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(12) Patent Application Publication (10) Pub. No.: US 2013/0099053 A1 Barmichev Et Al

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(12) Patent Application Publication (10) Pub. No.: US 2013/0099053 A1 Barmichev Et Al US 2013 0099053A1 (19) United States (12) Patent Application Publication (10) Pub. No.: US 2013/0099053 A1 Barmichev et al. (43) Pub. Date: Apr. 25, 2013 (54) MID-WING MULTI-DECK AIRPLANE B64C 9/00 (2006.01) B64C I/I) (2006.01) (75) Inventors: Sergey D. Barmichev, Kirkland, WA B64C25/10 (2006.01) (US); Mithra M.K.V. Sankrithi, Lake B64C II/00 (2006.01) Forest Park, WA (US); Kevin M. Retz, (52) U.S. Cl. Bothell, WA (US) USPC ........... 244/102 R; 24.4/73 R: 244/65: 244/91 (73) Assignee: THE BOEING COMPANY, Irvine, CA (57) ABSTRACT (US) An airplane comprises a twin-deck fuselage in which an (21) Appl. No.: 13/276,357 upper deck Support structure is utilized for carry-through of a mid-mount main wing box. The main landing gear of the (22) Filed: Oct. 19, 2011 airplane is mounted to the fuselage and is stowed in a non pressurized area below the main wing box (enabled due to an Publication Classification optimized wing box geometry). A pressurized passageway/ cargo/galley complex separates the main landing gear box (51) Int. Cl. and the main wing box. The upper deck is continuous, while B64D II/00 (2006.01) the lower deck is separated by the wheel wells into two B64C I/20 (2006.01) distinct fore and aft areas (for either cargo or passengers). The B64D I3/02 (2006.01) airplane further comprises an integrated vertical fin and an B64D 27/2 (2006.01) aft-extended pressurized deck area for reduced double-deck B64C I/06 (2006.01) wetted area. More specifically, the double-deck pressurized B64C5/02 (2006.01) fuselage structure is extended to form a blending structure to B64C I/26 (2006.01) which a structural box of the vertical fin is attached. Patent Application Publication Apr. 25, 2013 Sheet 1 of 15 US 2013/0099053 A1 Patent Application Publication Apr. 25, 2013 Sheet 2 of 15 US 2013/0099053 A1 Patent Application Publication Apr. 25, 2013 Sheet 3 of 15 US 2013/0099053 A1 Patent Application Publication Apr. 25, 2013 Sheet 4 of 15 US 2013/0099053 A1 |||||| N | Patent Application Publication Apr. 25, 2013 Sheet 5 of 15 US 2013/0099053 A1 [U]] Patent Application Publication Apr. 25, 2013 Sheet 6 of 15 US 2013/0099053 A1 97 Patent Application Publication Apr. 25, 2013 Sheet 8 of 15 US 2013/0099053 A1 : i Patent Application Publication Apr. 25, 2013 Sheet 9 of 15 US 2013/0099053 A1 : Patent Application Publication Apr. 25, 2013 Sheet 10 of 15 US 2013/0099053 A1 Patent Application Publication Apr. 25, 2013 Sheet 11 of 15 US 2013/0099053 A1 : Patent Application Publication Apr. 25, 2013 Sheet 12 of 15 US 2013/0099053 A1 Patent Application Publication Apr. 25, 2013 Sheet 13 of 15 US 2013/0099053 A1 : S o R- - - - - - : Patent Application Publication Apr. 25, 2013 Sheet 14 of 15 US 2013/0099053 A1 Patent Application Publication Apr. 25, 2013 Sheet 15 of 15 US 2013/0099053 A1 S 3 OO () --- t OO V - - N-- ear CD l O 3 OO vo CD l CN n OO v CD ll CN US 2013/0099053 A1 Apr. 25, 2013 MD-WING MULT-DECKARPLANE SUMMARY 0006. The aircraft configuration disclosed hereinafter BACKGROUND includes features which address the above-discussed needs. This aircraft configuration has less wetted area per passenger 0001. This disclosure generally relates to multi-deck air seat than traditional commercial aircraft configurations and craft and, more particularly, relates to multi-deck airplanes configurations such as blended wing body aircraft. This air having a tube-type fuselage and a mid-level wing that passes craft configuration includes two decks which allow for a through the fuselage. Small footprint size. This aircraft configuration also allows 0002 Advanced designs for high-capacity commercial for containerized cargo on a single-aisle sized aircraft while and military airplanes require operating efficiency combined still carrying a high passenger load on the upper deck and on with reduced emissions and low noise. In order to meet these a split lower deck. This aircraft configuration gives airlines requirements, Super-high bypass ratio jet engines. Such as options with respect to how to balance passenger/cargo ratios, geared turbofan or open-rotorjet engines may be used. These and allows the airlines flexibility and the ability to easily engines typically employ larger-diameter engine fans, rotors change the aircraft configuration to meet changing market and/or nacelles which, because of their size, may place design demands. The aircraft can be built or configured from all constraints on other components of the airplane. For example, passenger lay-outs to all cargo lay-outs. This aircraft configu larger-diameter engines mounted beneath the primary lifting ration also allows for multiple aircraft engine configurations wing on the airplane may require excessive inboard wing to be incorporated on the same aircraft design to meet airline shear and associated large weight penalties on a low-wing customer needs. The configuration can easily accommodate airplane configuration, or alternatively may require that the large open-rotor engines, turbo props or high-bypass jet wing be positioned at a higher level on the fuselage in order to engines without changing the wing or fuselage designs. Being provide Sufficient ground clearance beneath the engines. This able to offer several different types of engines is not only higher placement of the wing on the fuselage may in turn beneficial to the airline customers by allowing them to tailor place constraints on the configuration of payload-carrying the aircraft to meet their needs, but allows the aircraft manu decks within the fuselage. facturer to tailor the same basic aircraft to meet different 0003 Traditional commercial aircraft have been designed market segments. around a simple circular tube to carry passengers and cargo 0007. In accordance with one aspect of the configurations and a wing. The traditional airplane configuration places all disclosed hereinafter, the airplane comprises a twin-deck passengers on one deck and cargo on a lower deck. To con fuselage in which an upper deck support structure is utilized figure an airplane in the traditional approach, a passenger for carry-through of a mid-mount main wing box. The main count and seat width dimension is decided and then the air landing gear of the airplane is mounted to the fuselage and is plane is wrapped around this seat arrangement. The close Stowed in a non-pressurized area below the main wing box wrapping of cargo and passengers at the same time is not a (enabled due to an optimized wing box geometry that includes un-swept inboard wing box sections). A pressurized traditional approach. passageway/cargo/galley complex separates the mainlanding 0004. When designing a new airplane, many other factors gear and the main wing box. The upper deck is continuous, need to be considered. The world airplane market is becoming while the lower deck is separated into two distinct forward increasingly sensitive to fossil fuel burn, which can be mea and aft areas (for either cargo or passengers). The lower deck Sured by the airplane specific fuel consumption and emis areas may be designed to Stow one row of cargo containers sions. A direct correlation to fuel burn can be drawn to the above or on top of another row of cargo containers. This airplane wetted area: the smaller the wetted area, the lower the configuration Supports large turbo fan or turbo prop? open drag on the airplane. Aircraft noise is also becoming more of rotor engines. an issue, especially during airport operations and during 0008. In accordance with another aspect of the configura approach and departure. Furthermore, the commercial avia tions disclosed hereinafter, the airplane comprises an inte tion industry has traditionally surveyed North America and grated vertical finand an aft-extended pressurized upper deck the European markets, where the air transportation infrastruc area for reduced double-deck wetted area. More specifically, ture can be crowded, and one of the parameters to gauge an the double-deck fuselage structure is extended to form a aircraft concept is the footprint size of the airplane. A smaller blending structure that transitions into a structural box of the footprint size for a given passenger capacity is desirable. In Vertical fin. The fuselage structure undergoes three-dimen addition, as labor becomes more expensive worldwide and sional blending from an oval to a flat section. The aft pressure airlines rely on revenue cargo operation for profits, contain bulkhead forms an airtight boundary between the pressurized erized cargo assists airlines not only turn the airplane quicker upper deck area space and the unpressurized space behind the between flights, but also helps airlines lower labor costs and bulkhead. The upper deck extends to the aft pressure bulk potential personnel injury issues. Faster airplane turn times head. A rudder mounted to a rear spar of the vertical tail have a great value to an airline. The ability to utilize dual structural box can be extended to a lower fuselage keel line. boarding and departure operations can help decrease airplane 0009 More specifically, the fuselage comprises a plurality turn times. Most airplanes do not allow for dual deck utiliza of stringers which extend at least from the bulkhead to a distal tion for passengers and containerized cargo. end of the vertical fin, the Stringers being continuous or 0005 Accordingly, there is a need for a mid-wing multi spliced. The fuselage further comprises a skin which extends deck airplane that allows the use of high-efficiency, large at least from the bulkhead to a distal end of the vertical fin diameter engines with minimal adverse impact on the capac portion, the skin also being continuous or spliced.
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