Rotating aircraft door hinges

Abstract

To provide aircraft cargo doors to facilitate rapid and efficient loading and subsequent unloading of goods.SOLUTION: An aircraft includes a fuselage, an aircraft fuselage end cargo door, and a fuselage end cargo door mechanism. The aircraft fuselage end cargo door couples to the fuselage at a major joint line. The fuselage end cargo door mechanism includes a hinge rotatably coupling an aircraft fuselage end cargo door to the fuselage, the hinge being coupled to both the aircraft fuselage end cargo door and the fuselage so that an axis of rotation of the aircraft fuselage end cargo door, defined by the hinge, relative to the fuselage is located forward of a major joint line between the aircraft fuselage end cargo door and the fuselage, where an uppermost portion of the major joint line comprises a joint line radius, where a portion of the joint line radius formed by the aircraft fuselage end cargo door pivots within another portion of the joint line radius formed by the fuselage.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] FIELD OF THE INVENTION The exemplary embodiments relate generally to aircraft, and more particularly to aircraft cargo doors. [Background technology]

[0002] For example, cargo aircraft used for transporting bulky items have typically utilized cargo doors to facilitate the rapid and efficient loading and subsequent unloading of bulky items. End-loading of aircraft through both the nose and tail facilitates rapid loading and unloading. To load / unload through the nose, cargo aircraft utilize a conventional nose cargo door located at the front of the cargo aircraft. In this case, either the conventional nose cargo door or the fuselage includes a corner-hinged access door panel that provides unhindered rotation of the cargo door between open and closed positions. Examples of cargo aircraft with conventional nose cargo doors and hinged access door panels on either the fuselage or the door include the Boeing 747 transport, the Lockheed C-5 Galaxy, and the Antonov AN-124 strategic airlifter. Conventional cargo doors are generally coupled to the fuselage, and the axis of rotation of the conventional cargo door relative to the fuselage is approximately along the aft edge of the conventional cargo door. To ensure that a conventional cargo door can properly rotate to an open position without interfering with the fuselage of the cargo aircraft, the corner-hinged access door panel must swing or otherwise rotate away from the fuselage to provide clearance for the rotation of the conventional cargo door relative to the fuselage. Summary of the Invention

[0003] Therefore, an apparatus and method aimed at addressing at least the above-mentioned concerns would be useful.

[0004] The following is a non-exhaustive list of embodiments of subject matter according to the present disclosure, which may or may not be claimed.

[0005] One embodiment of the subject matter according to the present disclosure relates to an aircraft fuselage end cargo door mechanism, including a hinge rotatably connecting the aircraft fuselage end cargo door to a fuselage, the hinge being connected to both the aircraft fuselage end cargo door and the fuselage, wherein an axis of rotation of the aircraft fuselage end cargo door relative to the fuselage defined by the hinge is located forward of a primary line of attachment between the aircraft fuselage end cargo door and the fuselage, an uppermost portion of the primary line of attachment comprising a bond line radius, and a portion of the bond line radius formed by the aircraft fuselage end cargo door pivots within another portion of the bond line radius formed by the fuselage.

[0006] Another embodiment of the subject matter of the present disclosure relates to an aircraft fuselage end cargo door mechanism, including a pair of hinges rotatably connecting the aircraft fuselage end cargo door to a fuselage, the pair of hinges connected to both the aircraft fuselage end cargo door and the fuselage, and a common axis of rotation defined by the pair of hinges, wherein the aircraft fuselage end cargo door rotates about the common axis of rotation relative to the fuselage, the common axis of rotation being positioned forward of a primary join line between the aircraft fuselage end cargo door and the fuselage, wherein a skin of the aircraft fuselage end cargo door rotating about the common axis of rotation forms an unarticulated monolithic surface, and the skin of the fuselage adjacent the primary join line is unarticulated.

[0007] Yet another embodiment of the subject matter of the present disclosure relates to an aircraft fuselage end cargo door mechanism, including: a hinge rotatably connecting the aircraft fuselage end cargo door to a fuselage, the hinge being connected to both the aircraft fuselage end cargo door and the fuselage so as to form an axis of rotation for the aircraft fuselage end cargo door; and a primary bond line defined by an interface between the aircraft fuselage end cargo door and the fuselage, the axis of rotation for the aircraft fuselage end cargo door being located forward of the primary bond line, wherein a skin of the aircraft fuselage end cargo door rotating about the axis of rotation forms a non-articulating monolithic surface, and the skin of the fuselage adjacent the primary bond line is non-articulating.

[0008] Yet another embodiment of the subject matter of the present disclosure relates to an aircraft including a fuselage, an aircraft fuselage end cargo door coupled to the fuselage at a primary joint line, and an aircraft fuselage end cargo door mechanism, the aircraft fuselage end cargo door mechanism comprising: a hinge rotatably coupling the aircraft fuselage end cargo door to the fuselage, the hinge being coupled to both the aircraft fuselage end cargo door and the fuselage, wherein an axis of rotation of the aircraft fuselage end cargo door relative to the fuselage defined by the hinge is located forward of the primary joint line between the aircraft fuselage end cargo door and the fuselage, an uppermost portion of the primary joint line includes a joint line radius, and a portion of the joint line radius formed by the aircraft fuselage end cargo door pivots within another portion of the joint line radius formed by the fuselage.

[0009] Yet another embodiment of the subject matter of the present disclosure relates to an aircraft including a fuselage, an aircraft fuselage end cargo door connected to the fuselage at a primary join line, and an aircraft fuselage end cargo door mechanism, the aircraft fuselage end cargo door mechanism comprising: a pair of hinges rotatably connecting the aircraft fuselage end cargo door to the fuselage, the pair of hinges connected to both the aircraft fuselage end cargo door and the fuselage; and a common axis of rotation defined by the pair of hinges, the aircraft fuselage end cargo door rotating about the common axis of rotation relative to the fuselage, the common axis of rotation being located forward of the primary join line between the aircraft fuselage end cargo door and the fuselage, the skin of the aircraft fuselage end cargo door rotating about the common axis of rotation forming a non-articulating monolithic surface, and the skin of the fuselage adjacent the primary join line is non-articulating.

[0010] Yet another embodiment of the subject matter according to the present disclosure relates to an aircraft including a fuselage, an aircraft fuselage end cargo door configured to interact with the fuselage, and an aircraft fuselage end cargo door mechanism, the aircraft fuselage end cargo door mechanism comprising: a hinge rotatably connecting the aircraft fuselage end cargo door to the fuselage, the hinge being connected to both the aircraft fuselage end cargo door and the fuselage so as to form an axis of rotation for the aircraft fuselage end cargo door; and a primary joint line defined by an interface between the aircraft fuselage end cargo door and the fuselage, the axis of rotation for the aircraft fuselage end cargo door being located forward of the primary joint line, wherein a skin of the aircraft fuselage end cargo door that rotates about the axis of rotation forms a non-articulating monolithic surface, and the skin of the fuselage adjacent the primary joint line is non-articulating.

[0011] Examples of the present disclosure have been generally described above and reference will now be made to the accompanying drawings, which are not necessarily drawn to scale and in which like reference characters indicate the same or similar parts throughout the several views. [Brief explanation of the drawings]

[0012] [Figure 1A] FIG. 1 is a schematic side view of an aircraft, in accordance with one or more aspects of the present disclosure. [Figure 1B] FIG. 1B is a schematic perspective view of a portion of the aircraft of FIG. 1A. [Figure 1C] 1B is a schematic perspective view of a portion of the aircraft of FIG. 1A showing the opening to the interior cargo area of ​​the aircraft, with the nose cargo door removed for clarity; [Figure 2] FIG. 2 is a schematic side view of a portion of the aircraft of FIG. 1 in accordance with one or more aspects of the present disclosure. [Figure 3] FIG. 2 is a schematic top view of a portion of the aircraft of FIG. 1 in accordance with one or more aspects of the present disclosure. [Figure 4] FIG. 2 is a schematic side view of a portion of the aircraft of FIG. 1 in accordance with one or more aspects of the present disclosure. [Figure 5] FIG. 1 is a schematic perspective view of an aircraft fuselage end cargo door mechanism according to one or more aspects of the present disclosure. [Figure 6] FIG. 6 is a schematic side view of a portion of the aircraft fuselage end cargo door mechanism of FIG. 5, in accordance with one or more embodiments of the present disclosure. [Figure 7A] 6A-6C are schematic side views of an opening / closing sequence of the aircraft fuselage end cargo door mechanism of FIG. 5 in accordance with one or more embodiments of the present disclosure. [Figure 7B] 6A-6C are schematic side views of an opening / closing sequence of the aircraft fuselage end cargo door mechanism of FIG. 5 in accordance with one or more embodiments of the present disclosure. [Figure 7C] 6A-6C are schematic side views of an opening / closing sequence of the aircraft fuselage end cargo door mechanism of FIG. 5 in accordance with one or more embodiments of the present disclosure. [Figure 7D] 6A-6C are schematic side views of an opening / closing sequence of the aircraft fuselage end cargo door mechanism of FIG. 5 in accordance with one or more embodiments of the present disclosure. [Figure 8A] FIG. 1 is a schematic perspective view of a forward or nose section of an aircraft, according to one or more aspects of the present disclosure. [Figure 8B] FIG. 8B is a schematic perspective view of the forward or nose portion of the aircraft of FIG. 8A, according to one or more embodiments of the present disclosure. [Figure 8C] FIG. 8B is a schematic side view of the forward or nose portion of the aircraft of FIG. 8A, according to one or more embodiments of the present disclosure. [Figure 8D] FIG. 8B is a schematic side view of the forward or nose portion of the aircraft of FIG. 8A, according to one or more embodiments of the present disclosure. [Figure 9] FIG. 1 is a schematic side view of an aft section of an aircraft, according to one or more aspects of the present disclosure. [Figure 10] FIG. 6 is a block diagram of a method used for the aircraft fuselage end cargo door mechanism 100 of FIG. 5 in accordance with one or more aspects of the present disclosure. [Figure 11] FIG. 1 is a block diagram of an aircraft manufacturing and service method according to one or more aspects of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0013] 1A to 1C , aspects of the present disclosure described herein provide an aircraft fuselage end cargo door mechanism 100 and an aircraft 1000 including the aircraft fuselage end cargo door mechanism 100. The aircraft fuselage end cargo door mechanism 100 is configured to facilitate opening and closing an aircraft fuselage end cargo door 110 without interfering with a fuselage 1001 of the aircraft 1000. The aircraft fuselage end cargo door mechanism 100 rotatably couples the aircraft fuselage end cargo door 110 to the fuselage 1001 of the aircraft 1000. This allows the aircraft fuselage end cargo door 110 to rotate freely without being constrained by the fuselage 1001 during opening and closing operations of the aircraft fuselage end cargo door 110 and without the need for a corner-hinge access door panel. The absence of a corner-hinge access door panel may reduce the number of parts in the aircraft 1000, which may reduce the cost and weight of the aircraft 1000 and reduce maintenance downtime for the aircraft 1000. As described herein, the aircraft fuselage end cargo door 110 rotates between an open position 198 ( FIG. 2 ) and a closed position 199 ( FIG. 1B ), and the aircraft fuselage end cargo door 110 rotates, for example, approximately 105 degrees relative to the fuselage 1001 (in some embodiments, the rotation can be greater or less than approximately 105 degrees) to provide access to the interior cargo area 1006 of the aircraft 1000.

[0014] Aspects of the present disclosure will be described herein with reference to an aircraft 1000. Generally, the aircraft 1000 includes an airframe 1002 forming at least a fuselage 1001 extending longitudinally along a longitudinal axis 1999 of the aircraft 1000. Positioned toward the forward portion 1001F of the fuselage 1001 is a cockpit 1003 (the cockpit 1003 including at least a windshield 1004) and a fuselage nosecone 1008. In one aspect, the forward portion 1001F of the fuselage 1001 may include a protrusion 1020 extending beyond the forward end edge 1010 of the fuselage 1001. Positioned toward the aft portion 1001R of the fuselage 1001 are a vertical stabilizer 1005V, a horizontal stabilizer 1005H, and a tail cone 140. The airframe 1002 further includes an aircraft skin 1002S disposed about the fuselage 1001 that defines an interior cargo area 1006.

[0015] While the aircraft 1000 is depicted as a double-decker wide cargo aircraft, such as a Boeing 747-8F, designed to transport items, it should be noted that the aircraft 1000 may be any aircraft, including a single-decker aircraft, a narrow aircraft, or any other suitable aircraft having an aircraft fuselage-end cargo door 110 that forms at least a portion of the fuselage nosecone 1008 or tailcone 140. The aircraft fuselage-end cargo door 110 is described herein substantially with reference to a nose cargo door 120 located in the forward portion 1001F of the aircraft 1000, but it should be further noted that the aircraft fuselage-end cargo door 110 may form at least the fuselage nosecone 1008 (and in one aspect may include a portion of the cockpit 1003 and / or fuselage 1001), the tailcone 140, or any other suitable portion of the aircraft 1000. In one aspect, the aircraft 1000 includes a nose cargo door 120, as shown in FIGS. 1A and 1B . In another embodiment, the aircraft 1000 includes a tail cargo door 150, as shown in Figure 9. In yet another embodiment, the aircraft 1000 includes both a nose cargo door 120 and a tail cargo door 150.

[0016] 1A-1C, 8A, and 9, as described above, an aircraft fuselage end cargo door 110 is coupled to one end of the fuselage 1001 (i.e., the forward portion 1001F or the aft portion 1001R) using an aircraft fuselage end cargo door mechanism 100 to facilitate loading and unloading into and from the interior cargo area 1006. In one aspect, the aircraft fuselage end cargo door 110 is provided to seal an opening 1050 (see FIG. 1C) in the forward portion 1001F of the fuselage 1001, where the opening 1050 provides access to the interior cargo area 1006. In another aspect, the aircraft fuselage end cargo door 110 is provided to seal an opening 1051 (FIG. 9) in the aft portion 1001R of the fuselage 1001, where the opening 1051 provides access to the interior cargo area 1006. For example, the interior cargo area 1006 of the fuselage 1001 may extend along the longitudinal axis 1999 of the aircraft 1000 between the forward section 1001F and the aft section 1001R and may at least partially define one or more of the openings 1050, 1051. In one aspect, a portion of the interior cargo area 1006 may be defined by the nose cargo door 120 or the tail cargo door 150. The nose cargo door 120 is configured to cover the opening 1050, enclose the interior cargo area 1006, and seal or otherwise close the interior cargo area 1006 from the outside environment. Similarly, the tail cargo door 150 is configured to cover the opening 1051, and enclose the interior cargo area 1006, and seal or otherwise close the interior cargo area 1006 from the outside environment.

[0017] 1B, 2, 3, and 4, in one aspect, nose cargo door 120 includes a frame 120F (FIG. 4), a skin 123, a forward edge 124, an aft edge 121, and surfaces 125A-125C. Surfaces 125A-125C define a cutout portion 125. Generally, the frame 120F and skin 123 of nose cargo door 120 provide load-bearing capabilities. With the nose cargo door in the closed position 199, skin 123 is contoured to match the aircraft skin 1002S of fuselage 1001 so as not to interfere with the aerodynamic performance of the aircraft 1000. 1B , in one embodiment, when the nose cargo door 120 is positioned in the forward portion 1001F of the aircraft 1000, the aft edge 121 of the nose cargo door 120 abuts the forward end edge 1010 of the fuselage 1001 and coincides with the periphery 1010P of the forward end edge 1010. With the aft edge 121 of the nose cargo door 120 abutting the forward end edge 1010 of the fuselage 1001, the surfaces 125A-125C defining the cutout portion 125 abut against a protrusion 1020 of the fuselage 1001. The aft edge 121 abutting the forward end edge 1010 and the surfaces 125A-125C abutting the protrusion 1020 define a joint line 200 between the nose cargo door 120 and the fuselage 1001. The nose cargo door 120 couples to the fuselage 1001 about a joint line 200 and is releasably configured to pivot about a door pivot point 122 between an open position 198 and a closed position 199 for loading or unloading into or from an interior cargo area 1006 of the aircraft 1000 via the aircraft fuselage end cargo door mechanism 100. In one aspect, the aircraft fuselage end cargo door mechanism 100 couples the nose cargo door 120 to a protrusion 1020 of the fuselage 1001 at a cutout portion 125, thereby causing the nose cargo door 120 to rotate in a direction 122D1 to an open position ( FIG. 2 ) (i.e., the nose cargo door 120 opens such that the nose cargo door 120 is coupled to and supported by (at least partially above) the protrusion 1020 of the fuselage 1001).

[0018] 1B and 3, the line of joint 200 is generally divided into two portions: a primary line of joint 201 portion and a secondary line of joint 205 portion. The primary line of joint 201 is defined by the interface between the aft edge 121 of the nose cargo door 120 and the forward end edge 1010 of the fuselage 1001, each of which at least partially encircles the fuselage 1001 in a common plane CP (FIG. 1B), and the primary line of joint 201 excludes the secondary line of joint 205 of the line of joint 200. The primary line of joint 201 includes a top portion 202 that forms a line of joint radius 202R. The secondary line of joint 205 is defined by the interface between the surfaces 125A-125C of the cutout portion 125 and the protrusion 1020. For example, when nose cargo door 120 is closed, cutout portion 125 extends from aft edge 121 toward forward end 124 of nose cargo door 120 along longitudinal axis 1999 of aircraft 1000 (i.e., surfaces 125A and 125C extend along longitudinal axis 1999, while surface 125B is transverse to (i.e., across) longitudinal axis 1999). Cutout portion 125 extends a distance Z from aft edge 121. Protrusion 1020 of fuselage 1001 is configured to mate with surfaces 125A-125C of cutout portion 125 such that each of surfaces 125A-125C abuts a respective side portion 1020A, 1020C, and front portion 1020B of protrusion 1020. The cutout portion 125 is configured such that when the nose cargo door 120 is rotated to the open position 198 (FIG. 2), the cutout portion 125 can provide clearance for at least a portion of the fuselage 1001, such as the windshield 1004 of the aircraft 1000.

[0019] 1B and 4 , while in the closed position 199, such as during flight, the nose cargo door 120 couples with the fuselage 1001 around a join line 200, thereby sealing the interior cargo area 1006 from the outside atmosphere. With the nose cargo door 120 coupled to the fuselage 1001, a gap 129 is formed between the nose cargo door 120 and the fuselage 1001. To reduce interference with aerodynamic performance, the nose cargo door 120 includes at least one of a pressure seal 400 and an aerodynamic seal 401 disposed along the aft edge 121 of the nose cargo door 120. The pressure seal 400 and / or the aerodynamic seal 401 thereby seals the gap 129 formed around the periphery of the join line 200.

[0020] 1B and 2 , the nose cargo door 120 may further include an actuator 128 for driving the nose cargo door 120 between an open position 198 and a closed position 199. Pivoting the nose cargo door 120 to the open position 198 includes rotating or otherwise driving the nose cargo door 120 about the door rotation axis 122 in the direction 122D1 using the actuator 128. In one aspect, pivoting the nose cargo door 120 from the open position 198 to the closed position 199 includes rotating or otherwise driving the nose cargo door 120 about the door rotation axis 122 in the direction 122D2 using the actuator 128 and / or under the influence of gravity. In one aspect, the skin 123 of the aircraft fuselage end cargo door 110, which rotates about the door rotation axis 122, forms an unarticulated monolithic surface.

[0021] 1A , 5 , 6 , and 7A-7D , the aircraft fuselage end cargo door mechanism 100 includes a hinge 300 that rotatably couples the aircraft fuselage end cargo door 110 to the fuselage 1001. The hinge 300 is coupled to both the aircraft fuselage end cargo door 110 and the fuselage 1001. That is, the door rotation axis 122 of the aircraft fuselage end cargo door 110 relative to the fuselage 1001 is positioned forward of the primary joint line 201, and a hinge rotation axis 350 of the hinge 300 defines the door rotation axis 122. The hinge 300 may be a compact door hinge that includes a fuselage-side pivot mount 310 configured to couple with the fuselage 1001, and a door-side bracket 320 pivotally coupled to the fuselage-side pivot mount 310 by a bearing 330. The door side bracket 320 is configured to couple with the aircraft fuselage end cargo door 110 .

[0022] Inboard swivel mount 310 includes surface 310S (which contacts the frame of fuselage 1001) and attachment features 311-314 (see FIG. 6). In one aspect, attachment features 311-314 of inboard swivel mount 310 are configured to couple inboard swivel mount 310 to fuselage 1001. In one aspect, attachment features 311-314 are openings through which any suitable fasteners pass to secure inboard swivel mount 310 to any suitable structure of fuselage 1001, such as bulkhead 549, stringer 550, or any other suitable structure of airframe 1002 (see FIG. 8B). The fuselage-side pivot mount 310 further includes an opening 315 ( FIG. 6 ) extending along the hinge rotation axis 350 and having a diameter X, through which any suitable fastener 328 may pass to couple the fuselage-side pivot mount 310 and the door-side bracket 320. The hinge 300 is configured such that, when assembled to the fuselage 1001 and the aircraft fuselage-end cargo door 110, the fuselage-side pivot mount 310 is at least partially positioned within an area 399, such as within a width 326 defined by the aft edge 121 of the aircraft fuselage-end cargo door 110.

[0023] Door side bracket 320 includes arm 325 having coupling surface 325S and mounting member 327 having mounting surface 327S. Coupling surface 325S of arm 325 and mounting surface 327S of mounting member are configured to couple to any suitable structure on the aircraft fuselage end cargo door 110 to rotatably couple the aircraft fuselage end cargo door 110 with the fuselage 1002 of the fuselage 1001. Door side bracket 320 further includes opening 329 through which door side bracket 320 couples to bearing 330 and fastener 328. As described above, door side bracket 320 is configured to pivot a distance 300R relative to fuselage side pivot mount 310 about hinge rotation axis 350 in direction 390 via bearing 330. Distance 300R may be approximately 105 degrees (although in some embodiments, the rotation may be greater or less than approximately 105 degrees). In one aspect, bearing 330 is a spherical bearing, while in other aspects, bearing 330 is any suitable bearing for facilitating pivoting of door-side bracket 320 relative to fuselage-side pivot mount 310 about hinge axis of rotation 350. The spherical bearing can provide unrestrained rotation of aircraft fuselage-end cargo door 110 relative to fuselage 1001, such as under loads resulting from wind impinging against aircraft fuselage-end cargo door 110, such as when aircraft 1000 is parked at an airport and aircraft fuselage-end cargo door 110 is opened or closed.

[0024] As described above, the hinge 300 defines the door pivot axis 122 such that the pivot axis 350 of the hinge 300 and the door pivot axis 122 are coaxial. The hinge pivot axis 350 and the door pivot axis 122 are positioned forward of the primary joint line 201 by a distance 598 (FIGS. 3, 6, and 7A) of at least about 9 inches, while in other embodiments, the distance 598 is between about 9 inches and about 12 inches forward of the primary joint line 201. In another embodiment, the distance 598 may be any suitable distance less than about 9 inches or greater than about 12 inches. In one embodiment, as shown in FIG. 3, the portion 205P of the secondary joint line 205 adjacent the hinge 300 extends parallel to the longitudinal axis 1999 by at least the distance 598. Thereby, the aircraft fuselage end cargo door 110 is not constrained on the fuselage 1001 during relative rotation between the nose cargo door 120 and the fuselage 1001. Meanwhile, in other embodiments, portion 205P of secondary bond line 205 may extend parallel to longitudinal axis 1999 a distance twice the distance 598. In another embodiment, secondary bond line 205 may extend parallel to longitudinal axis 1999 any suitable distance such that the aircraft fuselage end cargo door 110 is free to rotate (e.g., rotate unconstrained) relative to the fuselage 1001.

[0025] 7A through 7D , when the aircraft fuselage end cargo door 110 is not constrained on the fuselage 1001, rotation of the aircraft fuselage end cargo door 110 relative to the fuselage 1001 is affected by the mating line radius 202R of the uppermost portion 202 of the primary mating line 201. For example, the mating line radius 202R of the uppermost portion 202 of the primary mating line 201 is configured, at least in part, to substantially prevent interference between the aircraft fuselage end cargo door 110 and the fuselage 1001. The mating line radius 202R includes a portion 202RD formed by the aircraft fuselage end cargo door 110 and a portion 202RF formed by the fuselage 1001. The portion 202RD of the mating line radius 202R formed by the aircraft fuselage end cargo door 110 is configured to pivot within the portion 202RF of the mating line radius 202R formed by the fuselage 1001. In one aspect, the radius of the joint line radius 202R is defined by a distance 598 such that the radius of the joint line radius 202R is substantially equal to the distance 598 that the rotation axis 122 is spaced from the primary joint line 201, where the center 203 of the joint line radius 202R is positioned substantially co-located with the door rotation axis 122 (and hinge rotation axis 350) of the aircraft fuselage end cargo door 110. In one aspect, the arc length L of the joint line radius 202R has a central angle α of approximately 45 degrees. In this case, the central angle α has a vertex 204 that is positioned substantially co-located with the door rotation axis 122 of the aircraft fuselage end cargo door 110. This allows the portion 202RD of the aircraft fuselage end cargo door 110 to be unconstrained on the portion 202RF of the fuselage 1001 when the aircraft fuselage end cargo door 110 rotates. In other aspects, the central angle α may be greater or less than approximately 45 degrees. For example, if the fuselage 1001 has an oval cross-section at the primary join line 201 (such as a nose cargo door 120), the central angle α may be approximately 45 degrees. If the fuselage 1001 has a circular cross-section at the primary join line 201 (such as a cargo door with a cockpit as shown in FIG. 8A), the central angle α may be approximately 30 degrees.

[0026] In one aspect, the hinge 300 creates a load path configured to transfer door loads from the nose side 300N of the hinge 300 to the fuselage side 300F of the hinge 300 along a common axis (e.g., the axis of rotation 122). The hinge 300 provides improved stability compared to a gooseneck hinge having a gooseneck configuration that pivots about the hinge axis of rotation and to which the door is connected. For example, the load path created from the fuselage side 300F of the joint line 200 to the main body of the fuselage 1001 transfers the door load to the fuselage 1001 via the axis of rotation 122 without the bending moment that would otherwise be induced by a gooseneck-shaped hinge linkage.

[0027] 8B , in another embodiment, the aircraft fuselage end cargo door 110 is rotatably coupled to the fuselage 1001 using a pair of hinges 500 including a first hinge 501 and a second hinge 502. Each of the first hinge 501 and the second hinge 502 is substantially similar to the hinge 300 described above. Each hinge 501, 502 of the pair of hinges 500 is thereby coupled to both the aircraft fuselage end cargo door 110 and the fuselage 1001 in the manner described in connection with the hinge 300. In one embodiment, the hinges 501, 502 of the pair of hinges 500 are coupled to one or more of a bulkhead 549, a stringer 550, or any other suitable structure of the airframe 1002 in any suitable manner. The first hinge 501 of the pair of hinges 500 includes a first axis of rotation 510, and the second hinge 502 of the pair of hinges 500 includes a second axis of rotation 511. Each of the first and second axes of rotation 510, 511 are positioned forward of the primary juncture 201 between the aircraft fuselage end cargo door 110 and the fuselage 1001 in the manner described above in connection with hinge 300. In one aspect, the first axis of rotation 510 and the second axis of rotation 511 are substantially coaxial with each other to form a common axis of rotation 515 of the aircraft fuselage end cargo door 110 that is substantially similar to the hinge axis of rotation 350 described above.

[0028] In one aspect, the first hinge 501 and the second hinge 502 are spaced laterally from each other relative to the longitudinal axis 1999 of the fuselage 1001 to stabilize the rotation of the aircraft fuselage end cargo door 110 relative to the fuselage 1001. For example, the first hinge 501 and the second hinge 502 are spaced laterally from each other a distance 599 between about 7 feet and about 8 feet to provide structural stability to the aircraft fuselage end cargo door 110. In another aspect, the distance 599 may be less than about 7 feet or greater than about 8 feet, and such distance may depend on the shape of the aircraft (e.g., wide body, narrow body, etc.).

[0029] 1A-3, the aircraft fuselage end cargo door 110 is shown such that the nose cargo door 120 includes a portion of the aircraft 1000 forward of the cockpit 1003 (e.g., the fuselage nosecone 1008). Referring to FIGS. 1A and 8A-8D, in one aspect, the aircraft fuselage end cargo door 110 includes a portion of the fuselage 1001 located aft of the cockpit 1003 and / or the fuselage nosecone 1008. In this aspect, the joint line 200 is positioned a distance Y from, for example, the forward end 700 of the aircraft 1000. The aircraft fuselage end cargo door 110 thereby includes a portion of the cockpit 1003 and / or the fuselage 1001. In this embodiment, the aircraft fuselage end cargo door 110 may have a circular loft or surface profile as seen in FIG. 8A , or the aircraft fuselage end cargo door 110 is rotatably coupled to the fuselage 1001 as described above in connection with the hinges 300, 500, 501. With the joint line 200 at distance Y, the central angle α ( FIGS. 8C and 8D ) of the joint line radius 202R may be approximately 30 degrees, with the apex 204 positioned substantially in the same location as the door rotation axis 122 of the aircraft fuselage end cargo door 110. In other embodiments, the central angle α may be greater than or less than approximately 30 degrees. In this embodiment, the aircraft fuselage end cargo door 110 may define a portion of the interior cargo area 1006 (i.e., cargo may be stored within the confines of the aircraft fuselage end cargo door 110). 9, the aircraft fuselage end cargo door 110 may be positioned in the aft portion 1001R of the aircraft. In this embodiment, the aft portion 1001R may include a protrusion 1020 that extends beyond the aft end edge 1030 of the fuselage 1001, and the aircraft fuselage end cargo door 110 may be substantially similar to the aircraft fuselage end cargo door 110 described with respect to FIGS. 8A-8D.

[0030] 1A, 7A-7E, and 10, a method 5000 for use with an aircraft fuselage end cargo door mechanism 100 is shown. The aircraft fuselage end cargo door mechanism 100 is configured to couple an aircraft fuselage end cargo door 110 to a fuselage 1001 of an aircraft 1000 such that the aircraft fuselage end cargo door mechanism 100 rotates relative to the fuselage 1001 and the load of the aircraft fuselage end cargo door mechanism 100 is applied to the fuselage 1001 via the aircraft fuselage end cargo door mechanism 100.

[0031] As described above, the aircraft fuselage end cargo door 110 is coupled to the fuselage 1001 using the hinge 300 at a distance 598 from the primary joint line 201 of the joint line 200 ( FIG. 10 , block 5001). The aircraft fuselage end cargo door 110 coupled to the fuselage 1001 of the aircraft 1000 rotates about the door rotation axis 122 in the direction 122D. This causes the portion 202RD of the joint line radius 202R formed by the aircraft fuselage end cargo door 110 to pivot within the portion 202RF of the joint line radius 202R formed by the fuselage 1001 ( FIG. 10 , block 5002). When the portion 202RD of the join line radius 202R formed by the aircraft fuselage end cargo door 110 pivots relative to the portion 202RF of the join line radius 202R formed by the fuselage 1001, the portion 202RD of the join line radius 202R formed by the aircraft fuselage end cargo door 110 does not constrain or interfere with the portion 202RF of the join line radius 202R formed by the fuselage 1001. As the aircraft fuselage end cargo door 110 pivots relative to the fuselage 1001, the load of the aircraft fuselage end cargo door 110 is transferred to the fuselage 1001 ( FIG. 10 , block 5003).

[0032] Embodiments of the present disclosure may be described in the context of an aircraft manufacturing and service method 2000 shown in FIG. 11 . In other aspects, embodiments of the present disclosure may be applied to any suitable industry, such as, for example, automotive, marine, aerospace, etc. With respect to aircraft manufacturing, during pre-production, an exemplary method 2000 may include specification and design (block 2001) of the aircraft 1000 ( FIG. 1A ) and material procurement (block 2002). During production, component and subassembly manufacturing (block 2003) and system integration (block 2004) of the aircraft 1000 may occur. The aircraft 1000 may then undergo certification and delivery (block 2005) and be placed into service (block 2006). During operation, the aircraft 1000 may be scheduled for routine maintenance and service (block 2007). Routine maintenance and upkeep may include modification, reconfiguration, modification, etc. of one or more systems of the aircraft 1000, which may include the aircraft fuselage end cargo door mechanism 100 as described herein.

[0033] Each of the processes of example method 2000 may be performed or implemented by a system integrator, a third party, and / or an operator (e.g., a customer). For purposes of this specification, a system integrator may include, but is not limited to, any number of aircraft manufacturers and major system subcontractors, a third party may include, but is not limited to, any number of vendors, subcontractors, and suppliers, and an operator may be an airline, a leasing company, a military organization, a service organization, etc.

[0034] The apparatus(es) and method(s) shown and described herein may be used during any one or more stages of manufacturing and service method 2000. For example, components or subassemblies corresponding to component and subassembly manufacturing (block 2003) may be fabricated or manufactured in a manner similar to components or subassemblies manufactured during operation of aircraft 1000 (block 2006). Also, one or more embodiments of the apparatus(es), method(s), or combinations thereof may be utilized during manufacturing stages 2003 and 2004, for example, by significantly streamlining or reducing the cost of assembling aircraft 1000. Similarly, one or more embodiments implementing the apparatus or method, or combinations thereof, may be utilized during operation of aircraft 1000 (block 2006) and / or during maintenance and service (block 2007), by way of example and not limitation.

[0035] According to aspects of the present disclosure, the following are provided: A1. a hinge for rotatably connecting an aircraft fuselage end cargo door to a fuselage, the hinge being connected to both the aircraft fuselage end cargo door and the fuselage, such that an axis of rotation of the aircraft fuselage end cargo door relative to the fuselage defined by the hinge is located forward of a primary joint line between the aircraft fuselage end cargo door and the fuselage; 1. An aircraft fuselage end cargo door mechanism, wherein an uppermost portion of the primary join line includes a join line radius, and a portion of the join line radius formed by the aircraft fuselage end cargo door pivots within another portion of the join line radius formed by the fuselage. A2. The aircraft fuselage end cargo door mechanism of paragraph A1, wherein the center of the joint line radius is positioned substantially co-located with the axis of rotation of the aircraft fuselage end cargo door. A3. The aircraft fuselage end cargo door mechanism of paragraph A1, wherein the arc length of the joint line radius has a central angle of approximately 45 degrees or approximately 30 degrees, the central angle having an apex located substantially in the same location as the rotation axis of the aircraft fuselage end cargo door. A4. The aircraft fuselage end cargo door mechanism of paragraph A1, including a second hinge rotatably connecting the aircraft fuselage end cargo door to the fuselage, the second hinge being connected to both the aircraft fuselage end cargo door and the fuselage, and a second axis of rotation of the aircraft fuselage end cargo door relative to the fuselage defined by the second hinge being positioned forward of a primary joint line between the aircraft fuselage end cargo door and the fuselage. A5. The aircraft fuselage end cargo door mechanism of paragraph A4, wherein the rotation axis and the second rotation axis are substantially coincident with each other so as to form a common rotation axis for the aircraft fuselage end cargo door. A6. The aircraft fuselage end cargo door mechanism of paragraph A4, wherein the hinge and the second hinge are spaced laterally from each other relative to the longitudinal axis of the fuselage to maintain stable rotation of the aircraft fuselage end cargo door relative to the fuselage. A7. The aircraft fuselage end cargo door mechanism of paragraph A6, wherein the hinge and the second hinge are laterally spaced apart from each other by a distance between about 7 feet and about 8 feet. A8. The aircraft fuselage end cargo door mechanism of paragraph A1, wherein the hinge defines a load path configured to transfer the door load from a nose side of the hinge to a fuselage side of the hinge. A9. The aircraft fuselage end cargo door mechanism described in paragraph A1, wherein the rotation axis of the aircraft fuselage end cargo door is located at least approximately 9 inches forward of the primary join line. A10. The aircraft fuselage end cargo door mechanism described in paragraph A1, wherein the rotation axis of the aircraft fuselage end cargo door is located between about 9 inches and about 12 inches forward of the primary join line. A11. The aircraft fuselage end cargo door mechanism of paragraph A1, wherein the skin of the aircraft fuselage end cargo door that rotates about the axis of rotation forms an articulated monolithic surface. A12. The hinge, a fuselage-side pivot mount configured to couple to the fuselage; and a door side bracket configured to couple to an aircraft fuselage end cargo door; The aircraft fuselage end cargo door mechanism of paragraph A1, wherein the door-side bracket is pivotally connected to the fuselage-side pivot mount by a bearing. A13. The aircraft fuselage end cargo door mechanism of paragraph A12, wherein the bearing is a spherical bearing. A14. The aircraft fuselage end cargo door mechanism of paragraph A12, wherein the hinge is configured such that, when assembled to the fuselage and the aircraft fuselage end cargo door, the fuselage-side pivot mount is positioned within an area defined by an edge of the aircraft fuselage end cargo door. A15. The aircraft fuselage end cargo door arrangement of paragraph A1, wherein the aircraft fuselage end cargo door includes one or more of a nose cargo door and a tail cargo door. A16. The aircraft fuselage end cargo door mechanism described in paragraph A15, wherein the nose cargo door comprises a cockpit area. A17. The aircraft fuselage end cargo door arrangement of paragraph A1, wherein the fuselage end cargo door comprises a fuselage nose cone. A18. The aircraft fuselage end cargo door mechanism of paragraph A1, wherein the fuselage end cargo door comprises a fuselage tail cone. B1. a pair of hinges rotatably connecting an aircraft fuselage end cargo door to a fuselage, the pair of hinges being connected to both the aircraft fuselage end cargo door and the fuselage; and a common axis of rotation defined by a pair of hinges, the aircraft fuselage end cargo door rotates about the common axis of rotation relative to the fuselage, the common axis of rotation being located forward of a primary joint line between the aircraft fuselage end cargo door and the fuselage; An aircraft fuselage end cargo door mechanism in which the skins of the aircraft fuselage end cargo door that rotate about a common axis of rotation form a non-articulating monolithic surface, and the skin of the fuselage adjacent the primary join line is non-articulating. B2. 10. The aircraft fuselage end cargo door mechanism of claim 8, wherein the uppermost portion of the primary join line includes a join line radius, and a portion of the join line radius formed by the aircraft fuselage end cargo door pivots within another portion of the join line radius formed by the fuselage. B3. The aircraft fuselage end cargo door mechanism of paragraph B2, wherein the center of the joint line radius is located substantially at the same location as the common axis of rotation. B4. The aircraft fuselage end cargo door mechanism of paragraph B2, wherein the arc length of the joint line radius has a central angle of approximately 45 degrees or approximately 30 degrees, the central angle having an apex located substantially at the same location as the common axis of rotation. B5. The aircraft fuselage end cargo door mechanism described in paragraph B1, wherein one hinge of the pair of hinges is spaced laterally from the other hinge of the pair of hinges relative to the longitudinal axis of the fuselage to maintain stable rotation of the aircraft fuselage end cargo door relative to the fuselage. B6. The aircraft fuselage end cargo door mechanism of paragraph B5, wherein one hinge of the pair of hinges is spaced laterally from the other hinge of the pair of hinges by a distance between approximately 7 feet and approximately 8 feet. B7. The aircraft fuselage end cargo door mechanism of paragraph B1, wherein each hinge of the pair of hinges defines a respective load path configured to transfer a door load from a nose side of the hinge to a fuselage side of the hinge. B8. 10. An aircraft fuselage end cargo door mechanism as described in paragraph B1, wherein the common axis of rotation is located at least approximately 9 inches forward of the primary join line. B9. An aircraft fuselage end cargo door mechanism as described in paragraph B1, wherein the common axis of rotation is located between about 9 inches and about 12 inches forward of the primary join line. B10. Each hinge of the pair of hinges is a fuselage-side pivot mount configured to couple to the fuselage; and a door side bracket configured to couple to an aircraft fuselage end cargo door; The aircraft fuselage end cargo door mechanism of paragraph B1, wherein the door-side bracket is pivotally connected to the fuselage-side pivot mount by a bearing. B11. The aircraft fuselage end cargo door mechanism of paragraph B10, wherein the bearing is a spherical bearing. B12. The aircraft fuselage end cargo door mechanism of paragraph B10, wherein each hinge of the pair of hinges is configured such that, when assembled to the fuselage and the aircraft fuselage end cargo door, the fuselage-side pivot mount is positioned within an area defined by an edge of the aircraft fuselage end cargo door. B13. The aircraft fuselage end cargo door arrangement of paragraph B1, wherein the aircraft fuselage end cargo door includes one or more of a nose cargo door and a tail cargo door. B14. The aircraft fuselage end cargo door mechanism of paragraph B13, wherein the nose cargo door comprises a cockpit area. B15. The aircraft fuselage end cargo door mechanism of paragraph B1, wherein the fuselage end cargo door comprises a fuselage nose cone. B16. The aircraft fuselage end cargo door mechanism of paragraph B1, wherein the fuselage end cargo door comprises a fuselage tail cone. C1. a hinge for rotatably connecting an aircraft fuselage end cargo door to a fuselage, the hinge being connected to both the aircraft fuselage end cargo door and the fuselage so as to define an axis of rotation for the aircraft fuselage end cargo door; and a primary joint line defined by an interface between the aircraft fuselage end cargo door and the fuselage, wherein an axis of rotation of the aircraft fuselage end cargo door is located forward of the primary joint line; An aircraft fuselage end cargo door mechanism in which the skin of the aircraft fuselage end cargo door that rotates about the axis of rotation forms a non-articulating monolithic surface, and the skin of the fuselage adjacent the primary join line is non-articulating. C2. The aircraft fuselage end cargo door mechanism of paragraph C1, wherein the uppermost portion of the primary join line includes a join line radius, and a portion of the join line radius formed by the aircraft fuselage end cargo door pivots within another portion of the join line radius formed by the fuselage. C3. The aircraft fuselage end cargo door mechanism of paragraph C2, wherein the center of the joint line radius is positioned substantially co-located with the axis of rotation of the aircraft fuselage end cargo door. C4. The aircraft fuselage end cargo door mechanism of paragraph C2, wherein the arc length of the joint line radius has a central angle of approximately 45 degrees or approximately 30 degrees, the central angle having an apex that is positioned substantially in the same location as the rotation axis of the aircraft fuselage end cargo door. C5. The aircraft fuselage end cargo door mechanism described in paragraph C1, including a second hinge rotatably connecting the aircraft fuselage end cargo door to the fuselage, the second hinge connected to both the aircraft fuselage end cargo door and the fuselage so as to form a second axis of rotation for the aircraft fuselage end cargo door. C6. The aircraft fuselage end cargo door mechanism of paragraph C5, wherein the rotation axis and the second rotation axis are substantially coincident with each other to form a common rotation axis for the aircraft fuselage end cargo door. C7. The aircraft fuselage end cargo door mechanism of paragraph C5, wherein the hinge and the second hinge are spaced laterally from each other relative to the longitudinal axis of the fuselage to maintain stable rotation of the aircraft fuselage end cargo door relative to the fuselage. C8. The aircraft fuselage end cargo door mechanism of paragraph C7, wherein the hinge and the second hinge are laterally spaced apart from each other by a distance between about 7 feet and about 8 feet. C9. The aircraft fuselage end cargo door mechanism of paragraph C1, wherein the hinge defines a load path configured to transfer the door load from a nose side of the hinge to a fuselage side of the hinge. C10. The aircraft fuselage end cargo door mechanism described in paragraph C1, wherein the rotation axis of the aircraft fuselage end cargo door is located at least approximately 9 inches forward of the primary join line. C11. The aircraft fuselage end cargo door mechanism described in paragraph C1, wherein the rotation axis of the aircraft fuselage end cargo door is located between about 9 inches and about 12 inches forward of the primary join line. C12. The hinge, a fuselage-side pivot mount configured to couple to the fuselage; and a door side bracket configured to couple to an aircraft fuselage end cargo door; The aircraft fuselage end cargo door mechanism of paragraph C1, wherein the door-side bracket is pivotally connected to the fuselage-side pivot mount by a bearing. C13. The aircraft fuselage end cargo door mechanism of paragraph C12, wherein the bearing is a spherical bearing. C14. The aircraft fuselage end cargo door mechanism of paragraph C12, wherein the hinge is configured such that, when assembled to the fuselage and the aircraft fuselage end cargo door, the fuselage-side pivot mount is positioned within an area defined by an edge of the aircraft fuselage end cargo door. C15. The aircraft fuselage end cargo door mechanism of paragraph C1, wherein the aircraft fuselage end cargo door includes one or more of a nose cargo door and a tail cargo door. C16. The aircraft fuselage end cargo door mechanism described in paragraph C15, wherein the nose cargo door comprises a cockpit area. C17. The aircraft fuselage end cargo door mechanism of paragraph C1, wherein the fuselage end cargo door comprises a fuselage nose cone. C18. The aircraft fuselage end cargo door mechanism of paragraph C1, wherein the fuselage end cargo door comprises a fuselage tail cone. D1. body, an aircraft fuselage end cargo door that connects to the fuselage at a primary join line; and 1. An aircraft fuselage end cargo door mechanism comprising: a hinge for rotatably connecting an aircraft fuselage end cargo door to a fuselage, the hinge being connected to both the aircraft fuselage end cargo door and the fuselage, such that an axis of rotation of the aircraft fuselage end cargo door relative to the fuselage defined by the hinge is located forward of a primary joint line between the aircraft fuselage end cargo door and the fuselage; 1. An aircraft comprising an aircraft fuselage end cargo door mechanism, wherein an uppermost portion of the primary join line includes a join line radius, and a portion of the join line radius formed by the aircraft fuselage end cargo door pivots within another portion of the join line radius formed by the fuselage. D2. The aircraft of paragraph D1, wherein the center of the joint line radius is located substantially at the same location as the axis of rotation of the aircraft fuselage end cargo door. D3. The aircraft described in paragraph D1, wherein the arc length of the joint line radius has a central angle of approximately 45 degrees or approximately 30 degrees, the central angle having an apex located substantially in the same location as the axis of rotation of the aircraft fuselage end cargo door. D4. The aircraft described in paragraph D1, including a second hinge rotatably connecting the aircraft fuselage end cargo door to the fuselage, the second hinge being connected to both the aircraft fuselage end cargo door and the fuselage, and a second axis of rotation of the aircraft fuselage end cargo door relative to the fuselage defined by the second hinge being positioned forward of a primary joint line between the aircraft fuselage end cargo door and the fuselage. D5. The aircraft of paragraph D4, wherein the rotation axis and the second rotation axis are substantially coincident with one another to form a common rotation axis for the aircraft fuselage end cargo door. D6. The aircraft of paragraph D4, wherein the hinge and the second hinge are spaced laterally from each other relative to the longitudinal axis of the fuselage to maintain stable rotation of the aircraft fuselage end cargo door relative to the fuselage. D7. The aircraft of paragraph D6, wherein the hinge and the second hinge are spaced laterally from each other by a distance between about 7 feet and about 8 feet. D8. The aircraft of paragraph D1, wherein the hinge defines a load path configured to transfer door loads from the nose side of the hinge to the fuselage side of the hinge. D9. The aircraft described in paragraph D1, wherein the axis of rotation of the aircraft fuselage end cargo door is located at least approximately 9 inches forward of the primary join line. D10. The aircraft described in paragraph D1, wherein the rotation axis of the aircraft fuselage end cargo door is located between about 9 inches and about 12 inches forward of the primary join line. D11. The aircraft of paragraph D1, wherein the skin of the aircraft fuselage end cargo door that rotates about the axis of rotation forms an articulated monolithic surface. D12. The hinge, a fuselage-side pivot mount configured to couple to the fuselage; and a door side bracket configured to couple to an aircraft fuselage end cargo door; The aircraft of paragraph D1, wherein the door-side bracket is pivotally connected to the fuselage-side pivot mount by a bearing. D13. The aircraft fuselage end cargo door mechanism of paragraph A12, wherein the bearing is a spherical bearing. D14. The aircraft of paragraph D12, wherein the hinge is configured such that, when assembled to the fuselage and the aircraft fuselage end cargo door, the fuselage-side pivot mount is positioned within an area defined by an edge of the aircraft fuselage end cargo door. D15. The aircraft of paragraph D1, wherein the aircraft fuselage end cargo doors include one or more of a nose cargo door and a tail cargo door. D16. An aircraft described in paragraph D15, wherein the nose cargo door comprises a cockpit area. D17. The aircraft of paragraph D1, wherein the aircraft fuselage end cargo door comprises a fuselage nose cone. D18. The aircraft of paragraph D1, wherein the aircraft fuselage end cargo door comprises a fuselage tail cone. E1. body, an aircraft fuselage end cargo door that connects to the fuselage at a primary join line; and 1. An aircraft fuselage end cargo door mechanism comprising: a pair of hinges rotatably connecting an aircraft fuselage end cargo door to a fuselage, the pair of hinges being connected to both the aircraft fuselage end cargo door and the fuselage; and a common axis of rotation defined by a pair of hinges, the aircraft fuselage end cargo door rotates about the common axis of rotation relative to the fuselage, the common axis of rotation being located forward of a primary joint line between the aircraft fuselage end cargo door and the fuselage; 1. An aircraft comprising an aircraft fuselage end cargo door mechanism, wherein the skins of the aircraft fuselage end cargo door that rotate about a common axis of rotation form a non-articulating monolithic surface, and the skin of the fuselage adjacent the primary join line is non-articulating. E2. The aircraft of paragraph E1, wherein the uppermost portion of the primary attachment line includes a attachment line radius, and a portion of the attachment line radius formed by the aircraft fuselage end cargo door pivots within another portion of the attachment line radius formed by the fuselage. E3. The aircraft of paragraph E2, wherein the center of the joint line radius is located substantially at the same location as the common axis of rotation. E4. The aircraft of paragraph E2, wherein the arc length of the junction line radius has a central angle of about 45 degrees or about 30 degrees, the central angle having an apex located substantially in the same location as the common axis of rotation. E5. The aircraft of paragraph E1, wherein one hinge of the pair of hinges is spaced laterally from the other hinge of the pair of hinges relative to the longitudinal axis of the fuselage to maintain stable rotation of the aircraft fuselage end cargo door relative to the fuselage. E6. The aircraft of paragraph E5, wherein one hinge of the pair is spaced laterally from the other hinge of the pair by a distance between about 7 feet and about 8 feet. E7. The aircraft of paragraph E1, wherein each hinge of the pair of hinges defines a respective load path configured to transfer a door load from a nose side of the hinge to a fuselage side of the hinge. E8. The aircraft described in paragraph E1, wherein the common axis of rotation is located at least approximately 9 inches forward of the primary joint line. E9. The aircraft described in paragraph E1, wherein the common axis of rotation is located between about 9 inches and about 12 inches forward of the primary joint line. E10. Each hinge of the pair of hinges is a fuselage-side pivot mount configured to couple to the fuselage; and a door side bracket configured to couple to an aircraft fuselage end cargo door; The aircraft of paragraph E1, wherein the door-side bracket is pivotally connected to the fuselage-side pivot mount by a bearing. E11. The aircraft of paragraph E10, wherein the bearings are spherical bearings. E12. The aircraft described in paragraph E10, wherein each hinge of the pair of hinges is configured such that, when assembled to the fuselage and the aircraft fuselage end cargo door, the fuselage-side pivot mount is positioned within an area defined by an edge of the aircraft fuselage end cargo door. E13. The aircraft of paragraph E1, wherein the aircraft fuselage end cargo doors include one or more of a nose cargo door and a tail cargo door. E14. An aircraft described in paragraph E13, wherein the nose cargo door comprises a cockpit area. E15. The aircraft of paragraph E1, wherein the aircraft fuselage end cargo door comprises a fuselage nose cone. E16. The aircraft of paragraph E1, wherein the aircraft fuselage end cargo door comprises a fuselage tail cone. F1. body, an aircraft fuselage end cargo door configured to interact with the fuselage; and 1. An aircraft fuselage end cargo door mechanism comprising: a hinge for rotatably connecting an aircraft fuselage end cargo door to a fuselage, the hinge being connected to both the aircraft fuselage end cargo door and the fuselage so as to define an axis of rotation for the aircraft fuselage end cargo door; and a primary joint line defined by an interface between the aircraft fuselage end cargo door and the fuselage, wherein an axis of rotation of the aircraft fuselage end cargo door is located forward of the primary joint line; 1. An aircraft comprising an aircraft fuselage end cargo door mechanism, wherein the skin of the aircraft fuselage end cargo door that rotates about the axis of rotation forms a non-articulating monolithic surface, and the skin of the fuselage adjacent the primary join line is non-articulating. F2. The aircraft of paragraph F1, wherein the uppermost portion of the primary attachment line includes a attachment line radius, and a portion of the attachment line radius formed by the aircraft fuselage end cargo door pivots within another portion of the attachment line radius formed by the fuselage. F3. The aircraft of paragraph F2, wherein the center of the join line radius is located substantially at the same location as the axis of rotation of the aircraft fuselage end cargo door. F4. The aircraft of paragraph F2, wherein the arc length of the joint line radius has a central angle of about 45 degrees or about 30 degrees, the central angle having an apex that is located substantially in the same location as the axis of rotation of the aircraft fuselage end cargo door. F5. The aircraft of paragraph F1, including a second hinge rotatably connecting the aircraft fuselage end cargo door to the fuselage, the second hinge being connected to both the aircraft fuselage end cargo door and the fuselage so as to form a second axis of rotation for the aircraft fuselage end cargo door. F6. The aircraft of paragraph F5, wherein the axis of rotation and the second axis of rotation are substantially coincident with one another to form a common axis of rotation for the aircraft fuselage end cargo door. F7. The aircraft of paragraph F5, wherein the hinge and the second hinge are spaced laterally from each other relative to the longitudinal axis of the fuselage to maintain stable rotation of the aircraft fuselage end cargo door relative to the fuselage. F8. The aircraft of paragraph F7, wherein the hinge and the second hinge are spaced laterally from each other by a distance between about 7 feet and about 8 feet. F9. The aircraft of paragraph F1, wherein the hinge defines a load path configured to transfer door loads from a nose side of the hinge to a fuselage side of the hinge. F10. The aircraft described in paragraph F1, wherein the axis of rotation of the aircraft fuselage end cargo door is located at least approximately 9 inches forward of the primary join line. F11. The aircraft described in paragraph F1, wherein the rotation axis of the aircraft fuselage end cargo door is located between about 9 inches and about 12 inches forward of the primary join line. F12. The hinge, a fuselage-side pivot mount configured to couple to the fuselage; and a door side bracket configured to couple to an aircraft fuselage end cargo door; The aircraft of paragraph F1, wherein the door-side bracket is pivotally connected to the fuselage-side pivot mount by a bearing. F13. The aircraft of paragraph F12, wherein the bearings are spherical bearings. F14. The aircraft of paragraph F12, wherein the hinge is configured such that, when assembled to the fuselage and the aircraft fuselage end cargo door, the fuselage-side pivot mount is positioned within an area defined by an edge of the aircraft fuselage end cargo door. F15. The aircraft of paragraph F1, wherein the aircraft fuselage end cargo doors include one or more of a nose cargo door and a tail cargo door. F16. The aircraft described in paragraph F15, wherein the nose cargo door comprises a cockpit area. F17. The aircraft of paragraph F1, wherein the fuselage end cargo door comprises a fuselage nose cone. F18. The aircraft of paragraph F1, wherein the fuselage end cargo door comprises a fuselage tail cone.

[0036] In the referenced drawings, where solid lines are present connecting various elements and / or components, these solid lines may represent mechanical, electrical, fluid, optical, electromagnetic, and other connections, and / or combinations thereof. As used herein, "coupled" means directly and indirectly coupled. For example, member A may be directly coupled to member B, or indirectly coupled, for example, via another member C. It will be understood that not all relationships between the various elements disclosed are necessarily represented. Thus, couplings other than those shown in the drawings may exist. Where dashed lines are present connecting blocks representing various elements and / or components, these dashed lines represent connections similar in function and purpose to those represented by solid lines. However, connections represented by dashed lines may be provided alternatively or may relate to alternative embodiments of the present disclosure. Similarly, where elements and / or components represented by dashed lines are present, they represent alternative embodiments of the present disclosure. One or more elements shown with solid and / or dashed lines may be omitted from a particular embodiment without departing from the scope of the present disclosure. Environmental elements, if present, are represented by dotted lines. For clarity, hypothetical (imaginary) elements may also be shown. Those skilled in the art will understand that some of the features shown in the drawings may be combined in various ways without necessarily including other features described in the drawing, other drawings, and / or the accompanying disclosure (even though one or more such combinations are not explicitly set forth herein). Similarly, additional features not limited to the examples presented may be combined with some or all of the features shown and described herein.

[0037] In the above-described FIGS. 10 and 11, blocks may represent steps and / or portions thereof, and lines connecting various blocks do not imply any particular order or dependency of steps or portions thereof. Blocks shown with dashed lines represent alternative steps and / or portions thereof. When dashed lines connect various blocks, the dashed lines represent alternative dependencies of steps or portions thereof. It will be understood that not all dependencies between the various steps disclosed are necessarily depicted. FIGS. 10 and 11 and the accompanying descriptions describing the implementation of one or more methods set forth herein should not necessarily be construed as dictating the sequence in which operations are performed. Rather, while an example order is shown, it should be understood that the order of steps can be modified where appropriate. Thus, certain steps can be performed in a different order or simultaneously. Furthermore, one skilled in the art will recognize that not all steps described need to be performed.

[0038] In the following description, numerous specific details are set forth to provide a thorough understanding of the disclosed concepts, although the concepts may be practiced without some or all of these specific details. In other instances, details of well-known devices and / or processes are omitted to avoid unnecessarily obscuring the description. While some concepts will be described in conjunction with specific examples, it will be understood that these examples are not intended to be limiting.

[0039] Unless otherwise indicated, terms such as "first," "second," etc. are used herein merely as labels and are not intended to impose any sequential, positional, or hierarchical requirements on the items they represent. Further, for example, reference to a "second" item does not require or exclude, for example, a "first" or smaller item and / or a "third" or larger item.

[0040] References herein to "one embodiment" mean that one or more features, structures, or characteristics described in connection with that embodiment are included in at least one implementation. Multiple appearances of the phrase "one embodiment" within the specification may or may not refer to the same embodiment.

[0041] As used herein, a system, device, structure, article, element, component, or hardware that is "configured to" perform a particular function is not, in fact, capable of performing that particular function without any modification, but rather may perform that particular function after further modification. In other words, a system, device, structure, article, element, component, or hardware that is "configured to" perform a particular function is specifically selected, created, implemented, utilized, programmed, and / or designed for the purpose of performing that particular function. As used herein, the phrase "configured to" refers to the existing characteristics of a system, device, structure, article, element, component, or hardware that enable the system, device, structure, article, element, component, or hardware to perform a particular function without further modification. In this disclosure, a system, device, structure, article, element, component, or hardware described as being "configured to" perform a particular function may additionally or alternatively be described as being "adapted to" and / or "operative to" perform that function.

[0042] Various embodiments of the devices and methods disclosed herein include a wide variety of components, features, and functions. It should be understood that the various examples of the device(s) and method(s) disclosed herein may include any of the components, features, and functions of any of the other examples of the device(s) and method(s) disclosed herein, in any combination, and all such possibilities are intended to be within the scope of the present disclosure.

[0043] Many modifications of the examples set forth herein will come to mind to one skilled in the art to which this disclosure pertains having the benefit of the teachings presented in the foregoing descriptions and the accompanying drawings.

[0044] It is therefore to be understood that the present disclosure is not limited to the particular examples illustrated, and that variations and other examples are intended to be included within the scope of the appended claims. Furthermore, while the foregoing description and associated drawings describe embodiments of the present disclosure in terms of particular example combinations of elements and / or functions, it should be understood that alternative implementations may provide different combinations of elements and / or functions without departing from the scope of the appended claims. As such, any reference numerals placed in parentheses in the appended claims are provided for illustrative purposes only and are not intended to limit the scope of the claimed subject matter to the particular examples provided within the present disclosure.

Claims

1. fuselage (1001), an aircraft fuselage end cargo door (110) connected to the fuselage (1001) at a join line (200); An aircraft fuselage end cargo door mechanism (100), comprising: a hinge (300) rotatably connecting the aircraft fuselage end cargo door (110) to the fuselage (1001), the hinge (300) being connected to both the aircraft fuselage end cargo door (110) and the fuselage (1001), and a rotation axis (122) of the aircraft fuselage end cargo door (110) relative to the fuselage (1001), defined by the hinge (300), being positioned aft of a primary joint line (201) of the joint line (200) between the aircraft fuselage end cargo door (110) and the fuselage (1001); an aircraft fuselage end cargo door mechanism (100) in which an uppermost portion (202) of the main joint line (201) includes an arc-shaped joint (202R), and a portion (202RD) of the arc-shaped joint (202R) formed by the aircraft fuselage end cargo door (110) pivots within another portion (202RF) of the arc-shaped joint (202R) formed by the fuselage (1001); a secondary line of weld (205) of the line of weld (200) is defined along a protrusion (1020) that extends beyond an aft end edge (1030) of the fuselage (1001), and a portion of the secondary line of weld (205) extends parallel to a longitudinal axis (1999) of the fuselage (1001) to allow the aircraft fuselage end cargo door (110) to rotate unrestrained relative to the fuselage (1001); the aircraft fuselage end cargo door (110) comprising a fuselage tail cone (140); Aircraft (1000).

2. 2. The aircraft of claim 1, wherein a center of the arcuate joint is positioned substantially co-located with the axis of rotation of the aircraft fuselage end cargo door.

3. 3. The aircraft (1000) of claim 1 or 2, wherein the arc length (L) of the arc-shaped joint (202R) has a central angle (α) of about 45 degrees or about 30 degrees, the central angle (α) having an apex (204) positioned substantially in the same location as the rotation axis (122) of the aircraft fuselage-end cargo door (110).

4. 4. The aircraft (1000) of claim 1, wherein the rotation axis (122) of the aircraft fuselage end cargo door (110) is positioned between about 9 inches and about 12 inches aft of the primary join line (201).

5. The hinge (300) a fuselage-side pivot mount (310) configured to couple to the fuselage (1001); and a door-side bracket (320) configured to couple to the aircraft fuselage end cargo door (110); 5. The aircraft (1000) of claim 1, wherein the door-side bracket (320) is pivotally connected to the fuselage-side pivot mount (310) by a bearing (330).

6. 6. The aircraft (1000) of claim 5, wherein the hinge (300) is configured such that, when assembled to the fuselage (1001) and the aircraft fuselage end cargo door (110), the fuselage-side pivot mount (310) is positioned within an area (399) defined by an edge (121) of the aircraft fuselage end cargo door (110).

7. fuselage (1001), an aircraft fuselage end cargo door (110) connected to the fuselage (1001) at a join line (200); An aircraft fuselage end cargo door mechanism (100), comprising: a pair of hinges (500) that rotatably connect the aircraft fuselage end cargo door (110) to the fuselage (1001), the pair of hinges (500) being connected to both the aircraft fuselage end cargo door (110) and the fuselage (1001); and a common axis of rotation (515) defined by the pair of hinges (500), about which the aircraft fuselage end cargo door (110) rotates relative to the fuselage (1001), the common axis of rotation (515) being positioned aft of a primary joint line (201) of the joint line (200) between the aircraft fuselage end cargo door (110) and the fuselage (1001); an aircraft fuselage end cargo door mechanism (100) in which a skin (123) of the aircraft fuselage end cargo door (110) that rotates about the common rotation axis (515) forms a monolithic surface that has no connecting structure, and a skin (1002S) of the fuselage (1001) adjacent to a main weld line (201) of the weld line (200) has no connecting structure; a secondary line of weld (205) of the line of weld (200) is defined along a protrusion (1020) that extends beyond an aft end edge (1030) of the fuselage (1001), and a portion of the secondary line of weld (205) extends parallel to a longitudinal axis (1999) of the fuselage (1001) to allow the aircraft fuselage end cargo door (110) to rotate unrestrained relative to the fuselage (1001); the aircraft fuselage end cargo door (110) comprising a fuselage tail cone (140); Aircraft (1000).

8. 8. The aircraft (1000) of claim 7, wherein one hinge (501) of the pair of hinges (500) is spaced apart from the other hinge (502) of the pair of hinges (500) relative to a longitudinal axis (1999) of the fuselage (1001) to maintain stable rotation of the aircraft fuselage end cargo door (110) relative to the fuselage (1001).

9. 9. The aircraft (1000) of claim 8, wherein one hinge (501) of the pair of hinges (500) is spaced laterally from the other hinge (502) of the pair of hinges (500) by a distance (599) between about 7 feet and about 8 feet.

10. 10. The aircraft (1000) of any one of claims 7 to 9, wherein the aircraft fuselage end cargo door (110) comprises an aft cargo door (150).

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