The Boeing Company

Theboeing Company

Sergey D Barmichev

Mithra M K V Sankrithi

Kelly L Boren

Mithra M Sankrithi

Stephen T Brown

Max Urban Kismarton

Harry Wilbert Slusher

Kevin Matthew Retz

Gary Peter Seagrave

David W Kirkbride

Victor Ken Stuhr

Gregory J Oakes

Rush Frederick Green

David W Eckert

Frederick Theodore Calkins

Aaron Jonathan Kutzmann

James A Fullerton

Mark E Howe

Michael Allan Long

James Jason Salmon

Anapathur V Ramesh

Gary Lee Senechal

Farid Piroozmandi

Joshua M Kusnitz

Rush F Green, Jr

Gary P Seagrave

Zarir Pastakia

Matthew Naimi

Arvin Shajanian

Ismail Robbana

Mithra M K V Sandrithi

Mithra MKV Sankrithi

A lift system for an aircraft includes a first galley cart, a second galley cart, a floor deck, and a frame. The frame defines a first storage zone, a second storage zone, and a third storage zone that are stacked. A bottom end of the first storage zone is aligned with the floor deck, a top end of the second storage zone is aligned with the floor deck, and a bottom end of the third storage zone is aligned with a top end of the first storage zone. The lift system also includes a first lift configured to move the first galley cart from the first storage zone to the second storage zone and a second lift configured to move the second galley cart from the first storage zone to the third storage zone.

Lift system for aircraft

A galley cart stowage system for stowing galley carts in a galley of an aircraft includes a lower cart compartment and an upper cart compartment located above the lower cart compartment both configured to receive at least one galley cart. At least one vertical conveyance device extends between the cart compartments to move the galley carts between the cart compartments. A galley workspace having a workspace volume is located between the cart compartments. The galley workspace has a countertop movable between a deployed position and a clearance position to form an opening between the lower cart compartment and the upper cart compartment to allow movement of the galley carts between the lower cart compartment and the upper cart compartment.

Galley cart stowage system for a galley of an aircraft

A trunk route aircraft has at least one wing for supporting the aircraft during flight, and at least one propulsor for forward propulsion of the aircraft. The trunk route aircraft further includes a pressurized trunk route fuselage having a double-bubble cross-sectional shape and a generally vertically-oriented longitudinal bulkhead dividing the trunk route fuselage interior into two side-by-side trunk route payload compartments. The longitudinal bulkhead is loaded in tension when the trunk route fuselage is pressurized. The trunk route payload compartments are each configured to receive a plurality of lightweight ISO (International Organization for Standardization) geometry containers arranged end-to-end, or a plurality of container inserts arranged end-to-end, each container insert also configured to be received within the lightweight ISO-geometry container, or a combination of one or more lightweight ISO-geometry containers and one or more container inserts arranged end-to-end.

Freighter aircraft system and container system

Coupler assemblies are described that removably couple sides of an auxiliary fuel tank in a cargo area of an aircraft. In one embodiment, a first coupler of the coupler assemblies includes a first attachment member that supports a body with a hollow channel having a centerline disposed longitudinally in the fuselage between a first end and a second end, and a slot between an outer surface of the body and the hollow channel. A second coupler of the coupler assemblies includes an engagement member, a second attachment member, and an arm extending between the engagement member and the second attachment member. The engagement member is slidably received within the hollow channel from the first end, and fits slidably within the hollow channel to engage with the body of the first coupler, with the arm extending through the slot.

Attachment couplers for removable auxiliary aircraft fuel tanks

A cargo aircraft is disclosed, and may include a fuselage defining a longitudinally-extending cargo compartment and including: an elongate cylindrical portion, longitudinally-opposed forward and rearward ends, and laterally-opposed first and second sides, and a forward portion engaged with the forward end of the cylindrical portion, the fuselage defining a continuous cargo opening to the cargo compartment along the first side, the cargo opening having a first portion extending along the cylindrical portion to a rearward edge and a second portion extending along the forward portion to a forward edge, wherein an increased distance of the forward edge from the forward end of the cylindrical portion allows an elongate cargo item to be obliquely inserted lengthwise through the cargo opening from the forward edge at a decreased acute loading angle between the elongate cargo item and the lateral centerline.

Cargo aircraft system and related method for loading elongate cargo therein

An aircraft has an aft main cargo cabin with a low deck floor, and a rear access configured to provide access to the aft main cargo cabin from behind the fuselage. The deck floor of the aft main cargo cabin is lower than a first deck floor of a forward main cabin of a forward section of the fuselage. The aft main cargo cabin has a second height that is greater than the first height of the forward main cabin, allowing the aft main cargo cabin to accommodate oversize cargo with larger dimension(s). The aircraft may be built with such an aft main cargo cabin and rear access, or may be a modified aircraft that includes such an aft main cargo cabin and rear access. Related methods of reconfiguring a base aircraft into a modified aircraft having such an aft main cargo cabin and rear access are also disclosed.

Aircraft configuration with tall aft cargo section and rear access

A variable geometry aerodynamic blade system employs a blade having a leading edge and a trailing edge. At least one shape memory alloy component is integrated in the blade for aerodynamic repositioning of one or both of the leading and trailing edges. At least one heating element interacts with the at least one shape memory alloy component to provide heating for transition between an austenitic and a martensitic phase. The at least one shape memory alloy component is responsive to the at least one heating element to alter one of a camber and twist of the blade responsive to a control signal. A control system is operatively engaged to the at least one heating element, the control system receiving a command signal and outputting the control signal responsive to the command signal.

Variable geometry aerodynamic blade with integral shape memory actuation

Provided are vertical tail structures with symmetry action slat systems. Specifically, a vertical tail structure comprises a main element and a leading edge element. The leading edge element comprises a first slat body and a second slat body that are symmetrically positioned on either side of a longitudinal centerline of the vertical tail structure. Each slat body is configured to move between a retracted position and an extended position to increase a camber sag of an airfoil of the vertical tail structure and thereby increase a maximum aerodynamic yawing moment provided by the vertical tail structure. In a first operable mode, each of the slat bodes are in the respective retracted position. In a second operable mode, one of the slat bodies is in the respective extended position. The extended position of each of the slat bodies includes a pitch angle and an extension distance from the main element.

Vertical tail structure having symmetry action slats

An aircraft empennage includes a lower vertical fin member attached to a rear portion of a fuselage, and an upper stabilizer assembly connected to the lower vertical member by an articulating mount configured to allow movement of the upper stabilizer assembly relative to the lower vertical member to adjust pitch trim of the fuselage. The upper stabilizer assembly includes first and second horizontal stabilizer portions and at least one upper vertical member.

Articulated empennage with rudder and elevator

A fuselage is described that includes a plurality of frames and a plurality of seat rows spaced apart according to a seat pitch. Each frame includes a lateral floor beam, and each seat row of the plurality of seat rows includes a load-bearing structural base with a plurality of legs attached to a proximal lateral floor beam and a distal lateral floor beam. Each seat row also includes a seat or bank of seats attached to the load-bearing structural base, where the seat or bank of seats includes at least one seat bottom and at least one seat back. Further, each seat row includes an interface between (i) the load-bearing structural base and (ii) the seat or bank of seats to allow for attachment and detachment of the seat or bank of seats relative to the load-bearing structural base.

Integrated aircraft fuselage and load-bearing structural base for aircraft seats

An aircraft empennage includes a lower vertical member attached to a rear portion of a fuselage, and an upper stabilizer assembly connected to the lower vertical member by an articulating mount configured to allow movement of the upper stabilizer assembly relative to the lower vertical member to adjust pitch trim of the fuselage. The upper stabilizer assembly includes a V-shaped tail member having a pair of angled stabilizer portions, and each angled stabilizer portion has a trailing-edge ruddervator control surface. A rudder may be attached to a trailing edge of the lower vertical member.

Articulated empennage with ruddervator

A shape adapting system of a cushion assembly and method of forming a shape adapting system of a cushion assembly include an array of cells that retain a fluid, a fluid exchange sub-system coupled to the cells, wherein the fluid exchange sub-system fluidly connects the cells together, and at least one valve coupled to the fluid exchange sub-system. The valve(s) is configured to move between an open position in which the fluid is able to migrate among the cells to change a shape of the support base, and a closed position in which the shape of the support base is maintained.

Shape adapting system and method for a cushion assembly

A hybrid fuel airplane and methods are presented. A cryogenic fuel is transferred to an airplane propulsor from an airplane fuel system comprising a cryogenic fuel tank and a jet fuel tank. The cryogenic fuel tank conforms to an outer mold line and carries a cryogenic fuel, and is located in a portion of the airplane body while not extending beyond the outer mold line. The jet fuel tank carries a jet fuel and is located in an airplane wing, or an airplane body, or both. A dynamic aircraft load is born on the cryogenic fuel tank, and the airplane propulsor is operated using the cryogenic fuel to generate thrust for the hybrid fuel airplane. An aerodynamic lift is generated using the airplane wing coupled to the airplane body.

Efficient low carbon emission airplane integrating jet fuel and cryogenic fuel systems

An aircraft includes a fuselage, having a crown section and a keel, a first passenger cabin, having a first floor, located in an aft portion the fuselage, and a first cargo deck, located below at least a portion of the first passenger cabin. A forward split level cabin including an upper second cabin having a second floor above the level of the first floor, and a lower third cabin beneath the upper second cabin and having a third floor below the level of the first floor. A second cargo deck is located in the forward portion of the fuselage and beneath at least a portion of the lower third cabin. The crown section has a substantially constant cross-sectional shape fore-to-aft above the first passenger cabin and the split level cabin.

Split level forward double deck airliner

An autoclave may be reconfigured to accommodate differently shaped parts by relatively rotating portions of the autoclave.

Growing community of inventors

Kirkland, WA, United States of America

Sergey D Barmichev