Aircraft with improved cargo hold

Abstract

An aircraft according to one embodiment has a fuselage which houses an upper level and a lower level separated by the floor of the upper level, wherein at least one of the cross-sectional shape of the fuselage and the floor of the upper level is configured such that the ceiling height in at least part of both the upper and lower levels is sufficient for a person to stand, and one of the upper and lower levels comprises a passenger cabin and the other level comprises a cargo hold. There is also provided, according to another embodiment a method of operating an aircraft having a fuselage which houses an upper level and a lower level separated by the floor of the upper level. The method may comprise the steps of directing passengers to embark onto the lower level of the aircraft and to deposit their luggage in the lower level, and then directing passengers to move from the lower level to the upper level, wherein the passengers are directed to move along a path such that the position of embarking is upstream of the position at which the luggage is deposited which is upstream of the position at which passengers move to the upper level.

Description

DESCRIPTION OF THE DRAWINGS

Embodiments of the present invention will now be described by way of example with reference to the accompanying drawings, of which:

FIG. 1 shows a cross-section of an aircraft fuselage of the prior-art;

FIG. 2 shows a cross-section of an aircraft fuselage according to a second embodiment of the invention;

FIG. 3 shows a cross-section of an aircraft fuselage according to a third embodiment of the invention;

FIG. 4 shows a cross-section of an aircraft according to the third embodiment of the invention with an alternative floor structure; and

FIG. 5 shows a plan-view of a seating arrangement for use in an aircraft according to the third embodiment of the invention.

DETAILED DESCRIPTION

The illustrated embodiments of the invention provide an aircraft having a cargo hold with an increased height to allow access to the cargo hold by passengers and also a method of operating an aircraft having such a cargo hold.

In a method of aircraft operation according to a first embodiment of the invention (not separately illustrated, but achievable by means of using an aircraft in accordance with any of FIGS. 2 to 5, described in further detail below), passengers carry their luggage, to be stored in the cargo hold of the aircraft, to the aircraft rather than checking that luggage in at the airport. Passengers board the aircraft and move to a luggage storage area in the cargo hold of the aircraft, where they deposit their items of luggage. After depositing their luggage, or subsequent to boarding the aircraft if a particular passenger does not have any luggage to store, passengers move to the passenger cabin of the aircraft to take their seats. Passengers with no luggage to store in the cargo hold may either, depending on the layout of the aircraft, pass through the luggage storage area, or may move directly to their seat. Luggage may be stored in a designated area of the cargo hold, or in lockers or other storage arrangements may be provided to allow the safe storage of luggage. Aircraft staff may be available to assist passengers with the storage of luggage. The entrance to the aircraft, luggage storage area of the cargo hold and entrance to the passenger cabin from the cargo hold are located on a path such that passengers embark onto the aircraft and move along the path such that the flow of passengers along the path is substantially entirely one-way. Thus passengers can reach their seats without needing to pass points along the path in more than one direction and/or without needing to reverse their direction along that path. Effectively, a one-way system is formed. Such a layout ensures that passengers flow in a single direction along the path, thereby avoiding queues and collisions as passengers attempt to move past each other. The direction of movement may be implicit in the layout of the aircraft, may be indicated by signs in the aircraft, or aircraft staff may provide instructions and/or directions to passengers. Other methods of ensuring passengers follow the correct path will be apparent to the reader.

When disembarking the aircraft, passengers move to the luggage storage area of the cargo hold to collect their luggage and then leave the aircraft via regular passenger exits. If a passenger does not have luggage to collect, depending on the layout of the aircraft, they may leave the aircraft directly via a regular exit or may pass through the luggage storage area before leaving the aircraft via a regular exit. In the same manner as passengers follow a one-way system when boarding the aircraft, passengers follow a one-way system when leaving.

In order for such a method of loading an aircraft to be practical, passengers must be able to move in the cargo hold in a manner to allow them to conveniently deposit their luggage. However, as has been described above, conventional aircraft have cargo holds with a ceiling height that is not sufficient for a person to stand. FIG. 2 shows a cross-section of the fuselage of an aircraft according to a second embodiment of the present invention, suitable for operation according to the method of the first embodiment of the invention.

The word ‘central’ and its cognate terms are used hereinafter in relation to the fuselage as illustrated in the drawings to refer to the horizontally central region of the cross-section of the fuselage, and not to any other region that could be described as central to a different aspect or dimension of the fuselage.

In FIG. 2 the cross-section of the fuselage is overlaid on a cross-section of a conventional fuselage having a passenger cabin with the same width (and hence capable of housing the same number of seats abreast) to allow comparison therewith.

Fuselage 25 houses an upper level in the form of a passenger cabin 26 and a lower level in the form of a cargo hold 27. The term “cargo hold” is used to distinguish an area of an aircraft used for purposes such as the storage of cargo and luggage, from an area forming a passenger cabin which is primarily for the seating of passengers during a flight. The term “cargo hold” is not intended to suggest that that area is used solely, or even mostly, for the carriage of cargo. Areas described as a “cargo hold” may, as described in detail below, also house facilities for use by passengers on the aircraft. A structure 28 divides the passenger cabin 26 and the cargo hold 27, and so the structure 28 defines both the floor of the passenger cabin 26 and the ceiling of the cargo hold 27. The cross-section of the fuselage of the embodiment is overlaid on the cross-section of the conventional fuselage so that the height of the structure 28 dividing the upper and lower levels is the same in both cross-sections.

The central lower portion 20 (defining the position of the floor of the lower level) of the fuselage extends downwards below the conventional fuselage 21 to increase the height in that area of the lower level to a height sufficient for a person to stand. The centre of the lower level thereby provides an area 22 in which passengers can walk. Luggage storage areas 23 are provided to each side of the walkway, into which luggage can be deposited for storage during the flight. The aircraft is therefore suitable for operation according to the first embodiment of the invention.

The central top section 24 (defining the position of the ceiling of the upper level) of the fuselage according to the second embodiment of the invention is lowered compared to the conventional fuselage, having a comparable width. The height of the upper level is still sufficient however for passengers to stand, and is sufficient for passengers to access all of the seats in the upper-level. The lowering of the central top section of the fuselage reduces the external circumference of the fuselage and thereby reduce aerodynamic drag.

The circumference of the cross-section of the prior art fuselage shown in FIG. 2 is 13.293 m, whereas the cross-section of a fuselage according to the first embodiment of the invention having the same width, has a circumference of 14.493 m, an increase of only 9%. The aerodynamic drag of a fuselage according to this embodiment of the invention is not, therefore, significantly increased.

The cross-sectional shape described with reference to FIG. 2 may be utilised for a substantial part of the length of the passenger cabin (for example substantially the entire length of the cabin).

The passenger cabin floor of the prior art fuselage shape shown in FIG. 1 is positioned to provide sufficient headroom to allow access to the outer-most seats in each row. When positioned to provide such access, the height of the cargo hold, below the floor, is not sufficient for a person to stand. However, since the ceiling of the passenger-cabin is curved, the height of the ceiling in the central region of the cross-section is significantly greater than the minimum height needed for passengers to stand in that area.

FIG. 3 shows a cross-section of an aircraft fuselage according to a third embodiment of the invention. The floor 30 of the passenger cabin is raised in the centre, compared to the edges. Such a floor shape allows provision of sufficient height in the passenger cabin to stand in the central area and to access all of the seats in each row. Furthermore, the height of the cargo hold, in the centre is sufficient for a person to stand. An aircraft according to the third embodiment of the invention is therefore suitable for use according to the method of the first embodiment of the invention.

Passenger seats 31 are mounted on the floor 30 and stepped level surfaces 32 are provided for passengers' feet, thereby providing comfort for passengers occupying the seats.

The floor may be formed as an arch, as shown in FIG. 3, and/or may be formed as a series of steps, as shown in FIG. 4. An arched shape has the advantage of being a structurally strong shape. A stepped floor may provide a more convenient construction method and/or more convenient or useable floor space in the passenger cabin. Supports may be utilised between the internal floor and the fuselage to provide additional support to the internal floor.

When the non-flat floor of the third embodiment of the invention is utilised, certain seats may overlook other seats, which may not be particularly appealing to passengers. FIG. 5 shows a seating plan for use with the third embodiment of the invention which alleviates the overlook between seats.

The positions of the seats in each row may be staggered, preferably in such a way as to reduce the extent by which a passenger sat in one seat in the row is overlooked by another passenger sat in another seat in the row. For example, seats in each row may be located forwards of the seats located more towards the centre of the fuselage, thereby reducing the overlook of a more outwards seat to a more inwards seats. Seats in each row may alternatively be located rearwards of the seats located more towards the centre of the fuselage, thereby reducing the overlook of a more inwards seat to a more outwards.

Features of the aircraft of the second and third embodiments of the invention may be combined to provide an upper and a lower level having a height sufficient for a person to stand. For example, the non-flat floor and the modified fuselage shape may be provided in combination to further improve the available space in the passenger cabin. Other combinations will be apparent to the reader skilled in the art.

In the second or third embodiments of the invention internal passenger stairs (not shown) may be provided to provide access between the cargo hold of the aircraft and the passenger cabin. The internal stairs may be positioned such that passengers follow a continuous path in a single direction, as described with reference to the method of the first embodiment of the invention. For example, the entrance to the aircraft may be positioned at one end of the fuselage, and the internal stairs at the other end of the fuselage, such that passengers pass along the length of the cargo hold in a single direction as they board the aircraft. Other arrangements of the entrance and stairs are possible as will be clear to the reader.

The passenger-accessible cargo hold may, in addition to or instead of, storing luggage, be utilised to house entertainment facilities for the use by passengers during flight. For example gaming facilities, shops or vending facilities may be provided in the cargo hold. Furthermore, sleeping accommodation may be provided in the cargo hold for use by passengers during flight. The internal stairs described above may be utilised by passengers during flight to access such facilities. The internal stairs may also be utilised by passengers to access luggage during flight, stored in the cargo hold. Two, or more, sets of internal stairs may be provided, thereby allowing a one-way movement system to be implemented to prevent congestion in the relatively small spaces in the cargo hold.

Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. For that reason, reference should be made to the claims for determining the true scope of the present invention. By way of example, certain variations to the above-described embodiments will now be described.

In an aircraft according to the third embodiment of the invention, the space between the curved floor and the flat floor surface provided for passengers feet may be utilised to house aircraft systems. Furthermore, areas of the cargo hold may also or alternatively be utilised to store aircraft systems.

The aircraft of the second and third embodiments of the invention may also be equipped with regular passenger exits in the passenger cabin to allow operation of the aircraft in a conventional manner. The term “regular exit” means any exit that could be used regularly by passengers to gain access to the aircraft and may cover within its scope an exit that may be used as an emergency exit, but excludes an exit that would only ever be used as an emergency exit. It shall be appreciated that the term ‘exit’ is used herein to refer to an opening through which passengers may embark, as well as disembark, the aircraft. Such an opening will typically be associated with a door. It will be appreciated that in some embodiments additional exits in the form of emergency exits may need to be provided.

Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims.

Claims

1. An aircraft having a fuselage which houses an upper level and a lower level separated by the floor of the upper level, wherein the radius of curvature of the uppermost section of the cross-sectional shape of the fuselage is larger than the radius of curvature of the lowermost section of the cross-sectional shape,the cross-sectional shape of the fuselage is configured such that the ceiling height in at least part of both the upper and lower levels is sufficient for a person to stand, andone of the upper and lower levels comprises a passenger cabin and the other level comprises a cargo hold.

2. An aircraft according to claim 1, wherein the cross-sectional shape of the fuselage is such that the passenger cabin is wider than the cargo hold.

3. An aircraft according to claim 1, wherein the fuselage is taller than it is wide.

4. An aircraft according to claim 3, wherein the radius of curvature of the lowermost section of the cross-sectional shape of the fuselage is less than the radius of curvature of a circle having a diameter equal to the width of the aircraft fuselage.

5. An aircraft according to claim 1, wherein the radius of curvature of the lowermost section of the cross-sectional shape of the fuselage is less than the radius of curvature of a circle having a diameter equal to the width of the aircraft fuselage.

6. An aircraft according to claim 1, wherein the radius of curvature of the uppermost section of the cross-sectional shape of the fuselage is greater than the radius of curvature of a circle having a diameter equal to the width of the aircraft fuselage.

7. An aircraft according to claim 1, wherein the fuselage has an external width of less than 6 m.

8. An aircraft according to claim 1, wherein the ceiling height of a portion of the upper level at or near the centre of the width of the fuselage is sufficient for a person to stand and the ceiling height of a portion of the lower level at or near the centre of the width of the fuselage is sufficient for a person to stand.

9. An aircraft according to claim 1, wherein both the upper and lower levels are accessible by passengers.

10. An aircraft according to claim 9, further comprising passenger accessible luggage storage compartments in the cargo hold.

11. An aircraft having a fuselage which houses an upper level and a lower level separated by the floor of the upper level, wherein the floor when viewed in cross-section is raised in the middle.

12. An aircraft according to claim 11, wherein the floor of the upper level is configured such that the ceiling height in at least part of both the upper and lower levels is sufficient for a person to stand.

13. An aircraft according to claim 11, wherein one of the upper and lower levels comprises a passenger cabin and the other level comprises a cargo hold.

14. An aircraft according to claim 13, the passenger cabin comprises seats arranged in rows, each seat being offset in a forwards or backwards direction from a neighbouring seat.

15. An aircraft according to claim 11, wherein the floor comprises a central portion that is higher than a portion of the floor at the edge of the floor.

16. An aircraft according to claim 11, wherein the cross-sectional shape of the floor is a curve, with a peak at the centre of the cross-sectional shape.

17. An aircraft according to claim 11, wherein the cross-sectional shape of the surface of the floor is stepped, rising from the outside edges to the centre.

18. An aircraft according to claim 17, further comprising seats mounted on at least one of the steps.

19. An aircraft according to claim 11, wherein the ceiling height of a portion of the upper level at or near the centre of the width of the fuselage is sufficient for a person to stand and the ceiling height of a portion of the lower level at or near the centre of the width of the fuselage is sufficient for a person to stand.

20. An aircraft according to claim 11, wherein both the upper and lower levels are accessible by passengers.

21. An aircraft according to claim 20, wherein one of the upper and lower levels comprises a passenger cabin and the other level comprises a cargo hold and wherein the aircraft comprises passenger accessible luggage storage compartments in the cargo hold.

22. An aircraft having a fuselage which houses an upper level and a lower level separated by the floor of the upper level, wherein the floor of the upper level comprises a central portion that is higher than a portion of the floor at the edge of the floor and is so configured such that the ceiling height in at least part of both the upper and lower levels is sufficient for a person to stand, andone of the upper and lower levels comprises a passenger cabin and the other level comprises a cargo hold.

23. A method of operating an aircraft having a fuselage which houses an upper level and a lower level separated by the floor of the upper level, comprising the steps of: directing passengers to embark onto the lower level of the aircraft and to deposit their luggage in the lower level, and thendirecting passengers to move from the lower level to the upper level, whereinthe passengers are directed to move along a path such that the position of embarking is upstream of the position at which the luggage is deposited which is upstream of the position at which passengers move to the upper level.

24. A method according to claim 23, wherein the method further comprises the step of directing passengers to move between the lower and upper levels via internal passenger stairs.

25. A method according to claim 23, wherein the method includes a step of directing passengers to embark on to the lower level of the aircraft at a different location along the length of the aircraft from the location at which they move to the upper level of the aircraft.

26. A method according to claim 23, wherein the method includes steps of directing passengers to embark onto the lower level of the aircraft via a plurality of embarkation points, anddirecting passengers entering each embarkation point follow a path that does not cross the path of passengers embarking at a different embarkation point.