HK40083654B - Aircraft with an external upper cargo module - Google Patents

Description

Aircraft with an external upper cargo module

Technical Field

The currently disclosed topics involve the air transport of goods, particularly by aircraft.

Background Technology

Aircraft typically transport cargo on domestic and international routes (also referred to herein as air freight). Such cargo is usually packaged in standard containers and pallets (often referred to as Unit Load Devices (ULDs)), which can be loaded, secured, and unloaded from the aircraft's cargo hold using various Cargo Handling Systems (CHS).

Conventional CHS systems can be divided into two main categories: manual handling systems and power handling systems.

Manual CHS typically includes multiple rollers and/or casters and/or ball transfer units (BTUs) configured on the cargo hold level. The ULD is manually moved onto the rollers and/or casters and secured in place using specialized locking devices, ropes, or belts.

Electric CHS typically includes a conveying system built into the floor of the aircraft cargo hold and moves the ULD across the cargo hold floor.

For example, a power drive unit (PDU) statically fixed to the cargo hold is provided with a series of longitudinally spaced power drive wheels on the floor, which engage in sequence with the underside of the ULD and move the ULD horizontally in various horizontal directions on the cargo hold.

When the container is in the desired location, the ULD is secured there by multiple locking devices.

Some aircraft are specifically designed to transport cargo rather than passengers. However, passenger planes are used to transport a large portion of air cargo, and it is not uncommon for older passenger planes to be refurbished for cargo transport, with passenger seats typically removed and cabin windows blocked to convert the cabin into a cargo hold.

Summary of the Invention

According to one aspect of the subject matter of this disclosure, an aircraft with increased cargo capacity, modified from a baseline aircraft, is provided, comprising:

(a) The reference aircraft, wherein the reference aircraft includes at least one fuselage having a dorsal fuselage portion,

(b) A cargo module, fixed to the reference aircraft, thereby converting the reference aircraft into the aircraft with increased cargo capacity;

(c) The reference aircraft is designed for aerodynamic flight capability and does not have the cargo module;

(d) The aircraft with increased cargo capacity is capable of aerodynamic flight;

(e) The cargo module provides increased cargo capacity to the reference aircraft. The cargo module includes an external aerodynamic fairing and an internal cargo volume, and is configured to be conformally secured relative to the rear fuselage portion in a covering relationship. The cargo module includes a cargo loading floor and at least one access door, as well as a cargo loading system configured to transport and secure at least one cargo unit within the cargo volume, wherein the cargo unit includes a standard unit load device (ULD).

For example, each of the ULDs is in the form of a standard pallet or a standard container.

Alternatively or alternatively, for example, the cargo module may include a suitable locking device for locking the respective ULDs thereto.

Alternatively or alternatively, for example, at least one of the ULDs is in the form of a standard pallet having a pallet plan area (width x length) including any of the following: 125 inches x 96 inches, or 125 inches x 88 inches, or 156.2 cm x 153.4 cm.

Alternatively or alternatively, for example, at least one of the ULDs is in the form of a standard pallet, including, for example, any of the following pallets: PLA, PNA, P6P, LD-7, M-6.

Alternatively or alternatively, for example, at least one of the ULDs is in the form of a standard container, including, for example, any of the following containers: AAA, AAY, AYY, AKE, AMV, LD-1, LD-2, LD-3, LD-4, LD-6, LD-8, LD-11, LD-26, M-1, M-1H.

Alternatively, for example, the cargo loading floor is nominally flat and configured to enable the cargo loading system to transport and secure the at least one cargo unit within the cargo volume.

Alternatively or alternatively, for example, the cargo module includes a plurality of powered drive units (PDUs) statically located on the cargo floor.

Alternatively, for example, the cargo module includes at least one passage door in the form of a side door and is configured to allow lateral access to the internal cargo volume.

Alternatively, for example, the cargo module includes at least one passage door in the form of a front door and is configured to allow longitudinal access to the internal cargo volume.

Alternatively, for example, the cargo module is configured to allow the cargo floor to be secured to the rear portion of the fuselage.

Alternatively, for example, the cargo module may be connected to the fire suppression system of the reference aircraft.

Alternatively, for example, the cargo module may include an independent smoke detection system and an independent fire suppression system, wherein the independent smoke detection system is configured to be monitored in the reference aircraft and the independent fire suppression system is configured to be controlled by the reference aircraft.

Alternatively or alternatively, for example, the cargo module is electrically connected to the electrical system of the reference aircraft.

Alternatively, for example, the cargo module may be unpressurized relative to the external atmospheric environment.

Alternatively or alternatively, for example, an access hatch is provided between the interior of the fuselage of the reference aircraft and the interior of the cargo module; in operation, such as when the aircraft is on the ground, this access hatch can provide an entrance from the fuselage into the cargo volume of the cargo module.

Alternatively or alternatively, for example, the reference aircraft includes a vertical tail, and the aircraft with increased cargo capacity includes an auxiliary vertical tail assembly configured to enhance the effectiveness of the vertical tail. For example, the auxiliary vertical tail assembly includes a port side fin and a starboard side fin, fixed to the fuselage in a V-shape. Alternatively, for example, the reference aircraft includes a horizontal tail, and the auxiliary vertical tail assembly includes an auxiliary vertical tail fixed to the horizontal tail.

Alternatively, for example, the cargo module may also include a loading ramp configured to extend retractably from, in particular from, a passageway door of the cargo module, to facilitate loading/unloading of cargo between the cargo volume and an outer side of the aircraft with increased cargo capacity.

Alternatively or alternatively, for example, the cargo module is configured, at least when fixed to the reference aircraft, to maintain the aeroelastic properties of the reference aircraft, for example, in the aircraft with increased cargo capacity.

Alternatively or alternatively, the reference aircraft may be selected from, for example, the Boeing 787, Boeing 777, Boeing 767, Boeing 757, Boeing 747, Boeing 737, Airbus 350, Airbus 340, Airbus 330, and others. Any suitable aircraft from the following groups: Airbus 320, Airbus 310, Airbus 300, COMAC C-919, COMAC C-929, An-70, Irkut MC-21, Embraer E-Jet, and COMAC ARJ21.

According to this aspect of the subject matter of this disclosure, a cargo module is also provided, configured to provide increased cargo capacity to a reference aircraft, thereby providing an aircraft with increased cargo capacity. The cargo module includes an external aerodynamic fairing and an internal cargo volume, and is configured to be conformally fixed relative to a fuselage dorsal portion of the reference aircraft in a covered relationship. The cargo module includes a cargo loading floor and at least one access door, as well as a cargo loading system configured to transport and secure at least one cargo unit within the cargo volume. The cargo unit includes a standard unit load device (ULD).

According to this aspect of the subject matter of this disclosure, a method for modifying a baseline aircraft into an aircraft with increased cargo capacity is also provided, comprising:

(a) Providing the reference aircraft, wherein the reference aircraft includes at least one fuselage having a dorsal fuselage portion,

(b) Provide a cargo module configured to increase cargo capacity for the base aircraft.

The cargo module includes an external aerodynamic fairing that defines an internal cargo volume and is configured to conformally secure relative to the rear fuselage portion in a covering relationship. The cargo module includes a cargo loading floor and at least one access door, as well as a cargo loading system configured to transport and secure at least one cargo unit within the cargo volume. The cargo unit includes a standard unit load device (ULD).

(c) Attach the cargo module to the reference aircraft, thereby converting the reference aircraft into the aircraft with increased cargo capacity;

The aforementioned reference aircraft, designed for aerodynamic flight capability, does not include the cargo module; and

The aircraft with increased cargo capacity is capable of aerodynamic flight.

For example, the method also includes an electrical system that electrically connects the cargo module to the reference aircraft.

Alternatively, the method may also include, for example, a fire suppression system connecting the cargo module to the reference aircraft.

Alternatively, for example, the method may further include the cargo module having an independent smoke detection system and an independent fire suppression system, the independent smoke detection system being configured to be monitored in the reference aircraft and the independent fire suppression system being configured to be controlled by the reference aircraft.

Alternatively or concurrently, for example, the reference aircraft includes a vertical tail, and the method further includes providing an auxiliary vertical tail assembly configured to enhance the effectiveness of the vertical tail. For example, the auxiliary vertical tail assembly includes a port side fin and a starboard side fin, arranged in a V-shape and fixed to the fuselage; or, the reference aircraft includes a horizontal tail, and the auxiliary vertical tail assembly includes an auxiliary vertical tail fixed to the horizontal tail.

Alternatively or alternatively, for example, in step (c), the cargo module is fixed to the reference aircraft in a manner that maintains the aeroelastic properties of the reference aircraft, for example, in the aircraft with increased cargo capacity.

Alternatively or alternatively, for example, the reference aircraft is selected from the following: Boeing 787, Boeing 777, Boeing 767, Boeing 747, Boeing 757, Boeing 737, Airbus 350, Airbus 340, Airbus 330, etc. Any suitable aircraft from the following groups: Airbus 320, Airbus 310, Airbus 300, COMAC C-919, COMAC C-929, An-70, Irkut MC-21, Embraer E-Jet, and COMAC ARJ21.

According to another aspect of this disclosure, an aircraft with increased cargo capacity, modified from a baseline aircraft, is also provided, comprising:

(a) The reference aircraft includes at least one fuselage having a dorsal fuselage portion.

(b) A cargo module, fixed to the reference aircraft, thereby converting the reference aircraft into the aircraft with increased cargo capacity;

(c) The reference aircraft, designed for aerodynamic flight capability, does not have the cargo module.

(c) The aircraft with increased cargo capacity is capable of aerodynamic flight;

(e) The cargo module provides increased cargo capacity to the reference aircraft. The cargo module includes an external aerodynamic fairing and an internal cargo volume, and is configured to be conformally fixed relative to the rear fuselage portion in a covering relationship. The cargo module includes a cargo loading floor and at least one access door, as well as a cargo loading system configured to transport and secure at least one cargo unit within the cargo volume. The cargo loading floor is nominally flat and includes a manual cargo loading system.

For example, each cargo unit is in the form of a unit load device (ULD), and each of the ULDs is in the form of a standard pallet or a standard container.

Alternatively or alternatively, for example, the cargo module may include a suitable locking device for locking the cargo units thereto.

Alternatively or alternatively, for example, at least one of the ULDs is in the form of a standard pallet having a pallet plan area (width x length) including any of the following: 125 inches x 96 inches, or 125 inches x 88 inches, or 156.2 cm x 153.4 cm.

Alternatively or alternatively, for example, at least one of the ULDs is in the form of a standard pallet, including, for example, any of the following pallets: PLA, PNA, P6P, LD-7, M-6.

Alternatively or alternatively, for example, at least one of the ULDs is in the form of a standard container, including, for example, any of the following containers: AAA, AAY, AYY, AKE, AMV, LD-1, LD-2, LD-3, LD-4, LD-6, LD-8, LD-11, LD-26, M-1, M-1H.

Alternatively, for example, the cargo loading floor is nominally flat and configured to enable the cargo loading system to transport and secure the at least one cargo unit within the cargo volume.

Alternatively, for example, the cargo module includes at least one passage door in the form of a side door and is configured to allow lateral access to the internal cargo volume.

Alternatively, for example, the cargo module may include multiple rollers and/or casters and/or ball transfer units (BTUs) configured on the cargo floor.

Alternatively, for example, the cargo module includes at least one passage door in the form of a front door and is configured to allow longitudinal access to the internal cargo volume.

Alternatively, for example, the cargo module is configured to allow the cargo floor to be secured to the rear portion of the fuselage.

Alternatively, for example, the cargo module may be connected to the fire suppression system of the reference aircraft.

Alternatively, for example, the cargo module may include an independent smoke detection system and an independent fire suppression system, wherein the independent smoke detection system is configured to be monitored in the reference aircraft and the independent fire suppression system is configured to be controlled by the reference aircraft.

Alternatively or alternatively, for example, the cargo module is electrically connected to the electrical system of the reference aircraft.

Alternatively, for example, the cargo module may be unpressurized relative to the external atmospheric environment.

Alternatively or alternatively, for example, an access hatch is provided between the interior of the fuselage of the reference aircraft and the interior of the cargo module; in operation, such as when the aircraft is on the ground, this access hatch can provide an entrance to the cargo volume of the cargo module from the inside of the fuselage.

Alternatively or alternatively, for example, the reference aircraft includes a vertical tail, and the aircraft with increased cargo capacity includes an auxiliary vertical tail assembly configured to enhance the effectiveness of the vertical tail. For example, the auxiliary vertical tail assembly includes a port side fin and a starboard side fin, fixed to the fuselage in a V-shape. Alternatively, for example, the reference aircraft includes a horizontal tail, and the auxiliary vertical tail assembly includes an auxiliary vertical tail fixed to the horizontal tail.

Alternatively, for example, the cargo module may also include a loading ramp configured to extend retractably from, in particular from, a passageway door of the cargo module, to facilitate loading/unloading of cargo between the cargo volume and an outer side of the aircraft with increased cargo capacity.

Alternatively or alternatively, for example, the cargo module is configured, at least when fixed to the reference aircraft, to maintain the aeroelastic properties of the reference aircraft, for example, in the aircraft with increased cargo capacity.

Alternatively or alternatively, the reference aircraft may be selected from, for example, the Boeing 787, Boeing 777, Boeing 767, Boeing 757, Boeing 747, Boeing 737, Airbus 350, Airbus 340, Airbus 330, and others. Any suitable aircraft from the following groups: Airbus 320, Airbus 310, Airbus 300, COMAC C-919, COMAC C-929, An-70, Irkut MC-21, Embraer E-Jet, and COMAC ARJ21.

According to this aspect of the subject matter of this disclosure, a cargo module is also provided, configured to provide increased cargo capacity to a reference aircraft, thereby providing an aircraft with increased cargo capacity. The cargo module includes an external aerodynamic fairing and an internal cargo volume, and is configured to be conformally fixed relative to a fuselage rear portion of the reference aircraft in a covering relationship. The cargo module includes a cargo loading floor and at least one access door, as well as a cargo loading and unloading system configured to transport and secure at least one cargo unit within the cargo volume. The cargo loading floor is nominally flat and includes a manual cargo loading and unloading system.

According to this aspect of the subject matter of this disclosure, a method for modifying a baseline aircraft into an aircraft with increased cargo capacity is also provided, comprising:

(a) Providing the reference aircraft, wherein the reference aircraft includes at least one fuselage having a dorsal fuselage portion,

(b) Provide a cargo module configured to increase cargo capacity of the reference aircraft, the cargo module including an external aerodynamic fairing defining an internal cargo volume and configured to be conformally fixed relative to the rear fuselage portion in a covering relationship, the cargo module including a cargo loading floor and at least one access door, and a cargo loading system for transporting and securing cargo units within the cargo volume, wherein the cargo loading floor is nominally flat and includes a manual cargo loading system;

(c) Attach the cargo module to the reference aircraft, thereby converting the reference aircraft into the aircraft with increased cargo capacity;

The aforementioned reference aircraft, designed for aerodynamic flight capability, does not include the cargo module; and

The aircraft with increased cargo capacity is capable of aerodynamic flight.

For example, the method also includes an electrical system that electrically connects the cargo module to the reference aircraft.

Alternatively, the method may also include, for example, a fire suppression system connecting the cargo module to the reference aircraft.

Alternatively, for example, the method may further include the cargo module having an independent smoke detection system and an independent fire suppression system, the independent smoke detection system being configured to be monitored in the reference aircraft and the independent fire suppression system being configured to be controlled by the reference aircraft.

Alternatively or concurrently, for example, the reference aircraft includes a vertical tail, and the method further includes providing an auxiliary vertical tail assembly configured to enhance the effectiveness of the vertical tail. For example, the auxiliary vertical tail assembly includes a port side fin and a starboard side fin, arranged in a V-shape and fixed to the fuselage; or, the reference aircraft includes a horizontal tail, and the auxiliary vertical tail assembly includes an auxiliary vertical tail fixed to the horizontal tail.

Alternatively or alternatively, for example, in step (c), the cargo module is fixed to the reference aircraft in a manner that maintains the aeroelastic properties of the reference aircraft, for example, in the aircraft with increased cargo capacity.

Alternatively or alternatively, the reference aircraft may be selected from, for example, the Boeing 787, Boeing 777, Boeing 767, Boeing 757, Boeing 747, Boeing 737, Airbus 350, Airbus 340, Airbus 330, and others. Any suitable aircraft from the following groups: Airbus 320, Airbus 310, Airbus 300, COMAC C-919, COMAC C-929, An-70, Irkut MC-21, Embraer E-Jet, and COMAC ARJ21.

A characteristic of at least one example of the currently disclosed subject matter is that a conventional reference aircraft can be modified to increase its cargo capacity with minimal changes to the reference aircraft. Such minimal changes may include alterations to the reference aircraft's structure to allow the cargo module to be attached to an external portion of the reference aircraft, particularly the dorsal portion of the fuselage. These minimal changes may also include, for example, extending the reference aircraft's electrical and fire suppression systems to the cargo module.

Another feature of at least one example of the currently disclosed subject matter is that a conventional baseline aircraft can be converted into an aircraft with increased cargo capacity at a relatively low cost.

Another feature of at least one example of the currently disclosed subject matter is that a conventional baseline aircraft can be converted into an aircraft with increased cargo capacity in a relatively short period of time.

Another feature of at least one example of the currently disclosed subject matter is that a conventional reference aircraft can be modified to carry cargo externally with minimal changes to the reference aircraft.

Another feature of at least one example of the currently disclosed subject matter is that the modified aircraft can be converted back into the original conventional reference aircraft by removing the cargo module.

Another feature of at least one example of the currently disclosed subject matter is that the aircraft with increased cargo capacity is configured to transport containerized equipment in the cargo module.

Another feature of at least one example of the currently disclosed subject matter is that a conventional reference aircraft can be converted into an aircraft with increased cargo capacity without modifying or adjusting the existing cargo hold or passenger cabin of the reference aircraft to accommodate the cargo itself.

Another feature of at least one example of the currently disclosed subject matter is that a conventional reference aircraft can be modified to externally carry cargo with relatively small drag loss, for example less than or about 10% higher than the drag of the reference aircraft.

Another feature of at least one example of the currently disclosed subject matter is that the aircraft with increased cargo capacity can fly without pressurizing the cargo module relative to the outside atmosphere, which can reduce the pressure load and fatigue of the cargo module.

Another feature of at least one example of the currently disclosed subject matter is that the aircraft with increased cargo capacity includes a cargo module configured to be unpressurized relative to the external atmosphere, thereby minimizing unit cost and/or weight compared to a corresponding pressurized cargo module.

Another feature of at least one example of the currently disclosed subject matter is that the aircraft with increased cargo capacity can be adapted to carry uncommon loads, such as cargo with a large longitudinal dimension, such as wind turbine blades or the wings of small aircraft.

Another feature of at least one example of the currently disclosed subject matter is that the structure of the cargo module and/or the method of fixing the cargo module to the reference aircraft can, for example, maintain the aeroelastic properties of the reference aircraft in the aircraft with increased cargo capacity.

Attached Figure Description

To better understand the subject matter disclosed herein and to illustrate how it can be implemented in practice, examples will now be described by way of non-limiting illustration only, with reference to the accompanying drawings, in which:

Figure 1A is a front-side-top isometric view of a reference aircraft according to an example of the subject matter of this disclosure; Figure 1B is a side view of the example of Figure 1A.

Figure 2A is a front-side-top isometric view of an example of an increased cargo capacity aircraft, based on the reference aircraft example described in Figure 1A, according to the subject matter of this disclosure.

Figure 2B is a side view of the example described in Figure 2A.

Figure 3A is a front-side-top isometric view of an example of an increased cargo capacity aircraft with one side cargo door of the cargo module in the open position, according to Figure 2A; Figure 3B is a side view of an example of an increased cargo capacity aircraft with one side cargo door of the cargo module in the open position, according to Figure 2A; Figure 3C is a side view of an example of an increased cargo capacity aircraft with one front cargo door of the cargo module in the open position, according to Figure 2A.

Figure 4A is a front-side-top isometric view of the baseline aircraft according to the example of Figure 1A, including a cargo floor of the cargo module of the cargo-capacity-increasing aircraft of the example of Figure 2A. Figure 4B is a side view of the example of Figure 4A.

Figure 5A is an isometric view of a ULD in the form of a standard pallet, used in conjunction with examples of cargo modules according to various aspects of the subject matter of this disclosure. Figure 5B is an isometric view of a ULD in the form of a cargo unit, used in conjunction with examples of cargo modules according to various aspects of the subject matter of this disclosure.

Figure 6 is a partial cross-sectional view along C-C of the example of Figure 2B, wherein each cargo module includes a first example of a cargo handling system.

Figure 7 is a partial cross-sectional view along C-C of the example of Figure 2B, wherein each cargo module includes a second example of a cargo handling system.

Figure 8A is a tail-side-bottom isometric partial view of an aircraft with increased cargo capacity, according to another variant of the example described in Figure 2A. Figure 8B is a front-side-top isometric partial view of an aircraft with increased cargo capacity, according to another variant of the example described in Figure 2A.

Detailed Implementation

Referring to Figures 1A, 1B, 2A, and 2B, an aircraft with increased cargo capacity (which may also be interchangeably referred to herein as a modified aircraft) according to a first example of the subject matter of this disclosure is generally designated as 100. The aircraft with increased cargo capacity includes a base aircraft 200 (which may also be interchangeably referred to herein as an unmodified aircraft) and a cargo module 400.

At least in this example, the reference aircraft is manned and configured for powered subsonic and/or transonic aerodynamic flight.

At least in this example, and with particular reference to Figures 1A and 1B, the reference aircraft 200 is a conventional design having a fuselage 210, port and starboard lift-generating wings 220, a tail 280 including a vertical tail 230 and a horizontal tail 250, and a propulsion system 260, such as including a turbofan engine mounted on the wing.

At least in this example, the fuselage 210 is a conventional subsonic/transonic design, comprising a generally cylindrical and generally uniform cross-section from the tail of the cockpit 205 to the tail section 280. The fuselage 210 may be configured to carry passengers and/or cargo and has at least one access door (which may also be interchangeably referred to herein as a cargo door) to provide access to the interior of the fuselage 210.

At least in this example, the fuselage 210 has an outer skin, which includes a back skin portion 240 on the back side portion 245 of the fuselage 210.

It should be noted that, according to one aspect of the subject matter of this disclosure, the reference aircraft 200 is designed to perform aerodynamic flight, particularly powered aerodynamic flight, without the cargo module 400.

Therefore, by way of non-limiting example, the reference aircraft 200 can be any suitable aircraft, such as any existing or future commercial aircraft or, for example, any existing or future military transport aircraft. For example, such a reference aircraft 200 can be selected from aircraft including the Boeing 787, Boeing 777, Boeing 767, Boeing 757, Boeing 747, Boeing 737, Airbus 350, Airbus 340, Airbus 330, and others. Any suitable aircraft from the group including Airbus 320, Airbus 310, Airbus 300, COMAC C-919, COMAC C-929, An-70, Irkut MC-21, Embraer E-Jet, COMAC ARJ21, etc.

According to one aspect of the subject matter of this disclosure, the cargo module 400 is fixed to the reference aircraft 200, thereby significantly increasing the cargo capacity of the reference aircraft 200, thus converting the reference aircraft 200 into the aircraft 100 with increased cargo capacity.

In particular, this cargo capacity is in the form of cargo volumetric capacity, while the actual total weight of the aircraft 100 with increased cargo capacity can remain the same as that of the reference aircraft 200. For example, when the actual cargo density is low and the volumetric capacity of the reference aircraft 200 is insufficient to accommodate these goods up to the maximum permissible cargo weight, this allows the full cargo weight capacity of the reference aircraft 200 to be achieved in the aircraft 100 with increased cargo capacity. Therefore, the aircraft 100 with increased cargo capacity can provide a larger volumetric cargo capacity than the original reference aircraft 200.

In some applications of the currently disclosed subject matter, the increased cargo capacity aircraft 100 can retain the passenger cabin of the base aircraft 200 and provide additional cargo volume capacity, wherein cargo can be accommodated, while keeping the total weight at takeoff within the limits of the base aircraft 200.

Referring further to Figures 3A and 3B, and according to one aspect of the subject matter of this disclosure, via the aircraft 100 with increased cargo capacity, the cargo module 400 is configured to accommodate and thus transport a plurality of cargo units (CUs) therein, which are, at least in this example, in the form of conventional containerized units (ULDs).

The cargo module includes a cargo hold 410, which includes a cargo loading floor 430 and an external aerodynamic fairing 420. The cargo module 400 includes an internal cargo volume 450, generally defined by the inner side of the cargo loading floor 430 and the external aerodynamic fairing 420. Clearly, the cargo loading floor 430 and the internal cargo volume 450 differ from the interior of the fuselage 210.

The external aerodynamic fairing 420 is configured to be conformally fixed relative to the reference aircraft 200, particularly the fuselage 210, and even more particularly the dorsal fuselage skin 240, in a covering relationship.

Referring further to Figure 3C, the cargo module 400 also includes at least one access door, and in this example, the cargo module 400 includes two access doors, such as a side cargo door 402 and a front cargo door 404. Each access door independently allows all cargo between the internal cargo volume 450 and the outer side of the cargo module 400, i.e., cargo between the internal cargo volume 450 and the outer side of the increased cargo capacity aircraft 100. The side door 402 is hinged to the external aerodynamic fairing 420 and allows lateral entry of cargo between the internal cargo volume 450 and the outer side of the cargo module 400, i.e., cargo between the internal cargo volume 450 and the outer side of the increased cargo capacity aircraft 100. The front door 402 allows longitudinal entry of cargo between the internal cargo volume 450 and the outer side of the cargo module 400, i.e., cargo between the internal cargo volume 450 and the outer side of the increased cargo capacity aircraft 100.

Referring further to Figures 4A and 4B, the cargo loading floor 430 is secured to the upper part of the fuselage 210 via a series of supports 490, which connect the cargo loading floor 430 to the fuselage 210 in a load-bearing manner. For example, each support 490 may be bolted or riveted to an internal transverse frame and/or a longitudinal beam of the fuselage 210 via the fuselage skin.

It should be noted that, at least in this example, a conventional reference aircraft can be modified to increase its cargo capacity with minimal changes to the reference aircraft. These minimal changes may include alterations to the reference aircraft's structure to allow the cargo module to be attached to an external portion of the reference aircraft, particularly the dorsal side of the fuselage. These minimal changes may also include, for example, extending the reference aircraft's electrical and fire suppression systems to the cargo module. Therefore, the existing passenger cabin and/or cargo bay of the reference aircraft 200, apart from allowing the connection of the cargo module 400, do not require significant modifications. This allows the modification of the reference aircraft 200 to the cargo-capacity-increasing aircraft 100 to be carried out quickly and at a relatively low cost.

It should be noted that, at least in this example, the cargo module 400, when fixed to the reference aircraft 200, is configured to maintain the aeroelastic characteristics of the reference aircraft 200, for example, within the increased cargo capacity aircraft 100. Therefore, for example, the cargo module is fixed to the reference aircraft 200 in a manner that maintains the aeroelastic characteristics of the reference aircraft 200, for example, within the increased cargo capacity aircraft 100. In other words, the structure of the cargo module 400, and/or the method by which the cargo module 400 is fixed to the fuselage, is to maintain the aeroelastic characteristics of the reference aircraft within the increased cargo capacity aircraft 100. In particular, at least in this example, the structure of the cargo module 400, and/or the method by which the cargo module 400 is fixed to the fuselage, is to maintain the aeroelastic characteristics of the reference aircraft within the increased cargo capacity aircraft 100, for example, within predetermined limitations according to the requirements of the reference aircraft. For example, the cargo module 400 may be provided with a structure that matches the aeroelastic characteristics of the reference aircraft 200, particularly a structure that matches the aeroelastic characteristics of the fuselage 210, especially a structure that matches the aeroelastic characteristics of the upper part of the fuselage 210. Additionally or alternatively, the load-bearing connection between the strut 490 and the fuselage 210 may be provided to allow a limited degree of movement between the cargo module 400 and the fuselage 210, further ensuring that the aeroelastic characteristics of the reference aircraft are preserved in the increased cargo capacity aircraft 100.

Referring specifically to Figure 3B, at least in this example, the external aerodynamic fairing 420 includes a central longitudinal portion 420A, a streamlined forward longitudinal portion 420B, and a streamlined rear longitudinal portion 420C. The central longitudinal portion 420A has a uniform cross-section and defines at least a majority of the internal cargo volume 450, while the streamlined forward longitudinal portion 420B and the streamlined rear longitudinal portion 420C aerodynamically integrate the central longitudinal portion 420A with the fuselage 210 in their respective longitudinal directions.

According to one aspect of the subject matter of this disclosure, the cargo module 400 is configured to house a plurality of cargo units (CUs) in the form of ULDs, and thus transport them via the aircraft 200 with increased cargo capacity. Therefore, each cargo unit is in the form of a standard pallet P (which may also be interchangeably referred to herein as a standard transport pallet) or a standard container SC.

Referring to FIG5A, the ULD in the form of a standard pallet P is known, having standard length (L) and width (W) dimensions, and, as known in the art, is configured to engage with conventional locking devices on the cargo hold of an aircraft. Cargo can be secured to the ULD pallet using conventional methods. According to one aspect of the subject matter of this disclosure, the cargo module 400 is configured to engage at least one, typically multiple, ULDs in the form of a standard pallet, and the cargo module 400 includes suitable locking devices LD (FIG. 6).

Referring to FIG5B, a ULD in the form of a standard container C is known, having standard dimensions of length (L), width (W), and height (H), and is configured, as is known in the art, to engage with conventional locking devices on the cargo hold of an aircraft. Cargo can be secured inside the ULD container using conventional methods. According to one aspect of the subject matter of this disclosure, the cargo module 400 is configured to engage at least one, typically multiple, ULDs in the form of a standard container C, and the cargo module 400 includes suitable locking devices LD (FIG. 6). Each ULD in the form of a container has a cross-section comprising a bottom ULB having a bottom lateral width W, and a top ULT having a lateral width _WT smaller than the bottom lateral width W.

In some commonly used ULD pallets, the pallet's surface area (W x L) can be any of the following: 125 inches x 96 inches, or 125 inches x 88 inches, or 156.2 cm x 153.4 cm.

Some commonly used ULD pallets may include any of the following types: PLA, PNA, P6P, LD-7, M-6.

Some commonly used ULD containers may include, for example, AAA UDL or AAY UDL, with dimensions of 125 inches (width) x 88 inches (length) x 82 inches (height); or AYY, or AKE, or AMV, or LD-1, or LD-2, or LD-3, or LD-4, or LD-6, or LD-8, or LD-11, or LD-26, or M-1, or M-1H. Referring further to Figure 6, the central longitudinal portion 420A has a curved and uniform cross-section and is configured to accommodate the aforementioned multiple cargo units CU. For example, the central longitudinal portion 420A has a composite arcuate cross-section CS such that the cross-section TC fits suitably within the arcuate cross-section CS.

As described above, the cargo module 400 includes a cargo hold 410, which includes a cargo loading floor 430. According to one aspect of the subject matter of this disclosure, the cargo loading floor 430 differs from the upper fuselage of the reference aircraft 200, and in particular, the cargo loading floor 430 differs from the back skin portion 240 on the rear side of the fuselage 210.

Furthermore, according to this aspect of the subject matter of this disclosure, the cargo loading floor 430 is relatively flat, for example, similar to the flat cargo floor of a conventional cargo aircraft's cargo hold, with necessary modifications.

Furthermore, according to this aspect of the subject matter of this disclosure, the cargo loading floor 430 is configured to allow a cargo loading system to be installed therein. Such a cargo loading system is configured for transporting and securing cargo units CU within the internal cargo volume 450, and for enabling the cargo units CU to enter and exit the internal cargo volume 450 respectively.

Furthermore, according to this aspect of the subject matter of this disclosure, the cargo module 400 also includes a cargo loading and unloading system 500 configured to transport and secure the ULD within the internal cargo volume 450, and to enable the ULD to enter and exit the internal cargo volume 450 respectively.

As shown in at least the example in Figure 6, the cargo handling system 500 includes a conventionally powered cargo handling system comprising a conveying system built into the cargo handling floor 430 of the cargo hold 410. The conventionally powered cargo handling system operates routinely to move the ULDs on the cargo handling floor 430 of the cargo hold 410. In this example, the ULDs are in the form of a standard ULD container C or a standard ULD pallet P. For example, a conventionally powered drive unit (PDU) statically fixed to the cargo hold is provided with a series of longitudinally spaced power drive wheels on the floor. These power drive wheels sequentially engage the underside of each ULD and move the ULDs horizontally in various horizontal directions on the cargo hold 410. When in the desired position, as is known in the art, each ULD is secured to the peripheral lip of the entire pallet by a plurality of locking devices.

In alternative variations of this example, and in other examples, the cargo handling system is as disclosed in PCT Publication WO 2014/049590, assigned to the patentee, particularly on pages 16 to 48 and with reference to Figures 1 to 20, which are incorporated herein by reference.

Referring to Figure 7, in yet another alternative variation of this example, and in other examples, the cargo handling system 500' includes a conventional manual cargo handling system comprising a plurality of rollers and/or casters and/or ball transfer units (BTUs) 520 disposed on the cargo handling floor 430 of the cargo hold 410. The ULD is manually moved on the rollers and/or casters and secured in place by ropes, belts or other locking devices. It should be noted that, according to another aspect of the subject matter of this disclosure, the example cargo module shown in Figure 7 is not limited to merely housing a ULD therein, and can be used to transport different types of cargo units CU, for example, where the cargo itself is not secured or housed in the ULD, but is stored in different forms.

In at least each of the above examples, the cargo module 400 is electrically connected to the electrical system of the reference aircraft 200. For this purpose, the cargo module 400 includes cables and circuitry necessary to provide power to the cargo module 400 for internal and external lighting, door actuators and optional PDUs, various sensors, and other electrically driven functions. Such cables and circuitry are appropriately connected to the power supply of the reference aircraft 200.

In at least each of the above examples, the cargo module 400 is connected to the fire suppression system of the reference aircraft 200. For this purpose, the cargo module 400 includes a fire suppression system comprising fire sensors, such as smoke detectors, to provide fire suppression capabilities for the cargo module 400, particularly the internal cargo volume 450, as needed. Thus, the fire suppression system for the cargo module 400 is appropriately connected to the fire suppression system of the reference aircraft 200.

Alternatively, for example, the cargo module 400 may include an independent smoke detection system and an independent fire suppression system, the independent smoke detection system being configured to be monitored in the reference aircraft and the independent fire suppression system being configured to be controlled by the reference aircraft, for example, via the cockpit.

It should also be noted that the cargo module 400 can be configured to operate in an unpressurized manner relative to the external atmosphere. For example, at all altitudes, the internal pressure within the cargo volume 450 is nominally maintained equal to the atmospheric pressure outside the cargo module 400. Accordingly, the stress and fatigue resistance of the cargo module 400 can be lower than when the cargo module 400 is designed as a pressurized unit, for example, using the same method as pressurizing the fuselage. It should be noted that this unpressurized structure for the cargo module 400 allows the cargo module 400 to be configured as a relatively lightweight component (compared to a pressurized cargo module), resulting in cost savings.

In at least some alternative variations of this example, the cargo module 400 may pressurize the fuselage 210 in a similar manner.

In the above example, an access hatch may optionally be provided between the interior of the fuselage 210 of the reference aircraft and the interior of the cargo module 400, that is, between the interior of the fuselage 210 of the reference aircraft and the cargo volume 450. In operation, for example when the aircraft 100 is on the ground, this access hatch can provide an entrance from the inside of the fuselage into the cargo space of the cargo module.

In at least some alternative variations of this example, the cargo module 400 may further include a loading ramp configured to unfold from at least one access door, for example, in a telescopic manner, to facilitate loading/unloading of cargo between the cargo volume 450 and one of the outer sides of the increased cargo capacity aircraft 100.

According to simulations conducted by the patentee, a baseline aircraft, including a Boeing 777 configuration, can be modified into an aircraft with increased cargo capacity by attaching a cargo module, as disclosed herein, to it, according to the subject matter of this disclosure. Such modification could allow, for example, up to 11 cargo ULDs (e.g., AAY or AAA ULDs) to be accommodated by the cargo module, enabling approximately 20,000 kg of cargo to be carried by the increased cargo capacity aircraft. Furthermore, in such simulations, the cargo module itself could increase the empty weight of the baseline aircraft by approximately 9,000 kg. In such simulations, the patentee estimates that the resulting additional drag loss of the increased cargo capacity aircraft compared to the baseline aircraft is less than 10%, for example, from approximately 3% to approximately 7%.

According to other simulations conducted by the applicant, a baseline aircraft, including a Boeing 737-800 configuration, can be modified into an aircraft with increased cargo capacity by attaching a cargo module, as disclosed herein, to it, according to the subject matter of this disclosure. Such a modification could allow, for example, up to four cargo ULDs (e.g., LD4 containers or LD7 pallets) and bulk cargo in a single box to be accommodated by the cargo module, enabling approximately 6,000 kg of cargo to be carried by the increased cargo capacity aircraft. Furthermore, in such simulations, the cargo module itself could increase the baseline aircraft's empty weight by approximately 3,000 kg. In such simulations, the resulting increased cargo capacity aircraft would be estimated to have an additional 25-30% volumetric cargo capacity and approximately 10% additional drag loss compared to the baseline aircraft. Similar percentages are illustrated in example simulations of narrow-body and wide-body commercial aircraft.

It should be noted that, according to one aspect of the subject matter of this disclosure, the cargo module 400 can be adapted to carry unusual loads, such as cargo with a large longitudinal dimension. A large longitudinal dimension means that the unusual load has a length dimension significantly exceeding the length dimension of the cargo module 400 designed to accommodate a single ULD container or a single ULD pallet. Such unusual loads may include, for example, wind turbine blades, small aircraft wings, extended limousines, etc. In this case, the unusual load can be secured, for example, to two or more ULD pallets arranged longitudinally at intervals or adjacent to each other; then, the unusual load can be inserted into the cargo module through the front door and secured in place in a manner similar to that used for securing a single ULD.

Referring to Figures 8A and 8B, in an alternative variant of the above example, the aircraft 100 with increased cargo capacity may also optionally include an auxiliary vertical tail assembly 700.

Compared to the baseline aircraft 200 without the cargo module 400, the auxiliary vertical tail device 700 is configured to enhance the benefits of the vertical tail 230 to compensate for any potential shortcomings of the vertical tail 230 in maintaining yaw stability due to the increased vertical footprint provided by the cargo module 400 to the aircraft 100 with increased cargo capacity.

In the example shown in Figure 8A, the auxiliary vertical tail device 700 is in the form of two tail fins or webs 720, including a port web and a starboard web, arranged in a V-shape, and located on the lower side of the fuselage 210, for example, on the lower side of the tail 280.

In an alternative variant of the above example, and referring to FIG8B, the corresponding auxiliary vertical tail fin device 700 may be configured such that the auxiliary vertical tail fin 740 is fixed to the horizontal tail fin 250, for example at its wingtip.

Although in the examples shown, the reference aircraft is depicted as a conventional aircraft having a forward lift-generating wing 220 and a tail 280 including a vertical tail 230 and a horizontal tail 250, it should be noted that in alternative variations of these examples, the reference aircraft may have different wing configurations, for example as follows:

- A forewing configuration, wherein the main lift-generating wing of the reference aircraft 200 is located at the tail, and a set of forewings is located in front of the main lift-generating wing.

- Serial configuration, in which one set of forewings and one set of aft wings are each configured to provide lift and stability.

- Tailless configuration, wherein the main lift-generating wing is configured to provide lift and stability, and no separate horizontal tail or canard is provided.

- A three-surface or triple configuration, featuring a centrally located main lift-generating wing, a set of canards, and a set of rear horizontal tails.

Furthermore, although the reference aircraft is depicted as a conventional aircraft in the example shown, it should be noted that in alternative variations of these examples, the reference aircraft may have different configurations.

For example, the reference aircraft could instead have a hybrid fuselage configuration, wherein the lift-generating wing and optional tail are integrated with the fuselage. In this case, with necessary modifications, the cargo module is configured to be attached to an upper portion of the hybrid fuselage configuration in a manner similar to that used for a conventional fuselage as disclosed herein. In this case, the aforementioned feature “fuselage back portion” according to aspects of the subject matter of this disclosure refers to the upper portion of the aforementioned hybrid fuselage configuration.

In other examples, the reference aircraft may instead have a flying wing configuration, wherein the functions of the fuselage (e.g., providing a cockpit, cargo hold, or passenger cabin) are provided by the flying wing configuration. In this case, with necessary modifications, the cargo module is configured to be fixed to an upper portion of the flying wing configuration in a manner similar to that used for a conventional fuselage in this disclosure. In this case, the aforementioned feature "fuselage back portion" according to aspects of the subject matter of this disclosure refers to the upper portion of the aforementioned flying wing configuration.

In other examples, the reference aircraft may instead have a lift-body configuration, wherein the function of the wings (e.g., providing aerodynamic lift) is provided by the lift-body configuration. In this case, with necessary modifications, the cargo module is configured to be fixed to an upper portion of the lift-body configuration in a manner similar to that used for a conventional fuselage in this disclosure. In this case, the aforementioned feature “fuselage back portion” according to aspects of the subject matter of this disclosure refers to the upper portion of the lift-body configuration.

In the following method claims, the alphanumeric characters and Roman numerals used to specify the steps of the claims are provided for convenience only and do not imply any particular order in which these steps are performed.

Finally, it should be noted that the word "comprising" as used throughout the appended claims should be interpreted as "including but not limited to".

Although examples have been shown and disclosed in accordance with the currently disclosed subject matter, it should be understood that many modifications may be made therein without departing from the scope of the currently disclosed subject matter as described in the claims.

Claims (52)

1. An aircraft with increased cargo capacity, modified from a baseline aircraft, comprising: (a) The reference aircraft, wherein the reference aircraft includes at least one fuselage having a dorsal fuselage portion, (b) A cargo module, fixed to the reference aircraft, thereby converting the reference aircraft into the aircraft with increased cargo capacity; (c) The reference aircraft is designed for aerodynamic flight capability and does not have the cargo module; (d) The aircraft with increased cargo capacity is capable of aerodynamic flight; (e) The cargo module provides increased cargo capacity to the reference aircraft, the cargo module including an external aerodynamic fairing defining an internal cargo volume and configured to conformally fix it relative to the fuselage dorsal portion in a covering relationship, the cargo module including a cargo loading floor and at least one access door, and a cargo loading system configured to transport and fix at least one cargo unit within the cargo volume, wherein the cargo unit includes a standard unit load device (ULD); The external aerodynamic fairing is fixed to the rear fuselage portion of the reference aircraft and is independent of whether the internal cargo volume simultaneously accommodates the at least one cargo unit; and Wherein, when the at least one cargo unit is housed in the internal cargo volume, the aerodynamic fairing defines a top space between the top of the corresponding at least one cargo unit and the interior of the external aerodynamic fairing. 2. The aircraft with increased cargo capacity according to claim 1, wherein each of the ULDs is in the form of a standard pallet or a standard container. 3. The aircraft with increased cargo capacity according to any one of claims 1 to 2, wherein the cargo module includes a suitable locking device for locking the corresponding ULD thereon. 4. The aircraft with increased cargo capacity according to claim 1, wherein at least one of the ULDs is in the form of a standard pallet having a pallet planar area (width x length) including any of the following: 125 inches x 96 inches, or 125 inches x 88 inches, or 156.2 cm x 153.4 cm. 5. The aircraft with increased cargo capacity according to claim 1, wherein at least one of the ULDs is in the form of a standard container including any of the following: AAA ULD; AAY ULD. 6. The aircraft with increased cargo capacity according to claim 1, wherein the cargo loading floor is nominally flat and configured to enable the cargo loading system to transport and secure the at least one cargo unit within the cargo volume. 7. The aircraft for increasing cargo capacity according to claim 1, wherein the cargo module includes a plurality of powered drive units (PDUs) statically located on the cargo loading/unloading floor. 8. The aircraft with increased cargo capacity according to claim 1, wherein the cargo module includes at least one passage door in the form of a side door and is configured to allow lateral access to the internal cargo volume. 9. The aircraft with increased cargo capacity according to claim 1, wherein the cargo module includes at least one passage door in the form of a front door and is configured to allow longitudinal access to the internal cargo volume. 10. The aircraft with increased cargo capacity according to claim 1, wherein the cargo module is configured to allow the cargo loading floor to be secured to the rear fuselage portion. 11. The aircraft with increased cargo capacity according to claim 1, wherein the cargo module is connected to the fire suppression system of the reference aircraft. 12. The aircraft with increased cargo capacity according to claim 1, wherein the cargo module includes an independent smoke detection system and an independent fire suppression system, the independent smoke detection system being configured to be monitored in the reference aircraft, and the independent fire suppression system being configured to be controlled by the reference aircraft. 13. The aircraft with increased cargo capacity according to claim 1, wherein the cargo module is electrically connected to an electrical system of the reference aircraft. 14. The aircraft with increased cargo capacity according to claim 1, wherein the cargo module is unpressurized relative to the external atmospheric environment. 15. The cargo-capacity-increasing aircraft of claim 1, wherein the base aircraft includes a vertical tail, and wherein the cargo-capacity-increasing aircraft includes an auxiliary vertical tail assembly configured to enhance the effectiveness of the vertical tail. 16. The aircraft with increased cargo capacity according to claim 15, comprising at least one of the following: -The auxiliary vertical tail assembly includes a port side wing and a starboard side wing, fixed to the fuselage in a V-shape; and -The reference aircraft includes a horizontal tail, and the auxiliary vertical tail assembly includes an auxiliary vertical tail fixed to the horizontal tail. 17. The cargo-capacity-increasing aircraft of claim 1, wherein the cargo module is configured, at least when fixed to the reference aircraft, to maintain the aeroelastic properties of the reference aircraft in the cargo-capacity-increasing aircraft. 18. The aircraft for increasing cargo capacity according to claim 1, wherein the reference aircraft is any suitable aircraft selected from the group consisting of the Boeing 777, Boeing 767, Boeing 747, and Airbus 330. 19. An aircraft with increased cargo capacity, modified from a baseline aircraft, comprising: (a) The reference aircraft includes at least one fuselage having a dorsal fuselage portion. (b) A cargo module, fixed to the reference aircraft, thereby converting the reference aircraft into the aircraft with increased cargo capacity; (c) The reference aircraft, designed for aerodynamic flight capability, does not have the cargo module. (d) The aircraft with increased cargo capacity is capable of aerodynamic flight; (e) The cargo module provides increased cargo capacity to the reference aircraft, the cargo module including an external aerodynamic fairing defining an internal cargo volume and configured to conformally fix relative to the rear fuselage portion in a covering relationship, the cargo module including a cargo loading floor and at least one access door, and a cargo loading system configured to transport and fix at least one cargo unit within the cargo volume, wherein the cargo loading floor is nominally flat and includes a manual cargo loading system; The external aerodynamic fairing is fixed to the rear fuselage portion of the reference aircraft and is independent of whether the internal cargo volume simultaneously accommodates the at least one cargo unit; and Wherein, when the at least one cargo unit is housed in the internal cargo volume, the aerodynamic fairing defines a top space between the top of the corresponding at least one cargo unit and the interior of the external aerodynamic fairing. 20. The aircraft for increasing cargo capacity according to claim 19, wherein each cargo unit is in the form of a unit load device (ULD), and wherein each of the ULDs is in the form of a standard pallet or a standard container. 21. An aircraft with increased cargo capacity according to any one of claims 19 to 20, wherein the cargo module includes a suitable locking device for locking the respective cargo unit thereon. 22. The aircraft with increased cargo capacity according to claim 20, wherein at least one of the ULDs is in the form of a standard pallet having a pallet planar area (width x length) including any of the following: 125 inches x 96 inches, or 125 inches x 88 inches, or 156.2 cm x 153.4 cm. 23. The aircraft with increased cargo capacity according to claim 20, wherein at least one of the ULDs is in the form of the standard container comprising any of the following: AAA ULD; AAY ULD. 24. The aircraft with increased cargo capacity according to claim 19, wherein the cargo loading floor is nominally flat and configured to enable the cargo loading system to transport and secure the at least one cargo unit within the cargo volume. 25. The aircraft with increased cargo capacity according to claim 19, wherein the cargo module includes at least one passage door in the form of a side door and is configured to allow lateral access to the internal cargo volume. 26. The aircraft with increased cargo capacity according to claim 19, wherein the cargo module includes a plurality of rollers and/or casters and/or ball transfer units (BTUs) configured on the cargo loading and unloading floor. 27. The aircraft with increased cargo capacity according to claim 19, wherein the cargo module includes at least one passage door in the form of a front door and is configured to allow longitudinal access to the internal cargo volume. 28. The aircraft with increased cargo capacity according to claim 19, wherein the cargo module is configured to allow the cargo loading floor to be secured to the rear fuselage portion. 29. The aircraft with increased cargo capacity according to claim 19, wherein the cargo module is connected to the fire suppression system of the reference aircraft. 30. The aircraft with increased cargo capacity according to claim 19, wherein the cargo module includes an independent smoke detection system and an independent fire suppression system, the independent smoke detection system being configured to be monitored in the reference aircraft, and the independent fire suppression system being configured to be controlled by the reference aircraft. 31. The aircraft with increased cargo capacity according to claim 19, wherein the cargo module is electrically connected to an electrical system of the reference aircraft. 32. The aircraft with increased cargo capacity according to claim 19, wherein the cargo module is unpressurized relative to the external atmospheric environment. 33. The cargo-capacity-increasing aircraft of claim 19, wherein the base aircraft includes a vertical tail, and wherein the cargo-capacity-increasing aircraft includes an auxiliary vertical tail assembly configured to enhance the effectiveness of the vertical tail. 34. The aircraft with increased cargo capacity according to claim 33, comprising at least one of the following: -The auxiliary vertical tail assembly includes a port side wing and a starboard side wing, fixed to the fuselage in a V-shape; and -The reference aircraft includes a horizontal tail, and the auxiliary vertical tail assembly includes an auxiliary vertical tail fixed to the horizontal tail. 35. The cargo-capacity-increasing aircraft of claim 19, wherein the cargo module is configured, at least when fixed to the reference aircraft, to maintain the aeroelastic properties of the reference aircraft in the cargo-capacity-increasing aircraft. 36. The aircraft for increasing cargo capacity according to claim 19, wherein the reference aircraft is any suitable aircraft selected from the group consisting of the Boeing 777, Boeing 767, Boeing 747, and Airbus 330. 37. A method for modifying a baseline aircraft into an aircraft with increased cargo capacity, comprising: (a) Providing the reference aircraft, wherein the reference aircraft includes at least one fuselage having a dorsal fuselage portion, (b) Providing a cargo module configured to increase cargo capacity of the reference aircraft, the cargo module including an external aerodynamic fairing defining an internal cargo volume and configured to conformally fix it relative to the rear fuselage portion in a covering relationship, the cargo module including a cargo loading floor and at least one access door, and a cargo loading system configured to transport and secure at least one cargo unit within the cargo volume; wherein the cargo unit includes a standard unit load device (ULD); (c) Attach the cargo module to the reference aircraft, thereby converting the reference aircraft into the aircraft with increased cargo capacity; The aforementioned reference aircraft is designed for aerodynamic flight capability and does not have the cargo module. The aforementioned aircraft with increased cargo capacity is capable of aerodynamic flight; The external aerodynamic fairing is fixed to the rear fuselage portion of the reference aircraft and is independent of whether the internal cargo volume simultaneously accommodates the at least one cargo unit; and Wherein, when the at least one cargo unit is housed in the internal cargo volume, the aerodynamic fairing defines a top space between the top of the corresponding at least one cargo unit and the interior of the external aerodynamic fairing. 38. The method of claim 37, further comprising an electrical system electrically connecting the cargo module to the reference aircraft. 39. The method according to any one of claims 37 to 38, further comprising a fire suppression system connecting the cargo module to the reference aircraft. 40. The method of claim 37, wherein the reference aircraft includes a vertical tail, and the method further includes providing an auxiliary vertical tail device configured to increase the benefit of the vertical tail. 41. The method of claim 40, wherein the auxiliary vertical tail assembly comprises a port side wing and a starboard side wing, fixed to the fuselage in a V-shape, or wherein the reference aircraft comprises a horizontal tail, and wherein the auxiliary vertical tail assembly comprises an auxiliary vertical tail fixed to the horizontal tail. 42. The method of claim 37, wherein in step (c), the cargo module is fixed to the reference aircraft by a method of maintaining the aeroelastic properties of the reference aircraft in the aircraft with increased cargo capacity. 43. The method of claim 37, wherein the reference aircraft is any suitable aircraft selected from the group consisting of the Boeing 777, Boeing 767, Boeing 747, and Airbus 330. 44. A method for modifying a baseline aircraft into an aircraft with increased cargo capacity, comprising: (a) Providing the reference aircraft, wherein the reference aircraft includes at least one fuselage having a dorsal fuselage portion, (b) Provide a cargo module configured to increase cargo capacity of the reference aircraft, the cargo module including an external aerodynamic fairing defining an internal cargo volume and configured to be conformally fixed relative to the rear fuselage portion in a covering relationship, the cargo module including a cargo loading floor and at least one access door, and a cargo loading system configured to transport and secure cargo units within the cargo volume, wherein the cargo loading floor is nominally flat and includes a manual cargo loading system; (c) Secure the cargo module to the reference aircraft, thereby converting the reference aircraft into the aircraft with increased cargo capacity; The aforementioned reference aircraft is designed for aerodynamic flight capability and does not have the cargo module. The aforementioned aircraft with increased cargo capacity is capable of aerodynamic flight; The external aerodynamic fairing is fixed to the rear fuselage portion of the reference aircraft and is independent of whether the internal cargo volume simultaneously accommodates at least one cargo unit; and Wherein, when the at least one cargo unit is housed in the internal cargo volume, the aerodynamic fairing defines a top space between the top of the corresponding at least one cargo unit and the interior of the external aerodynamic fairing. 45. The method of claim 44, further comprising an electrical system electrically connecting the cargo module to the reference aircraft. 46. The method according to any one of claims 44 to 45, further comprising a fire suppression system connecting the cargo module to the reference aircraft. 47. The method of claim 44, wherein the reference aircraft includes a vertical tail, and the method further includes providing an auxiliary vertical tail device configured to increase the effectiveness of the vertical tail. 48. The method of claim 47, wherein the auxiliary vertical tail assembly comprises a port side wing and a starboard side wing, fixed to the fuselage in a V-shaped arrangement, or wherein the reference aircraft comprises a horizontal tail, and wherein the auxiliary vertical tail assembly comprises an auxiliary vertical tail fixed to the horizontal tail. 49. The method of claim 44, wherein in step (c), the cargo module is fixed to the reference aircraft in a manner that maintains the aeroelastic properties of the reference aircraft in the aircraft with increased cargo capacity. 50. The method of claim 44, wherein the reference aircraft is any suitable aircraft selected from the group consisting of the Boeing 777, Boeing 767, Boeing 747, and Airbus 330. 51. The method of claim 39, further comprising the cargo module having an independent smoke detection system and an independent fire suppression system, the independent smoke detection system being configured to be monitored in the reference aircraft, and the independent fire suppression system being configured to be controlled by the reference aircraft. 52. The method of claim 46, further comprising the cargo module provided with an independent smoke detection system and an independent fire suppression system, the independent smoke detection system being configured to be monitored in the reference aircraft and the independent fire suppression system being configured to be controlled by the reference aircraft.