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.

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.

An aircraft is equipped with an auxiliary access control barrier (AACB) to prevent access to an area of the aircraft. The AACB includes laterally extendable door panels that are slidably attached to each other to vary a width of the AACB, a hinge by which the door panels are pivotably attached to the aircraft, such that the door panels are pivotable between a deployed position, in which the door panels are positioned across the opening to prevent passage through the opening and in which the AACB has a first width, and a stowed position, in which the door panels are positioned to allow passage through the opening and in which the AACB has a second width, and one or more locks to prevent relative motion between the door panels to fix the width of the AACB and/or to secure the AACB within the opening in the bulkhead.

An aircraft is equipped with an auxiliary access control barrier (AACB) to prevent access to an area of the aircraft. The AACB includes laterally extendable door panels that are slidably attached to each other to vary a width of the AACB, a hinge by which the door panels are pivotably attached to the aircraft, such that the door panels are pivotable between a deployed position, in which the door panels are positioned across the opening to prevent passage through the opening and in which the AACB has a first width, and a stowed position, in which the door panels are positioned to allow passage through the opening and in which the AACB has a second width, and one or more locks to prevent relative motion between the door panels to fix the width of the AACB and/or to secure the AACB within the opening in the bulkhead.

A pressure bulkhead having a laminate body made of composite material with a polymer matrix reinforced with fibers in a laminate arrangement; a general bulging of the laminate body, which extends along a face thereof; concave reliefs and convex reliefs alternately arranged on the laminate body, defining stiffer areas of change from convexity to concavity that act as stiffeners, the concave reliefs and convex reliefs having a maximum angular width of 180 degrees to prevent negatives in the production mould and to facilitate demoulding; and a rigid interface embedded in the laminate body, for securing the bulkhead, and for securing to the aircraft structure.

A pressure bulkhead having a laminate body made of composite material with a polymer matrix reinforced with fibers in a laminate arrangement; a general bulging of the laminate body, which extends along a face thereof; concave reliefs and convex reliefs alternately arranged on the laminate body, defining stiffer areas of change from convexity to concavity that act as stiffeners, the concave reliefs and convex reliefs having a maximum angular width of 180 degrees to prevent negatives in the production mould and to facilitate demoulding; and a rigid interface embedded in the laminate body, for securing the bulkhead, and for securing to the aircraft structure.

An aircraft including two main landing gears and also a main landing gear bay configured to house, on either side of a vertical median plane, the two main landing gears in a retracted position, the main landing gear bay including a rear transverse wall, a front transverse wall and also an end wall that is approximately perpendicular to the rear and front transverse walls. The main landing gear bay includes at least one strut connecting the rear or front transverse wall and the end wall, approximately positioned in the vertical median plane.

A transverse framework for an avionics bay of an aircraft is delimited by a primary structure and a floor, the transverse framework having a mesh structure with square and/or rectangular mesh cells. According to one arrangement, an avionics bay of an aircraft includes two longitudinal rows of avionics racks, parallel to the longitudinal direction and arranged on each side of a clear zone, and a transverse avionics rack supported by the transverse framework situated to the rear of the two longitudinal rows of avionics racks at the rear boundary of the avionics bay. This transverse framework makes it possible to optimize the space occupied by the avionics bay.

A transverse framework for an avionics bay of an aircraft is delimited by a primary structure and a floor, the transverse framework having a mesh structure with square and/or rectangular mesh cells. According to one arrangement, an avionics bay of an aircraft includes two longitudinal rows of avionics racks, parallel to the longitudinal direction and arranged on each side of a clear zone, and a transverse avionics rack supported by the transverse framework situated to the rear of the two longitudinal rows of avionics racks at the rear boundary of the avionics bay. This transverse framework makes it possible to optimize the space occupied by the avionics bay.

A sub-structure for an aircraft cabin monument is disclosed. The sub-structure includes a plurality of mounting attachment points for supporting a mount to engage with a corresponding mounting attachment point on a lattice structure of a load carrying partition wall. The aircraft cabin monument is supported by the load carrying partition wall through the sub-structure, supporting a substantial weight of the monument, and relieving the cabin floor from supporting the load and weight of the aircraft cabin monument.