gear 136 to the wheel well assembly 194 (block 2020) includes the step of coupling the trunnion 250 to the nose landing gear box 134 (block 2022).

[0404] In one example, according to method 2000, the step of coupling the wheel well assembly 194 to the airframe 102 of the aircraft 100 (block 2002) includes the step of coupling a first bulkhead 126 to the pressure bulkhead surface 118 and the airframe 102. The first bulkhead 126 extends laterally between the right side 198 and the left side 200 of the airframe 102. The step of coupling the wheel well assembly 194 to the airframe 102 of the aircraft 100 (block 2002) further includes the step of coupling a second bulkhead 128 to the nose landing gear box 134 and the airframe 102. The second bulkhead 128 extends laterally between the right side 198 and the left side 200 of the airframe 102 and is longitudinally spaced from the first bulkhead 126. The step of coupling the wheel well assembly 194 to the airframe 102 of the aircraft 100 (block 2002) further includes the step of coupling a third bulkhead 132 to the nose landing gear box 134 opposite the second bulkhead 128 and to the airframe 102. The third bulkhead 132 extends laterally between the right side 198 and the left side 200 of the airframe 102. The pressure bulkhead surface 118 slopes upwardly from the second bulkhead 128 to the first bulkhead 126 relative to the horizontal plane.

[0405] Figure 17 is a flow chart of an example of method 3000. In some examples, method 3000 may be applicable to manufacturing the aircraft 100 described herein. In some examples, method 3000 may be similarly applicable to manufacturing the nose structure 160 and / or the airframe 102 described herein.

[0406] Generally referring to Figures 1 to 14 and in particular Figure 17, in one example, method 3000 includes the step of coupling pressure bulkhead surface 118 to airframe 102 of aircraft 100 (block 3002). Pressure bulkhead surface 118 extends from right side 198 of airframe 102 to left side 200 of airframe 102. Method 3000 also includes the step of coupling nose landing gear box 134 to pressure bulkhead surface 118 and airframe 102 (block 3004). Nose landing gear box 134 is located behind pressure bulkhead surface 118. Method 3000 also includes the step of using pressure bulkhead surface 118, nose landing gear box 134, and airframe 102 to form a portion of pressure boundary 104 that defines pressurized space 106 and non-pressurized space 108 of aircraft 100 (block 3006). Method 3000 also includes the step of using pressure bulkhead surface 118, nose landing gear box 134, and airframe 102 to form a portion of nose landing gear bay 124 of aircraft 100 that is located in non-pressurized space 108 (block 3008). Nose landing gear box 134 extends longitudinally in the forward direction and forms a portion of nose landing gear bay 124, but does not extend the entire length of nose landing gear bay 124. Method 3000 also includes the step of coupling floor panel support 110 to pressure bulkhead surface 118 and nose landing gear box 134 in pressurized space 106 to form cockpit floor 120 of cockpit 122 above nose landing gear bay 124 (block 3012). Method 3000 also includes the step of accessing interior volume 256 of aircraft 100 that is located between nose landing gear box 134 and airframe 102 through floor panel support 110 from within cockpit 122 (block 3014).

[0407] In one example, method 3000 includes the step of coupling nose landing gear 136 of aircraft 100 to nose landing gear box 134 (block 3018) such that nose landing gear 136 can be stowed within nose landing gear bay 124 below pressure bulkhead surface 118.

[0408] In one example, method 3000 includes the step of coupling a plurality of transmission elements 112 associated with at least one advanced system 114 of aircraft 100 to floor panel support 110 (block 3010) before the step of coupling floor panel support 110 to pressure bulkhead surface 118 and nose landing gear box 134 (block 3012) such that the plurality of transmission elements 112 are located between floor panel support 110 and pressure bulkhead surface 118 and between floor panel support 110 and nose landing gear box 134. Method 3000 also includes the step of accessing the plurality of transmission elements 112 through floor panel support 110 from within cockpit 122 (block 3016).

[0409] Figure 18FIG. 4000 is a flow diagram of an example of a method 4000 of accessing a portion of an aircraft 100. In some examples, method 4000 may be applied to assembling portions of aircraft 100. In some examples, method 4000 may be applied to inspecting portions of aircraft 100. In some examples, method 4000 may be applied to performing maintenance on portions of aircraft 100.

[0410] Generally referring to Figures 1 to 14 and particularly referring to Figure 18 in one example, method 4000 includes the step of entering the interior volume 256 of aircraft 100 through floor panel support 110 (block 4002). In one example, according to method 4000, interior volume 256 is formed by airframe 102, wheel well assembly 194 coupled to airframe (102), and floor panel support 110 coupled to wheel well assembly 194. Method 4000 also includes the step of accessing at least a portion of wheel well assembly 194 from within interior volume 256 (block 4004). According to method 4000, components of interior volume 256 and wheel well assembly 194 (e.g., first bulkhead 126, second bulkhead 128, third bulkhead 132, nose landing gear box 134, and pressure bulkhead 118) and airframe 102 may be accessed from within cockpit 122 through floor panel support 110.

[0411] The present disclosure recognizes and contemplates that in certain aircraft designs, the wheel well structure and the interior volume between the wheel well structure and the airframe are accessed through an opening in a longitudinal bulkhead forming the wheel well structure, and the opening is accessed through the nose landing gear bay. This manner of access is difficult and uncomfortable for an operator. By enabling access to wheel well assembly 194 from within cockpit 122 through floor panel support 110, the configuration and method of nose structure 160 disclosed herein advantageously reduce the difficulty for an operator to access wheel well assembly 194, e.g., during assembly, inspection, and / or maintenance.

[0412] The present disclosure also recognizes and contemplates that in certain aircraft designs, the longitudinal bulkheads forming the wheel well structure extend the entire length of the nose landing gear bay of the aircraft. In such a design, the interior volume formed between the longitudinal bulkheads and the airframe is very small towards the front end of the aircraft, making it difficult to access. By having the longitudinal components of wheel well assembly 194 (e.g., nose landing gear box 134) extend only a portion of nose landing gear bay 124, the configuration and method of nose structure 160 disclosed herein are advantageously easily accessible.

[0413] In one example, method 4000 includes the step of accessing at least a portion of a plurality of transmission elements 112 located between a floor panel support 110 and a wheel well assembly 194 through the floor panel support 110 (block 4006). According to method 4000, the plurality of transmission elements 112 and / or the plurality of operating components 248 may be accessed through the floor panel support 110 from within the cockpit 122.

[0414] The present disclosure recognizes and takes into account that in certain aircraft designs, operating components and / or transmission elements associated with the advanced systems of an aircraft are typically located within an internal volume formed between a longitudinal bulkhead forming a wheel well structure and the airframe. In such a design, it is difficult for an operator to access these components. By enabling access to the plurality of transmission elements 112 and / or the plurality of operating components 248 through the floor panel support 110 from within the cockpit 122, the configuration and method of the nose structure 160 disclosed herein advantageously reduce the difficulty for an operator to access the plurality of transmission elements 112 and / or the plurality of operating components 248, for example, during assembly, inspection, and / or maintenance.

[0415] Now referring Figure 19 to, examples of the nose structure 160, the airframe 102, the aircraft 100, and methods 1000, 2000, 3000, 4000 may be used in the context of an aircraft manufacturing and maintenance method 1100, as Figure 19 shown in the flowchart of. Aircraft applications may include manufacturing and maintaining an aircraft 100 including the configuration of the nose structure 160 and the airframe 102 disclosed herein.

[0416] As Figure 19 shown, during pre-production, method 1100 may include the specification and design of the aircraft 100 (block 1102) and material procurement (block 1104). During the production of the aircraft 100, component and sub-component manufacturing (block 1106) and system integration (block 1108) of the aircraft 100 may be performed. Thereafter, the aircraft 100 may undergo certification and delivery (block 1110) for service entry (block 1112). Implementations of the disclosed nose structure 160, airframe 102, and method 1000 may form part of component and sub-component manufacturing (block 1106) and / or system integration (block 1108). Routine maintenance and servicing (block 1114) may include modification, reconfiguration, refurbishment, etc. of one or more systems of the aircraft 100.

[0417] Figure 19Each process of the method 1100 shown can be performed or implemented by a system integrator, a third party, and / or an operator (e.g., a customer). For the purposes of this specification, a system integrator may include, but is not limited to, any number of aircraft manufacturers and prime system subcontractors; a third party may include, but is not limited to, any number of suppliers, subcontractors, and vendors; and an operator may be an airline, a leasing company, a military entity, a service organization, etc.

[0418] During Figure 18 any one or more stages of the aircraft manufacturing and use method 1100 shown in the flowchart shown, examples of the nose structure 160, the airframe 102, the aircraft 100, and the methods 1000, 2000, 3000, 4000 shown or described herein may be employed. For example, the assembly and installation of the subfloor assembly 208 and the wheel well assembly 194 may correspond to component and sub-component manufacturing (block 1106), and may be prepared in a manner similar to components or sub-components prepared while the aircraft 100 is in service (block 1112). Additionally, during system integration (block 1108) and certification and delivery (block 1110), one or more examples of the nose structure 160, the airframe 102, the aircraft 100, and the methods 1000, 2000, 3000, 4000 described herein may be utilized. Similarly, for example, but not limited to, when the aircraft 100 is in service (block 1112) and during maintenance and servicing (block 1114), one or more examples of the nose structure 160, the airframe 102, the aircraft 100, and the methods 1000, 2000, 3000, 4000 described herein may be utilized.

[0419] Although aerospace examples are shown, the examples and principles disclosed herein may be applied to other industries, such as the automotive industry, the space industry, the construction industry, and other design and manufacturing industries. Thus, in addition to aircraft, the examples and principles disclosed herein may be applied to other vehicle structures (e.g., land vehicles, marine vehicles, spacecraft, etc.) and to independent structures where it is beneficial to define pressurized and non-pressurized spaces and reduce the overall volume.

[0420] As used herein, a system, apparatus, device, structure, article, element, component, or piece of hardware that is "configured to" perform a specified function is actually capable of performing the specified function without any modification, rather than merely having the potential to perform the specified function after further modification. In other words, for the purpose of performing the specified function, a system, apparatus, device, structure, article, element, component, or piece of hardware that is "configured to" perform the specified function is specifically selected, created, implemented, utilized, programmed, and / or designed. As used herein, "configured to" represents the existing characteristics of a system, apparatus, structure, article, element, component, or piece of hardware that enables it to perform the specified function without further modification. For the purposes of this disclosure, a system, apparatus, device, structure, article, element, component, or piece of hardware described as "configured to" perform a particular function may alternatively or additionally be described as "adapted to" and / or "operable to" perform that function.

[0421] For the purposes of this disclosure, the words "coupled," "coupling," and like words refer to two or more elements that are joined, linked, fastened, attached, connected, integrally formed, in communication, or otherwise (e.g., mechanically, electrically, fluidically, optically, electromagnetically) associated with each other. In various examples, the elements may be directly or indirectly associated. As an example, element A may be directly associated with element B. As another example, element A may be indirectly associated with element B via, for example, another element C. Thus, there may also be couplings other than those shown in the figures.

[0422] Figures 1 to 14 , as described above, schematically shows examples of the disclosed nose structure 160, frame 102, and aircraft 100, and does not necessarily imply any particular structure. Thus, modifications, additions, and / or omissions may be made to the shown structures. Additionally, those skilled in the art will understand that not all of the Figures 1 to 14 elements described and illustrated above need to be included in each example, and not all of the elements described herein must be described in each illustrative example. Unless otherwise expressly stated, the schematic diagrams of the examples described above Figures 1 to 14 do not imply any structural limitations on the illustrative examples. Instead, although an illustrative structure is shown, it should be understood that the structure may be modified as appropriate.

[0423] In Figures 15 to 19 , with reference to the above, the boxes may represent operations, steps, and / or portions thereof, and the lines connecting the various boxes do not imply any particular order or dependency of the operations or portions thereof. It will be understood that not all dependencies between the various disclosed operations need to be represented. Figures 15 to 19The disclosure of the operation of the disclosed method set forth herein and the accompanying description should not be construed as necessarily determining an order in which the operations are to be performed. Instead, although an illustrative order is indicated, it should be understood that the order of the operations may be modified when appropriate. Accordingly, the operations shown may be modified, added to, and / or omitted, and certain operations may be performed in a different order or simultaneously. Additionally, those skilled in the art will understand that not all of the operations described need to be performed.

[0424] Moreover, references throughout this specification to features, advantages, or similar language do not imply that all of the features and advantages that can be realized with the examples disclosed herein must be present in a single example or must be any single example. Instead, the language referring to the features and advantages is understood to mean that a particular feature, advantage, or characteristic described in connection with an example is included in at least one example. Thus, the discussions of the features, advantages, and similar language throughout this disclosure may, but do not necessarily, refer to the same example.

[0425] The described features, advantages, and characteristics of one example may be combined in any suitable manner in one or more other examples. Those skilled in the relevant art will recognize that the examples described herein may be practiced without one or more of the specific features or advantages of a particular example. In other instances, additional features and advantages may be recognized in certain examples that may not be present in all examples. Moreover, although various examples of the nose structure 160, the airframe 102, the aircraft 100, and the method 1000 have been shown and described, various modifications may occur to those skilled in the art upon reading the specification. This application includes these modifications, and these modifications are limited only by the scope of the claims.

[0426] Referring to Figures 20 to 26 , an exterior design for an aircraft nose section is also disclosed. Figures 20 to 26 The dashed lines shown in are for illustrative purposes only and do not form part of the disclosed design.

Claims

1. A nose structure (160) of an aircraft (100), the nose structure (160) comprising: A frame (102); A wheel well assembly (194) that is coupled to the frame (102) and forms part of a nose landing gear bay (124), the wheel well assembly (194) including a pressure bulkhead surface (118) that extends from a right side (198) of the frame (102) to a left side (200) of the frame (102), the wheel well assembly (194) further including a nose landing gear box (134) coupled to the pressure bulkhead surface (118); A floor panel support (110) supported by the pressure bulkhead surface (118); A plurality of floor panels coupled to the floor panel support (110); And A plurality of transmission elements (112) connected to the floor panel support (110) between the floor panel support (110) and the pressure bulkhead surface (118), Wherein: The pressure bulkhead surface (118) and the nose landing gear box (134) form part of a pressure boundary (104) that defines a pressurized space (106) and a non-pressurized space (108); The plurality of transmission elements (112) are located in the pressurized space (106) and are capable of being coupled to at least one of an electrical system, a hydraulic system, an environmental system, a communication system, a propulsion system, a flight control system, and a radar system of the aircraft (100); and The plurality of transmission elements (112) can be accessed from within the pressurized space (106) through the floor panel support (110).

2. The nose structure (160) according to claim 1, wherein, The pressure bulkhead surface (118) and the floor panel support (110) form part of a cockpit floor (120) of a cockpit (122) of the aircraft (100).

3. The nose structure (160) according to claim 1, wherein: The plurality of transmission elements (112) are coupled to the floor panel support (110) to form a sub-floor assembly (208); and The sub-floor assembly (208) is coupled to the pressure bulkhead surface (118) within the frame (102).

4. The nose structure (160) according to claim 1, wherein: The pressure bulkhead surface (118) includes: A platform (144); and A plurality of support beams (146) coupled to the platform (144), each of the plurality of support beams (146) extending longitudinally and being laterally spaced from an adjacent support beam among the plurality of support beams (146); The floor panel support (110) is supported by and coupled to the plurality of support beams; and A portion of the plurality of transmission elements (112) is located between a pair of adjacent support beams (196) among the plurality of support beams (146).

5. The nose structure (160) according to claim 1, wherein: The wheel well assembly (194) further includes: A first bulkhead (126) coupled to the frame (102), the first bulkhead extending transversely between the right side (198) and the left side (200) of the frame (102) and forming part of the pressure boundary (104); and A second bulkhead (128) coupled to the frame (102), the second bulkhead extending transversely between the right side (198) and the left side (200) of the frame (102) and forming part of the pressure boundary (104); The first bulkhead (126) and the second bulkhead (128) are longitudinally spaced apart from each other; and The pressure bulkhead surface (118) extends between the first bulkhead (126) and the second bulkhead (128) and is coupled to the first bulkhead and the second bulkhead.

6. The nose structure (160) according to claim 5, wherein: The nose landing gear box is coupled to the second bulkhead (128) and the frame (102) and forms part of the pressure boundary (104); The nose landing gear (136) of the aircraft (100) can be mounted within the nose landing gear box (134); and The second bulkhead (128) is configured to react to loads transmitted by the nose landing gear (136) through the nose landing gear box (134).

7. The nose structure (160) according to claim 6, wherein: The wheel well assembly (194) further includes a third bulkhead (132) coupled to the frame (102) and the nose landing gear box (134), the third bulkhead extending transversely between the right side (198) and the left side (200) of the frame (102) and forming part of the pressure boundary (104); and The third bulkhead (132) is configured to react to loads transmitted by the nose landing gear (136) through the nose landing gear box (134).

8. The nose structure (160) according to claim 7, wherein, The nose landing gear box (134) includes: A first side wall (176) coupled to the frame (102), the second bulkhead (128), and the third bulkhead (132), the first side wall extending longitudinally between the third bulkhead (132) and the second bulkhead (128) and forming part of the pressure boundary (104); A second side wall (178) coupled to the frame (102), the second bulkhead (128), and the third bulkhead (132), the second side wall extending longitudinally between the third bulkhead (132) and the second bulkhead (128) and forming part of the pressure boundary (104); and A top wall (180) extending between the first side wall (176), the second side wall (178), the third bulkhead (132), and the second bulkhead (128), the top wall coupled to the first side wall, the second side wall, the third bulkhead, and the second bulkhead and forming part of the pressure boundary (104).

9. The nose structure (160) according to claim 8, wherein: the top wall (180) of the nose landing gear box (134) is connected to the pressure cabin surface (118); the top wall (180) and the pressure cabin surface (118) share a virtual plane (214); the pressure cabin surface (118) is configured to respond to the load transmitted by the nose landing gear (136) through the nose landing gear box (134); and wherein, the pressure cabin surface (118) is inclined upward from the second partition (128) to the first partition (126) relative to the horizontal plane.

10. A method of manufacturing an aircraft having the nose structure (160) according to claim 1, the method comprising the following steps: connecting the wheel well assembly to the airframe of the aircraft; forming the nose landing gear bay by the wheel well assembly and the airframe; connecting the nose landing gear to the wheel well assembly; and stowing the nose landing gear in the nose landing gear bay such that the axle of the nose landing gear is positioned closer to the central longitudinal axis of the aircraft than the trunnion of the nose landing gear.

11. The method according to claim 10, the method further comprising: forming the pressure boundary, the pressure boundary being defined by the wheel well assembly and the airframe to define the pressurized space and the non-pressurized space, wherein the nose landing gear bay is located in the non-pressurized space; the step of connecting the wheel well assembly to the airframe of the aircraft includes: connecting the pressure cabin surface of the wheel well assembly to the airframe; and the pressure cabin surface extends from the right side of the airframe to the left side of the airframe and is inclined upward in the forward direction relative to the horizontal plane.

12. The method according to claim 11, the method further comprising: connecting a plurality of operating components of the aircraft to the floor panel support; connecting the floor panel support to the pressure cabin surface such that the plurality of operating components are located in the pressurized space between the floor panel support and the pressure cabin surface; and connecting the plurality of floor panels to the floor panel support to cover the plurality of operating components.

13. The method according to claim 12, wherein: the step of connecting the wheel well assembly to the airframe of the aircraft further includes: connecting the nose landing gear box to the airframe and the pressure cabin surface; the nose landing gear box extends in the backward direction from the pressure cabin surface; and the step of connecting the nose landing gear to the wheel well assembly includes: connecting the trunnion to the nose landing gear box.

14. The method according to claim 13, wherein: the step of connecting the wheel well assembly to the airframe of the aircraft further includes: connecting a first partition to the pressure cabin surface and the airframe, wherein the first partition extends laterally between the right side and the left side of the airframe; connecting a second partition to the nose landing gear box and connecting it to the airframe, wherein the second partition extends laterally between the right side and the left side of the airframe and is longitudinally spaced from the first partition; and Connect a third bulkhead to the nose landing gear box and opposite to the second bulkhead and connect it to the frame, wherein the third bulkhead extends laterally between the right side and the left side of the frame; and The pressure cabin surface slopes upward from the second bulkhead to the first bulkhead relative to the horizontal plane.

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