Aircraft fuselage, method for closing opening of fuselage, and aircraft having such fuselage

Abstract

The present invention provides a fuselage (101) of an aircraft (100) comprising a front portion (102) and a rear portion (103) in which at least one opening (106) is provided, the opening (106) being closable by a structural panel (107), the structural panel being completely removable from the opening (106), in which a locking structure (109) for the structural panel (107) is provided in the opening (106) and configured to transfer a load between a main structure (108) of the fuselage (101) and the structural panel (107), the invention also provides a method for closing an opening (106) of a fuselage (101) and an aircraft (100) having such a fuselage (101).

Description

Technical Field

[0001] The present invention relates to an aircraft fuselage, a method for closing openings in the fuselage, and an aircraft having such a fuselage.

[0002] While the invention can be applied to many applications, it will be described in more detail, along with its potential problems, in conjunction with aircraft. However, the described apparatus and methods are equally applicable to vehicles in all sectors of the transportation industry, such as road vehicles, rail vehicles, or ships. Background Technology

[0003] Hydrogen-powered aircraft are a key technology for zero-emission aviation, requiring technological modifications to the systems used in such aircraft. One such system is an energy storage system or tank installed within the aircraft's fuselage. Some aircraft use hinged hinges or doors that allow the loading and removal of components such as large cylindrical cryogenic hydrogen tanks, but employ a design principle based on a combination of locking or latching mechanisms and hinged doors. Because these aircraft are designed for routine opening and closing of doors using hinges or latches, relatively heavy components are used, and the hinged doors are not designed for continuous load transfer. Therefore, the use of the aforementioned design for planned installation and / or disassembly of major aircraft components (such as tanks or tank structures) is limited. Summary of the Invention

[0004] In this context, one object of the present invention is to find an aircraft fuselage and a method for closing fuselage openings, thereby improving the transfer of continuous loads in the fuselage, wherein the method provides convenient access for the easy removal of canisters, particularly LH2 canisters, and insertion of canisters, particularly LH2 canisters, into the aircraft during in-operation maintenance or replacement.

[0005] This objective is achieved by the fuselage of an aircraft having the features of claim 1, the method for closing the opening of the fuselage having the features of claim 9, and an aircraft including such a fuselage having the features of claim 14.

[0006] According to a first aspect of the invention, a fuselage for an aircraft is provided, comprising a front portion and a rear portion, with at least one opening disposed in the rear portion. The opening is closable by a structural panel, which is completely removable from the opening. A locking structure for the structural panel is disposed in the opening, configured to transfer loads between the main structure of the fuselage and the structural panel. This has the advantage of being able to close the opening in the fuselage, thereby ensuring continuous load transfer within the fuselage during operation and on the ground. The opening allows for the insertion or removal of tanks, particularly hydrogen tanks, from the fuselage during installation or maintenance. Furthermore, the structural panel allows for the removal of tanks and equipment without damaging the main structure.

[0007] Another aspect of the invention relates to a method for closing openings in a fuselage, particularly in a fuselage according to the invention. The method includes the steps of: positioning a structural panel in the opening of the fuselage, aligning locking fittings located on the periphery of the opening and the periphery of the structural panel, inserting a locking member into the locking fitting, pulling the structural panel to its assembly position in the fuselage, and securing the locking member to the locking fitting. This has the advantage of effectively closing openings, particularly those for inserting or removing cans from the aircraft fuselage, without damaging or altering the main structure of the aircraft, while ensuring that the structural panel fits completely into the opening, thereby ensuring complete load transfer in the main fuselage structure, even in the case of large structural openings. To remove the structural panel from the opening, the method is performed in reverse order, which is also included in the method of the invention.

[0008] Another aspect of the invention relates to an aircraft having the fuselage of the invention, wherein the forward portion of the fuselage is configured as a pressurized cargo hold or passenger cabin, and the aft portion of the fuselage is configured as a non-pressurized compartment accommodating at least one tank, particularly a pressurized liquid hydrogen (LH2) storage tank, with pressure bulkheads arranged between the forward and aft portions. This has the advantage of facilitating access to the tank, thereby reducing manufacturing and maintenance work. The fuselage also allows for reduced internal space vacancy at dedicated locations within the fuselage for tank installation, removal, and maintenance operations. As another advantage, since the structural panels are removable and re-insertable without requiring modifications to the fuselage structure, downtime for tank structure maintenance or replacement during airline operations is reduced, thereby ensuring full load transfer of the aft non-pressurized fuselage during operation and on the ground. In the context of this invention, typical loads are those imposed during maneuvering by lateral and vertical gusts, as well as ground loads (e.g., during landing and takeoff).

[0009] Advantageous embodiments and further developments will be apparent from the further dependent claims and from the description taken with reference to the accompanying drawings.

[0010] According to another aspect of the invention, the locking structure includes multiple pairs of locking fittings, each pair having a symmetrical construction, each pair of locking fittings being attached to corresponding positions in the peripheral region of the structural panel and the opening, wherein locking elements are provided that can be inserted into the locking fittings to establish a form-locking connection between the fuselage and the structural panel. An advantage of the invention is that it provides a structural connection for integrating load-bearing structural panels into the aircraft fuselage, a connection that can be handled with lower technical requirements and can be used to securely and efficiently connect the fuselage or main fuselage structure to the structural panel. The locking elements further ensure the effective transfer of shear and bending loads between the structural panel (particularly the skin or shell portion at the structural panel) and the fuselage, as well as the reinforcing elements (particularly the frame and stringers of the main structure). The locking elements can be released and locked again on the ground during operation and can compensate for relative misalignment between the structural panel and the fuselage caused by fuselage cutouts serving as openings and deformation following removal of the structural panel from the fuselage or main structure. Each form-locking locking element is fitted into each symmetrical component of a locking fitting that is attached to the fuselage on one side and to the structural panel on the other.

[0011] According to one embodiment of the invention, the locking fitting is provided with a tapered profile, and the locking member has a corresponding tapered edge for insertion into the tapered profile. This has the advantage that potential misalignment between the fuselage and structural panel during connection is compensated because the tapered contact surfaces of the locking member and the locking fitting provide self-centering. During the axial movement of the locking member within the locking fitting as the structural panel is inserted into and the opening is closed, the two elements will align and adjust back to their nominal positions, i.e., the positions defined during fuselage manufacturing. This adjustment back to the initial position ensures a virtually stress-free overall state for the fuselage and structural panel.

[0012] According to another embodiment of the invention, a fixing device is provided for securing the lock to the locking fitting. This fixing device is configured as either a locking plate or a bolt, the locking plate being screwed onto the locking fitting, and the bolt protruding through the lock and tightenable into the locking fitting. This has the advantage that, by means of the fixing device—either the locking plate screwed onto the locking fitting or the bolt protruding through the lock and tightenable into the locking fitting—the lock is pushed to its final locked position and secured. This ensures the structural panel is securely and accurately positioned and secured in its initial position within the housing.

[0013] According to another embodiment of the invention, the fixing device is oriented perpendicular to the fuselage. An advantage of this embodiment is that the fixing device can be accessed from outside the fuselage, thereby allowing for quick removal or installation of structural panels.

[0014] According to another embodiment of the invention, each locking accessory is attached to a reinforcing element of the main structure adjacent to the fuselage. This has the advantage of ensuring the highest possible stability of the components and effective load transfer within the fuselage.

[0015] According to another embodiment of the invention, the structural panel is provided with reinforcing elements, wherein the reinforcing elements include a plurality of vertically extending ribs and at least one beam extending substantially orthogonally relative to the ribs, and wherein each locking fitting is attached adjacent to the reinforcing element. An advantage of the invention is that it ensures the effective transfer of shear and bending loads between the structural panel and the main fuselage structure, thereby improving the stability of the assembly.

[0016] According to another embodiment of the invention, the forward portion of the fuselage is configured as a pressurized cargo hold or passenger cabin, and the aft portion of the fuselage is configured as an unpressurized compartment housing at least one tank removable from the fuselage, particularly a pressurized liquid hydrogen (LH2) tank, wherein pressure bulkheads are arranged between the forward and aft portions. This has the advantage of providing different and separate compartments within the fuselage, thereby allowing the fuselage to be adapted to specific aircraft applications and associated space requirements.

[0017] According to another embodiment, the method further includes: locking fittings and locking elements having corresponding conical contact surfaces, wherein, during insertion of the locking element, the structural panel self-centers within the opening. Its advantage is that the combination of the locking fittings and the locking elements into which they are inserted enables rapid assembly and disassembly, while the self-centering capability of the combination of the locking fittings and locking elements allows the structural panel to be precisely and stress-free inserted into the fuselage, thereby ensuring the complete integrity of the fuselage skin. The form-locking between the locking elements and locking fittings, and thus between the structural panel and the fuselage, ensures complete load transfer in a distributed rather than discrete manner during aircraft operation, and can also compensate for elastic deformation of the fuselage and structural panel shapes caused by different load conditions.

[0018] According to another embodiment, the method further includes: fastening the lock to the lock fitting by one of the following operations: positioning a locking plate on the lock fitting and screwing the locking plate onto the lock fitting, inserting at least one bolt into the lock and tightening the lock to the lock fitting. This has the advantage that during the tightening of the threaded parts or bolts, the lock is pushed to its final locked position and secured. This ensures the secure and precise final positioning of the lock.

[0019] According to another embodiment, the method further includes: fastening the locking element to the locking fitting to complete the form-locking connection between the fuselage and the structural panel. This has the advantage that the structural panel is secured in its initial position within the fuselage.

[0020] According to another embodiment, the method further includes the step of inserting a tank, particularly a pressurized liquid hydrogen (LH2) storage tank, through an opening before inserting the structural panel. This has the advantage of ensuring complete access to the fuselage to handle the tanks within, and enabling efficient, rapid, and ergonomic operation during maintenance or tank replacement.

[0021] According to another embodiment of the aircraft, the structural panels are configured to transfer loads from the rear. This has the advantage of ensuring effective transfer of shear and bending loads between the structural panels and the main fuselage structure, and improving operational stability. Attached Figure Description

[0022] The invention will be explained in more detail with reference to the exemplary embodiments shown in the accompanying drawings.

[0023] Figure 1 A perspective view of an aircraft according to an embodiment of the present invention is shown schematically;

[0024] Figure 2a , 2b 2c schematically shows a view of a section of the fuselage according to an embodiment of the present invention;

[0025] Figure 3 A schematic view of a section of the fuselage according to an embodiment of the present invention is shown.

[0026] Figure 4a , 4b A schematic view of a portion of a fuselage structure according to another embodiment of the present invention is shown;

[0027] Figure 5 A perspective view of an aircraft according to another embodiment of the present invention is schematically shown; and

[0028] Figure 6 The steps of a method for closing an opening in a fuselage according to an embodiment of the present invention are illustrated schematically. Detailed Implementation

[0029] The accompanying drawings are included to provide a further understanding of the invention and are incorporated into and constitute a part of this specification. These drawings illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention. Other embodiments of the invention and many anticipated advantages of the invention will be readily understood as they become more readily apparent with reference to the detailed description. Elements in the drawings are not necessarily drawn to scale relative to each other. In the drawings, unless otherwise stated, similar reference numerals denote similar or functionally similar components.

[0030] While specific embodiments are shown and described herein, those skilled in the art will understand that various alternatives and / or equivalent implementations may be used in place of the specific embodiments shown and described without departing from the scope of the invention. Generally, this application is intended to cover any modifications or variations to the specific embodiments discussed herein.

[0031] In the accompanying drawings, unless otherwise specified, the same elements, features and components having the same function and effect are given the same reference numerals.

[0032] Figure 1 A perspective view of an aircraft 100 according to an embodiment of the present invention is schematically shown. The aircraft 100 includes a fuselage 101 having a forward portion 102 and a rear portion 103, separated by a bulkhead 104. The forward portion 102 is configured as a pressurized passenger cabin or cargo hold, while the rear portion 103 is configured as a non-pressurized storage compartment for accommodating tanks 105, particularly pressurized tanks for cryogenic storage of liquid hydrogen (LH2). The rear portion 103 has a cutout section in the fuselage 101 forming an opening 106, which can be closed by a structural panel 107. Figure 1 The image shows the removed position relative to the fuselage 101 and opening 106. The tank 105 can be accessed through opening 106 for maintenance, removal, or insertion. Opening 106 is included in the main structure 108 of the fuselage 101, wherein structural panel 107 closes opening 106 when inserted into it and forms a form-locking connection with the main structure 108. (The last sentence appears to be incomplete and possibly refers to a different configuration.) Figures 2a to 2c and Figure 4a and 4b The locking concept described in the embodiments allows the structural panel 107 to be repeatedly disassembled and installed for planned and unplanned maintenance without damaging the main structure 108 or altering the structure of the fuselage 101.

[0033] Figure 2a , 2b Figures 2 and 2c schematically show a view of a portion of the fuselage 101 according to an embodiment of the present invention. Figure 2a An embodiment of a portion of the locking structure 109 is shown. Figure 2a A pair of locking fittings 112a and 112b are shown, with two components of the pair attached to corresponding positions at the periphery 110a of opening 106 and the periphery 110b of structural panel 107, respectively. Each pair has a symmetrical construction, with a tapered inner profile 111 extending axially in the locking fittings 112a and 112b. On the fuselage 101 side, one component 112a of the locking fitting is connected to the main structure 108, particularly adjacent to the frame and stringers. On the structural panel 107 side, the other component 112b of the locking fitting is positioned adjacent to an element of the reinforcing structure disposed in the plane of structural panel 107 facing the interior space of fuselage 101. Multiple locking fittings 112a and 112b are provided on opening 106 and structural panel 107, the multiple locking fittings being evenly distributed at their respective peripheries 110a and 110b.

[0034] Figure 2bA perspective view of a portion of the structural panel 107 and the fuselage 101 is shown, in which locking fittings 112a, 112b are attached to corresponding peripheries 110a, 110b. A locking member 113 is provided, insertable into the locking fittings 112a, 112b, to establish a positive-locking connection between the fuselage 101 and the structural panel 107 via a total of five tapered surfaces 120 provided in each edge portion 125a, 125b of the locking member 113, these tapered surfaces 120 contacting the corresponding inner surfaces 121 of the locking fittings 112a, 112b. The locking member 113 is provided with tapered edge portions 125a, 125b, each tapered edge portion having a geometry including a tapered outer surface 120 corresponding to the tapered inner surface 121 of the profile 111 of the locking fittings 112a, 112b. Edge portions 125a, 125b are connected by an elongated rib 122 extending between edge portions 125a, 125b. After the locking member 113 is inserted into the locking fittings 112a, 112b, the rib 122 engages with the elongated slot 123 to guide the locking member 113 within the locking fittings 112a, 112b. During the axial movement of the locking member 113 into the locking fittings 112a, 112b, the components to be connected are aligned and adjusted back to their nominal positions (i.e., their manufacturing positions) due to the self-centering configuration of the locking structure 109 via the tapered surfaces 120, 121.

[0035] Figure 2c The locking structure 109 is shown in its installed state. A threaded locking plate 114 covers locking fittings 112a, 112b and a locking member 113 inserted into the locking fittings. When the locking plate 114 is screwed onto the locking fittings 112a, 112b, the locking member 113 is pushed to its final locked position and secured. This also ensures that the structural panel 107 is securely and accurately positioned and secured in its place within the fuselage 101. The locking member 113 ensures the effective transfer of shear and bending loads between the structural panel 107 (particularly the skin or housing portion at the structural panel 107) and the fuselage 101, as well as the reinforcing elements (particularly the frame and stringers of the main structure 108 (not shown)). After the locking plate 114 is removed, the locking element 113 can be released and locked again on the ground during operation, and can compensate for the relative misalignment between the structural panel 107 and the fuselage 101 caused by the fuselage cutout used as an opening and the deformation after the structural panel 107 is removed from the fuselage or main structure 108. Each form-locking locking element 113 is fitted into each symmetrical profile 111 of the aforementioned locking fittings 112a, 112b, which are attached to the fuselage 101 on one side and to the structural panel 107 on the other.

[0036] Figure 3A bottom view of the locking structure 109 in the fuselage 101 is shown. Corresponding components of locking fittings 112a and 112b are attached to the main structure 108 of the fuselage 101 at the periphery 110a of the opening 106 and to the periphery 110b of the structural panel 107, facing each other. Locking member 113 is inserted into locking fittings 112a and 112b. Each component of locking fittings 112a and 112b has a protrusion 115 at its lower end 116, on which locking member 113 is supported. Locking member 113 is secured in locking fittings 112a and 112b by locking plates 114 screwed to them. The gap 124 between the fuselage 101 and the structural panel 107 is covered by a fairing 117, which does not participate in load transfer but ensures the aerodynamic performance of the fuselage 101. By using the locking structure 109, potential misalignment between the fuselage 101 and the structural panel 107 during connection is compensated because the contact surfaces 120, 121 of the locking member 113 and the locking fittings 112a, 112b are tapered, providing self-centering. During the axial movement of the locking member 113 into the locking fittings 112a, 112b as the structural panel 107 is inserted into and the opening 106 is closed, these two elements align and adjust back to their nominal positions, i.e., the positions defined during the manufacture of the fuselage 101. This adjustment back to the initial position ensures a virtually stress-free overall state for the fuselage 101 and the structural panel 107.

[0037] Figure 4a and 4b A schematic view of a portion of the fuselage 101 according to another embodiment of the present invention is shown. Also in this embodiment, locking fittings 112a and 112b are provided, attached to the fuselage 101 and the structural panel 107, wherein the structure and connection of the locking fittings 112a and 112b are... Figures 2a to 2c The lock fittings 112a and 112b are similar in structure, but only three inner surfaces 121 contact the three corresponding opposite outer surfaces 120 of the lock fitting 113. Figures 2a to 2c In contrast to the embodiment shown, the lock 113 has two holes 118. Figure 4a Bolts 119a and 119b are inserted into the holes. Bolts 119a and 119b are used to tighten the lock member 113 onto the lock fittings 112a and 112b, thereby achieving a centering and fastening effect in the locking structure 109. Therefore, Figure 4a and 4b The embodiment shown can be used without the locking plate 114. Figure 4a The locking structure 109 before assembly is shown, while Figure 4b The same structure is shown in its assembled state. The advantages of the fuselage 101 of the present invention in terms of locking and centering, as described above, are also achieved through this embodiment.

[0038] Figure 5 A perspective view of an aircraft 100 according to another embodiment of the present invention is schematically shown. The aircraft 100 shown has a structural panel 107 with an opening 106 in a closed fuselage 101. Thus, the removable and re-insertable structural panel 107 ensures full load transfer of the unpressurized rear fuselage during operation and on the ground. In the context of the present invention, typical loads are those imposed by lateral and vertical gusts during maneuvering, as indicated by arrows L and V, and ground loads imposed during landing and takeoff, as indicated by arrow G. The structural panel 107 used in the fuselage 101 of the aircraft 100 is configured to transfer loads within the fuselage due to the form-locking of the structural panel 107 and the fuselage 101, which is established as described above by locking structures 109 provided in the peripheries 110a, 110b.

[0039] Figure 6The steps of a method for closing an opening in a fuselage 101, specifically the fuselage 101 according to an embodiment of the present invention, are schematically illustrated. In a first step 201, a structural panel 107 is positioned in an opening 106 of the fuselage 101, for example, supported by ground equipment. During insertion, in a further step 202, a plurality of locking fittings 112a, 112b disposed on the peripheries 110a, 110b of the opening 106 and the structural panel 107 are aligned. Subsequently, in step 203, a locking member 113 is inserted into the locking fittings 112a, 112b to ensure that the structural panel 107 is pre-positioned in the opening. In step 204, during the axial movement of the locking member 113 in the locking fittings 112a, 112b, the fuselage 101 and the structural panel 107 to be joined are aligned in the opening and adjusted back to their nominal positions, i.e., their manufacturing positions. This adjustment back to the initial position ensures a nearly stress-free overall state. In a further step 205, the lock 113 is secured to the lock fittings 112a and 112b either by bolts 119 extending through the lock 113 and tightened at the bottom of the lock fittings 112a and 112b, or by locking plates 114 screwed to the lock fittings 112a and 112b. The lock fittings 112a and 112b and the lock 113 are provided with corresponding tapered inner and outer contact surfaces 120 and 121, which are self-centering, thus centering the structural panel 107 in the opening during insertion. During the securing of the lock 113 to the lock fittings 112a and 112b, the form-locking connection between the body 101 and the structural panel 107 is completed because the lock 113 is forced into its final position in the lock fittings 112a and 112b by screwing. In a further step 206, a fairing 117 is attached to close the gap 124 between the structural panel 107 and the fuselage 101 to ensure optimal aerodynamic performance of the fuselage 101. To remove the structural panel 107 from the opening 106, the method is performed in reverse order.

[0040] In the foregoing detailed description, various features have been combined together in one or more examples to simplify the disclosure. However, it should be understood that the above description is intended to be illustrative rather than restrictive. It is intended to cover all alternatives, modifications, and equivalents. Many other examples will become clear to those skilled in the art upon reading the foregoing specification. These embodiments were chosen and described in order to best explain the principles of the invention and its practical application, thereby enabling others skilled in the art to best utilize the invention and its various embodiments with various modifications suitable for the particular purpose contemplated.

[0041] Reference number list

[0042] 100 aircraft

[0043] 101 fuselage

[0044] 102 front

[0045] 103 rear

[0046] 104 bulkhead

[0047] 105 cans

[0048] 106 opening

[0049] 107 structural panel

[0050] 108 main structure

[0051] 109 locking structure

[0052] Periphery of 110a and 110b

[0053] 111-type profile

[0054] 112a and 112b lock accessories

[0055] 113 Lock

[0056] 114 Locking Plate

[0057] 115 protrusion

[0058] 116 lower end

[0059] 117 fairing

[0060] 118 holes

[0061] 119 bolts

[0062] 120 outer surface

[0063] 121 inner surface

[0064] 122 ribs

[0065] 123 slots

[0066] 124 gap

[0067] Edge sections of 125a and 125b

[0068] 202 steps

[0069] 203 steps

[0070] 204 steps

[0071] 205 steps

[0072] 206 steps

[0073] L, G, V arrows

Claims

1. A fuselage (101) of an aircraft (100), the fuselage comprising a front portion (102) and a rear portion (103), wherein at least one opening (106) is disposed in the rear portion (103), the opening (106) being closable by a structural panel (107), the structural panel being completely removable from the opening (106), wherein, A locking structure (109) for the structural panel (107) is provided in the opening (106), and the locking structure is configured to transfer loads between the main structure (108) of the fuselage (101) and the structural panel (107).

2. The fuselage (101) according to claim 1, wherein, The locking structure (109) includes multiple pairs of locking fittings (112a, 112b), each pair of locking fittings having a symmetrical construction. Each pair of locking fittings (112a, 112b) is attached to a corresponding position on the periphery (110a) of the opening (106) and the periphery (110b) of the structural panel (107). A locking element (113) is provided that can be inserted into the locking fittings (112a, 112b) to establish a form-locking connection between the body (101) and the structural panel (107).

3. The fuselage (101) according to claim 2, wherein, The lock fittings (112a, 112b) are provided with a profile (111) having a tapered inner surface (121), and the lock fitting (113) is provided with a corresponding tapered outer surface (121) for insertion into the profile (111).

4. The fuselage (101) according to claim 2 or 3, characterized in that, A fixing device is provided for securing the lock (113) to the lock fittings (112a, 112b), the fixing device being configured as one of a locking plate (114) and a bolt (119), the locking plate being screwed onto the lock fittings (112a, 112b), and the bolt protruding through the lock (113) and being tightened into the lock fittings (112a, 112b).

5. The fuselage (101) according to claim 4, characterized in that, The fixing device is oriented perpendicular to the fuselage (101).

6. The fuselage (101) according to any one of claims 1 to 5, wherein, Each lock fitting (112a, 112b) is attached to a reinforcing element of the main structure (108) adjacent to the fuselage (101).

7. The fuselage (101) according to any one of claims 1 to 6, wherein, The structural panel (107) is provided with reinforcing elements, wherein the reinforcing elements of the structural panel include a plurality of vertically extending ribs and at least one beam extending substantially orthogonally to the ribs, and wherein each locking fitting (112a, 112b) is attached adjacent to the reinforcing element of the structural panel.

8. The fuselage (101) according to any one of claims 1 to 7, wherein, The forward section (102) is configured as a pressurized cargo hold or passenger cabin, and the aft section (103) is configured as a non-pressurized hold, accommodating at least one tank (105) removable from the fuselage (101), particularly a pressurized liquid hydrogen (LH2) tank, with a pressure bulkhead (104) arranged between the forward section (102) and the aft section (103).

9. A method for closing an opening (106) in a fuselage (101), particularly a fuselage (101) according to any one of claims 1 to 8, the method comprising the steps of: Position the structural panel (107) in the opening (106) of the body (101), align the locking fittings (112a, 112b) on the periphery (110a) of the opening (106) and the periphery (110b) of the structural panel (107), insert the lock (113) into the locking fittings (112a, 112b), pull the structural panel (107) to the assembly position in the body (101), and fasten the lock (113) to the locking fittings (112a, 112b).

10. The method according to claim 9, wherein, The lock fittings (112a, 112b) and the lock (113) are provided with corresponding tapered contact surfaces (120, 121), and wherein, during the insertion of the lock (113), the structural panel (107) is self-centered in the opening (106).

11. The method according to claim 9 or 10, wherein, Fastening the lock (113) to the lock fittings (112a, 112b) includes one of the following operations: positioning the locking plate (114) on the lock fittings (112a, 112b) and screwing the locking plate (114) onto the lock fittings (112a, 112b), inserting at least one bolt (119) into the lock (113) and tightening the lock (113) together with the lock fittings (112a, 112b).

12. The method according to claim 11, wherein, Fastening the locking element (113) to the locking fittings (112a, 112b) includes completing a form-locking connection between the body (101) and the structural panel (107).

13. The method according to any one of claims 9 to 12, wherein, The method also includes inserting a tank (105), particularly a pressurized liquid hydrogen (LH2) tank, through an opening (106) before inserting the structural panel (107).

14. An aircraft (100) having a fuselage (101) according to any one of claims 1 to 8, wherein, The forward part (102) of the fuselage (101) is configured as a pressurized cargo hold or passenger cabin, and the rear part (103) of the fuselage (101) is configured as a non-pressurized compartment for accommodating at least one tank (105), particularly a pressurized liquid hydrogen (LH2) storage tank, with pressure bulkheads (104) arranged between the forward part (102) and the rear part (103).

15. The aircraft (100) according to claim 14, wherein, The structural panel (107) is configured to transfer the load of the rear (103).

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