Patent Publication Number: US-2023150647-A1

Title: Cargo aircraft system and related method for loading elongate cargo therein

Description:
BACKGROUND 
     Field of the Disclosure 
     The present disclosure relates to cargo aircraft and, more particularly, to a cargo aircraft bow side door for elongated cargo loading. 
     Description of Related Art 
     Current conventional commercial freighters or cargo aircraft are mainly derivatives of passenger airplanes where a main deck is re-configured to carry containers. These commercial freight airplanes are normally provided with large cargo door on the main deck capable of moving up to 12 foot (3.7 meters) long containers and pallets. However, commercial freight airplanes often need to transport oversized packages, such as long and relatively skinny cargo like well drilling equipment, wind turbine blades, and other high aspect ratio cargo. Current conventional airplane freighters cannot handle these high aspect ratio packages due to the length of the fuselage of the commercial freight airplanes being too short. 
     Thus, there exists a need for adapting current conventional commercial aircraft to be able to transport high aspect ratio cargo. 
     SUMMARY 
     The above and other needs are met by example implementations of the present disclosure which, in one aspect and without limitation, provides a cargo aircraft, comprising: a fuselage defining a longitudinally-extending cargo compartment and including: an elongate cylindrical portion having a substantially constant outer diameter, 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 forward portion having a cross-section tapering away from the cylindrical portion toward a lateral centerline, 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. 
     In some example implementations of the aircraft of any preceding example implementation, or any combination thereof, an increased distance of the rearward edge from the forward end of the cylindrical portion allows the 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. 
     In some example implementations of the aircraft of any preceding example implementation, or any combination thereof, the elongate cargo item has opposed leading and trailing ends, and wherein second side of the cylindrical portion of the fuselage defines an auxiliary opening toward the rearward end of the cylindrical portion, the auxiliary opening being arranged so as to allow the leading end of the elongate cargo item to extend therethrough until the trailing end is disposed rearwardly of the forward edge of the cargo opening, such that the elongate cargo item can be pivoted about a medial portion thereof to be aligned substantially parallel with the lateral centerline within the cargo compartment. 
     In some example implementations of the aircraft of any preceding example implementation, or any combination thereof, the forward portion of the fuselage defines or includes a portion of a flight deck compartment disposed toward the second side of the fuselage, and wherein the second side of the fuselage defines a flight deck access opening in communication with the flight deck compartment. 
     In some example implementations of the aircraft of any preceding example implementation, or any combination thereof, a plane extending laterally through a longitudinal axis of the cylindrical portion of the fuselage defines a floor of the cargo compartment, and wherein the cargo opening defines a lower edge at an intersection between the plane and the first side of the fuselage. 
     In some example implementations of the aircraft of any preceding example implementation, or any combination thereof, the cargo opening extends upwardly from the lower edge and arcuately about the fuselage to an upper edge. 
     In some example implementations of the aircraft of any preceding example implementation, or any combination thereof, a distance between an intersection of the rearward and lower edges of the cargo opening and an intersection of the upper and forward edges of the cargo opening defines a maximum width of the cargo insertable into the cargo compartment through the cargo opening. 
     In some example implementations of the aircraft of any preceding example implementation, or any combination thereof, the aircraft comprises a cargo door arranged to provide access to the cargo compartment through the cargo opening, the cargo door being hinged about the upper edge of the cargo opening. 
     In some example implementations of the aircraft of any preceding example implementation, or any combination thereof, a lateral offset distance is defined between a first dimension between the lateral centerline and a first intersection of the rearward and lower edges of the door opening and a second dimension between the lateral centerline and a second intersection between the forward and lower edges of the door opening, the first and second dimensions being perpendicular to the lateral centerline; a door opening width is defined between the first intersection and the second intersection; a loading angle is defined between the elongate cargo item and the lateral centerline; and an effective door opening width normal to the loading angle is defined as a product of the lateral offset distance multiplied by the cosine of the loading angle and added to a product of the door opening width multiplied by the sine of the loading angle. 
     In some example implementations of the aircraft of any preceding example implementation, or any combination thereof, the cargo opening extends upwardly from the lower edge and arcuately about the fuselage about a radius from the lateral centerline, wherein the elongate cargo item defines a cargo width, a cargo depth, and a cargo length, and wherein the effective door opening width corresponding to a maximum width of the elongate cargo item receivable by the door opening is defined as a difference between a first product of the cargo length multiplied by a sine of the loading angle and a second product of the cargo depth multiplied by a cosine of the loading angle. 
     In some example implementations of the aircraft of any preceding example implementation, or any combination thereof, the loading angle has a maximum of 30 degrees for the elongate cargo item with the cargo length being at least 30 meters and the cargo width being at least 1 meter. 
     In some example implementations, a method of loading elongate cargo in an aircraft having a fuselage defining a longitudinally-extending cargo compartment and including an elongate cylindrical portion having a substantially constant outer diameter, 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 forward portion having a cross-section tapering away from the cylindrical portion toward a lateral centerline, comprises inserting a first elongate cargo item lengthwise into the cargo compartment obliquely through a continuous cargo opening defined by the fuselage 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, the oblique lengthwise insertion of the first elongate cargo item through the cargo opening being initiated from the forward edge at an acute angle between the first elongate cargo item and the lateral centerline. 
     In some example implementations of the method of any preceding example implementation, or any combination thereof, inserting the first elongate cargo item lengthwise into the cargo compartment comprises obliquely- and lengthwise-inserting the first elongate cargo item through the cargo opening from the forward edge at a decreased acute angle between the first elongate cargo item and the lateral centerline in response to an increased distance of the forward edge of the cargo opening from the forward end of the cylindrical portion. 
     In some example implementations of the method of any preceding example implementation, or any combination thereof, inserting the first elongate cargo item lengthwise into the cargo compartment comprises obliquely- and lengthwise-inserting the first elongate cargo item through the cargo opening from the forward edge at a decreased acute angle between the first elongate cargo item and the lateral centerline in response to an increased distance of the rearward edge from the forward end of the cylindrical portion. 
     In some example implementations of the method of any preceding example implementation, or any combination thereof, the first elongate cargo item has opposed leading and trailing ends, and wherein inserting the first elongate cargo item lengthwise into the cargo compartment comprises: obliquely- and lengthwise-inserting the first elongate cargo item through the cargo opening from the forward edge and at the acute angle between the first elongate cargo item and the lateral centerline until the trailing end is disposed rearwardly of the forward edge of the cargo opening; and pivoting the leading and trailing edges of the first elongate cargo item about a medial portion of the first elongate cargo item to align the first elongate cargo item substantially parallel with the lateral centerline within the cargo compartment. 
     In some example implementations of the method of any preceding example implementation, or any combination thereof, a second elongate cargo item has opposed leading and trailing ends, and wherein the method comprises: translating the first elongate cargo item toward the rearward end and toward the first side of the cylindrical portion; inserting the second elongate cargo item lengthwise into the cargo compartment by obliquely- and lengthwise-inserting the second elongate cargo item through the cargo opening from the forward edge and at the acute angle between the second elongate cargo item and the lateral centerline until the trailing end is disposed rearwardly of the forward edge of the cargo opening; pivoting the leading and trailing edges of the second elongate cargo item about a medial portion of the second elongate cargo item to align the second elongate cargo item substantially parallel with the lateral centerline within the cargo compartment; and translating the first and second elongate cargo items within the cylindrical portion to align the first and second elongate cargo items within the cargo compartment. 
     In some example implementations of the method of any preceding example implementation, or any combination thereof, the first elongate cargo item has opposed leading and trailing ends, wherein second side of the cylindrical portion of the fuselage defines an auxiliary opening toward the rearward end of the cylindrical portion, and wherein inserting the first elongate cargo item lengthwise into the cargo compartment comprises: obliquely- and lengthwise-inserting the first elongate cargo item through the cargo opening from the forward edge and at the acute angle between the first elongate cargo item and the lateral centerline so as to allow the leading end of the first elongate cargo item to extend through the auxiliary opening until the trailing end is disposed rearwardly of the forward edge of the cargo opening; and pivoting the leading and trailing edges of the first elongate cargo item about a medial portion of the first elongate cargo item to align the first elongate cargo item substantially parallel with the lateral centerline within the cargo compartment. 
     In some example implementations of the method of any preceding example implementation, or any combination thereof, a second elongate cargo item has opposed leading and trailing ends, and wherein the method comprises: translating the first elongate cargo item toward the rearward end and toward the first side of the cylindrical portion; inserting the second elongate cargo item lengthwise into the cargo compartment by obliquely- and lengthwise-inserting the second elongate cargo item through the cargo opening from the forward edge and at the acute angle between the second elongate cargo item and the lateral centerline so as to allow the leading end of the second elongate cargo item to extend through the auxiliary opening until the trailing end is disposed rearwardly of the forward edge of the cargo opening; pivoting the leading and trailing edges of the second elongate cargo item about a medial portion of the second elongate cargo item to align the second elongate cargo item substantially parallel with the lateral centerline within the cargo compartment; and translating the first and second elongate cargo items within the cylindrical portion to align the first and second elongate cargo items within the cargo compartment. 
     In some example implementations of the method of any preceding example implementation, or any combination thereof, a plane extending laterally through a longitudinal axis of the cylindrical portion of the fuselage defines a floor of the cargo compartment, wherein the cargo opening defines a lower edge at an intersection between the plane and the first side of the fuselage, wherein the cargo opening extends upwardly from the lower edge and arcuately about the fuselage to an upper edge, and wherein inserting the first elongate cargo item lengthwise into the cargo compartment obliquely through the cargo opening comprises obliquely- and lengthwise-inserting the first elongate cargo item, having a maximum width defined by a distance between an intersection of the rearward and lower edges of the cargo opening and an intersection of the upper and forward edges of the cargo opening, into the cargo compartment through the cargo opening. 
     In some example implementations of the method of any preceding example implementation, or any combination thereof, accessing the cargo compartment through the cargo opening, by way of a cargo door hinged about the upper edge of the cargo opening. 
     These and other features, aspects, and advantages of the present disclosure will be apparent from a reading of the following detailed description together with the accompanying drawings, which are briefly described below. The present disclosure includes any combination of two, three, four or more features or elements set forth in this disclosure, regardless of whether such features or elements are expressly combined or otherwise recited in a specific example implementation described herein. This disclosure is intended to be read holistically such that any separable features or elements of the disclosure, in any of its aspects and example implementations, should be viewed as combinable, unless the context of the disclosure clearly dictates otherwise. 
     It will therefore be appreciated that this Brief Summary is provided merely for purposes of summarizing some example implementations so as to provide a basic understanding of some aspects of the disclosure. Accordingly, it will be appreciated that the above described example implementations are merely examples and should not be construed to narrow the scope or spirit of the disclosure in any way. Other example implementations, aspects and advantages will become apparent from the following detailed description taken in conjunction with the accompanying drawings which illustrate, by way of example, the principles of some described example implementations. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S) 
       Having thus described the disclosure in general terms, reference will now be made to the accompanying drawings, which are not necessarily drawn to scale, and wherein: 
         FIG.  1    schematically illustrates a cargo aircraft according to example implementations of this disclosure. 
         FIGS.  2 A and  2 B  schematically illustrate an arrangement of a cargo opening with a cargo door on a fuselage of a cargo aircraft according to example implementations of this disclosure. 
         FIG.  3    schematically illustrates an effective door opening width for a cargo opening of a cargo aircraft according to example implementations of this disclosure. 
         FIG.  4    schematically illustrates a loading angle for a cargo opening of a cargo aircraft according to example implementations of this disclosure. 
         FIG.  5    schematically illustrates a lateral offset distance for a cargo opening of a cargo aircraft according to example implementations of this disclosure. 
         FIG.  6    is a method flow diagram of a method of loading elongate cargo in an aircraft according to example implementations of this disclosure. 
         FIGS.  7 A- 7 C  schematically illustrate a method of loading an example elongate cargo item in a cargo aircraft according to example implementations of this disclosure. 
         FIGS.  8 A- 8 C  schematically illustrate a method of loading another example elongate cargo item in a cargo aircraft according to example implementations of this disclosure. 
         FIGS.  9 A- 9 E  schematically illustrate a method of loading a further example elongate cargo item in a cargo aircraft according to example implementations of this disclosure. 
         FIG.  10    schematically illustrates a method of loading still another example elongate cargo item in a cargo aircraft according to example implementations of this disclosure. 
     
    
    
     DETAILED DESCRIPTION OF THE DISCLOSURE 
     The present disclosure now will be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all aspects of the disclosure are shown. Indeed, the disclosure may be embodied in many different forms and should not be construed as limited to the aspects set forth herein; rather, these aspects are provided so that this disclosure will satisfy applicable legal requirements. Like numbers refer to like elements throughout. 
       FIG.  1    schematically illustrates an aircraft  10 , for example. In some aspects, the aircraft  10  is a conventional commercial aircraft that has been adapted for carrying freight, or is a freighter aircraft. As used herein, “cargo aircraft” generally refers to any type of aircraft capable of aerially transporting cargo. Generally, in one aspect, the aircraft  10  includes a fuselage  12  defining a longitudinally-extending cargo compartment  14  located on a main deck, which is generally considered the deck on which the major portion of the payload is carried. The longitudinally-extending cargo compartment  14  is configured to receive traditional Unit Loader Devices (ULDs), as well as elongate cargo items  16  each defining a cargo width (w cargo ), a cargo height or depth (d cargo ), and a cargo length (l cargo ). As used herein, an “elongate cargo item”, a “cargo package”, a “cargo item”, a “high-aspect ratio package”, and all similar terms, is an item where a longitudinal dimension (cargo length l cargo ) is greater than (and often significantly greater than) the cargo lateral dimension width w cargo  and/or a cargo depth d cargo . Elongate cargo items  16  include, but are not limited to, packages with ratios of 10 or more like (but not limited to) well drilling equipment packages, wind turbine blades, turbomachinery rotors, airplane wing and empennage pieces etc. 
     The fuselage  12  includes an elongate cylindrical portion  18 . In some example implementations, the cylindrical portion  18  has a substantially constant outer diameter and longitudinally-opposed forward and rearward ends  20 ,  22 , and laterally-opposed first and second sides  24 ,  26  ( FIG.  4   ). The cylindrical portion  18  also has an outer diameter that is non-constant. The fuselage  12  also includes a forward portion  28  engaged with the forward end  20  of the cylindrical portion  18 . The forward portion  28  has a cross-section tapering away from the cylindrical portion  18  toward a lateral centerline C ( FIG.  4   ). In some example implementations, the forward portion  28  of the fuselage  12  defines or includes a portion of a flight deck compartment  32  ( FIG.  7 A ) disposed toward the second side  26  of the fuselage  12 . The second side  26  of the fuselage  12  defines a flight deck access opening  34  ( FIG.  7 A ) in communication with the flight deck compartment  32 . The flight deck compartment  32  and the longitudinally-extending cargo compartment  14  is a substantially continuous space via the flight deck access opening  34  or there is a barrier (e.g., a door) between the flight deck compartment  32  and the flight deck access opening  34  and the longitudinally-extending cargo compartment  14 . 
     In some example implementations, the longitudinally-extending cargo compartment  14 , the cylindrical portion  18  and/or the forward portion  28  of the fuselage  12  including the flight deck compartment  32  have the design, shape and/or interior and exterior dimensions of a conventional commercial freighter aircraft, such as, the BOEING® 747-8F, BOEING® 777F, BOEING® 767-300F, BOEING® 767-300BCF, and the BOEING® 737-800BCF. Otherwise, the longitudinally-extending cargo compartment  14 , the cylindrical portion  18  and/or the forward portion  28  of the fuselage  12  including the flight deck compartment  32  have the design, shape and/or interior and exterior dimensions of other types of aircraft. 
     The fuselage  12  defines a continuous cargo opening  36  to the cargo compartment  14  along the first side  24 . The cargo opening  36  is defined on the first side  24  or the second side  26  of the elongate cylindrical portion  18 . The cargo opening  36  has a first portion extending along the cylindrical portion  18  of the fuselage  12  to a rearward edge  38  and a second portion extending along the forward portion  28  to a forward edge  30 . The two portions are continuous relative to one another. As  FIG.  1    illustrates, the cargo opening  36  is located in a very forward fuselage position right aft from the flight deck  32 . 
     Due to the arrangement of the cargo opening  36  on the fuselage  12 , elongate cargo items  16  are loaded as contemplated herein, as compared with conventional cargo aircraft main deck configurations which are not able to receive elongate cargo items  16 . More particularly, by adapting the flight deck compartment  32  by removing a floor area directly behind a seat for a co-pilot a length of the flight deck compartment  32  are reduced so as to increase a length of the cargo compartment  14 . Where there is a reduced crew (i.e., a single pilot), the flight deck compartment  32  is even further longitudinally reduced so long as the pilot&#39;s polar angle through the windshield of the cockpit meets necessary standards. By doing so, a length of the cargo compartment  14  is increased, while the flight deck compartment  32  is decreased, which allows for a larger cargo opening  36  and thereby storage of larger cargo. 
     For example, and as a result of adapting the main deck to increase a length of the cargo compartment  14 , an increased distance Δx 1  of the forward edge  30  from the forward end  20  of the cylindrical portion  18  allows the elongate cargo item to be obliquely inserted lengthwise through the cargo opening  36  from the forward edge  30  at a decreased acute loading angle as defined between the elongate cargo item  16  and the lateral centerline C. In some example implementations, the acute loading angle, loading angle, or angle of loading (α) is about 8.5 degrees, but is also, in some examples, anywhere from between about 0 degrees and about 35 degrees. Furthermore, an increased distance Δx 2  of the rearward edge  38  from the forward end  20  of the cylindrical portion  18  allows the elongate cargo item  16  to be obliquely inserted lengthwise through the cargo opening  36  from the forward edge  30  at a decreased acute loading angle α between the elongate cargo item and the lateral centerline C. 
       FIGS.  2 A and  2 B  illustrate, in one example implementation, an arrangement of the cargo opening  36  with a cargo door  40  on the fuselage  12 . A plane extending laterally through a longitudinal axis or waterline WL ( FIG.  1   ) of the cylindrical portion  18  of the fuselage  12  defines a floor  42  of the cargo compartment  14 , such that the cargo opening  36  defines a lower edge  44  at an intersection between the plane and the first side  24  of the fuselage  12 . Accordingly, the lower edge  44  or threshold of the cargo opening  36  is formed on the waterline WL of the main deck, and the cargo opening  36  extends upwardly from the lower edge  44  and arcuately about the fuselage  12  to an upper edge  46  and about a radius from the lateral centerline C. In other words, the cargo opening  36  is curved to match the curve of the fuselage  12 . The cargo opening  36  is also arranged so that it overlaps the cylindrical portion  18  and the forward portion  28  of the fuselage  12 . For example, the rearward edge  38  of the cargo opening  36  is arranged between the rearward end  22  and the forward end  20  of the cylindrical portion  18 , while the forward edge  30  of the cargo opening  36  is arranged between the forward end  20  of the cylindrical portion  18  and a nose end of the forward portion  28 . 
     The cargo door  40  is arranged to provide access to the cargo compartment  14  through the cargo opening  36 . The cargo door  40  is hinged about an upper edge  46  of the cargo opening  36 , and opens upwards about the hinge, is hinged about the lower edge  44  of the cargo opening  36  and opens downwards about the hinge, slides toward the rearward end  22  and/or the forward end  20  of the elongate cylindrical portion  18 , or the like. Other manners of attaching the cargo door  40  to the cargo opening  36  are contemplated herein. 
     In some example implementations, a lateral offset distance δ is defined between a first dimension between the lateral centerline C and a first intersection of the rearward and lower edges  44 ,  46  of the cargo opening  36  and a second dimension between the lateral centerline C and a second intersection between the forward and lower edges  44 ,  46  of the cargo opening  36 . The first and second dimensions are perpendicular to the lateral centerline C. A door opening width (W d ) is limited by the fuselage strength requirements and normally cannot exceed a doubled fuselage diameter. 
     Other distances are also contemplated based on the dimensions of the aircraft  10 . For example, an effective door opening width (W eff ) ( FIG.  3   ) is a door opening width that is projected on a plane that is normal to the direction of loading, i.e., normal to the loading angle α. The effective door opening width W eff  is defined as the product of the lateral offset distance δ ( FIG.  5   ) multiplied by the cosine of the loading angle α and added to a product of the door opening width W d  multiplied by the sine of the loading angle α as seen in  FIG.  3   , and which can be determined from the following equation, EQUATION 1. 
         W   eff   =Wd *sin(α)+δ*cos(α),EQUATION 1
 
     where α is the loading angle as illustrated in  FIG.  4 ,  6    is the lateral offset distance as defined in  FIG.  5   , and W d  is the door opening width. Notably, it is advantageous for the lateral offset distance δ to be greater than zero (0) by positioning the cargo opening  36  closer to the bow. In this manner, then the cargo opening  36  is smaller than in the cylindrical portion  18 , as compared to traditional fuselages where the lateral offset distance δ is zero (0). As the lateral offset distance δ increases, elongate cargo items with longer than traditional ULD lengths l cargo  are receivable into the fuselage  12  through the cargo opening  36  with door opening width W d . 
     The effective door opening W eff  found from EQUATION 1 can also be used to determine a maximum width and length of the cargo that is inserted through the cargo compartment  14  through the cargo opening  36 . For example, the effective door opening width W eff  corresponding to a maximum width of the elongate cargo item w cargo  max receivable by the door opening is defined as a difference between a first product of the cargo length (l cargo ) multiplied by a sine of the loading angle α and a second product of the cargo depth (d cargo ) multiplied by a cosine of the loading angle α. Thus, in one example implementation, the loading angle α has a maximum of 30 degrees for the elongate cargo item with the cargo length being at least 30 meters and the cargo width being at least 1 meter. 
     Accordingly, the cargo opening  36  as described herein is capable of accommodating elongate cargo items  16 , as well as cargo items  16  that are not elongate. Where a cargo item  16  has a length (l cargo ) that is less than the width of the cargo opening W d , then the cargo item  16  is translated in and out of the door in a lateral direction (i.e., movement relative to the first and second sides  24 ,  26  of the elongate cylindrical portion  18 ). Where a cargo item has a length (l cargo ) that is greater than the width of the cargo opening W d , then the cargo item  16  is loaded into and out of the cargo opening  36  along the acute loading angle between the elongate cargo item  16  and the lateral centerline C (angle of loading α). 
     After determining that a cargo item  16  is loadable into the cargo aircraft  10  (i.e., the dimensions of the cargo item  16  allow it to be loaded into a cargo opening  36  with a defined width W d , then a loading system and/or method is utilized to position the cargo item  16  relative to the cargo opening  36 . A loading system is a cargo roller system, a dolly with wheels, etc. Where a cargo roller system is used, the system is multidirectional to allow for angular loading. Where a dolly with wheels is used, steering capabilities is used to aid in loading the cargo item. 
       FIG.  6    illustrates a process flow diagram of an example method of loading elongate cargo in an aircraft  10 , generally designated as  48 . With regard to this method, the aircraft  10  has a fuselage  12  defining a longitudinally-extending cargo compartment  14  and including an elongate cylindrical portion  18  having a substantially constant outer diameter, longitudinally-opposed forward and rearward ends  20 ,  22 , and laterally-opposed first and second sides  24 ,  26 , and a forward portion  28  engaged with the forward end  20  of the cylindrical portion  18 , the forward portion  28  having a cross-section tapering away from the cylindrical portion  18  toward a lateral centerline C. In a first step,  50 , the method comprises inserting a first elongate cargo item lengthwise into the cargo compartment  14  obliquely through a continuous cargo opening  36  defined by the fuselage  12  along the first side  24 , the cargo opening  36  having a first portion extending along the cylindrical portion  18  to a rearward edge  38  and a second portion extending along the forward portion  28  to a forward edge  30 , the oblique lengthwise insertion of the first elongate cargo item through the cargo opening  36  being initiated from the forward edge  30  at an acute angle between the first elongate cargo item and the lateral centerline C. 
     Accordingly, the following examples illustrate several implementations of loading systems and loading methods for loading elongate cargo items  16  of different sizes and/or shapes through a cargo opening  36  and into a cargo aircraft  10 . However, these systems and methods are merely examples and in no way limit the systems and methods that could be used to load and unload elongate cargo items  16  in the aircraft  10  of this disclosure. 
     Example 1: Oil Well Drill Pack 
     When loading a first elongate cargo item  16 , inserting the first elongate cargo item  16  lengthwise into the cargo compartment  14  comprises obliquely- and lengthwise-inserting the first elongate cargo item  16  through the cargo opening  36  from the forward edge  30  at a decreased acute angle between the first elongate cargo item  16  and the lateral centerline C in response to an increased distance of the rearward edge  38  and/or forward edge  30  of the cargo opening  36  from the forward end  20  of the cylindrical portion  18 . More specifically, inserting the first elongate cargo item  16  comprises obliquely- and lengthwise-inserting the first elongate cargo item  16  through the cargo opening  36  from the forward edge  30  and at the acute angle between the first elongate cargo item  16  and the lateral centerline C until the trailing end is disposed rearwardly of the forward edge  30  of the cargo opening  36 ; and pivoting the leading and trailing edges of the first elongate cargo item about a medial portion of the first elongate cargo item to align the first elongate cargo item substantially parallel with the lateral centerline C within the cargo compartment  14 . 
     In one example implementation, such loading of a first elongate cargo item  16  is shown in EXAMPLE 1 and  FIGS.  7 A- 7 C , where an oil well drill is packaged in box that is about 104.5 feet in length and 3 feet in width and 3 feet in height, and can be loaded into a cargo opening  36  with a width W d  of about 3 feet at an angle of loading a of about 8.5 degrees. 
     Example 2: Two Oil Well Drill Packs 
     Using the loading method described in EXAMPLE 1 for loading the first elongate cargo item  16  in the aircraft  10 , a second elongate cargo item  16  is loaded, as well. The second elongate cargo item  16  has opposed leading and trailing ends. The method for loading the second elongate cargo item  16  comprises translating the first elongate cargo item  16  toward the rearward end  22  and toward the first side  24  of the cylindrical portion  18 ; inserting the second elongate cargo item  16  lengthwise into the cargo compartment  14  by obliquely- and lengthwise-inserting the second elongate cargo item  16  through the cargo opening  36  from the forward edge  30  and at the acute angle between the second elongate cargo item  16  and the lateral centerline C until the trailing end is disposed rearwardly of the forward edge  30  of the cargo opening  36 ; pivoting the leading and trailing edges of the second elongate cargo item  16  about a medial portion of the second elongate cargo item  16  to align the second elongate cargo item  16  substantially parallel with the lateral centerline C within the cargo compartment  14 ; and translating the first and second elongate cargo items  16  within the cylindrical portion  18  to align the first and second elongate cargo items  16  within the cargo compartment  14 . 
     In one example implementation, such loading of first and second elongate cargo items  16  is shown in EXAMPLE 2 and  FIGS.  8 A- 8 C , where two oil well drills are packaged in individual boxes that are about 104.5 feet in length and 3 feet in width and 3 feet in height, and can be loaded into a cargo opening  36  with a width W d  of about 3 feet at an angle of loading a of about 8.5 degrees. 
     Example 3: Wind Turbine Blade 
     Wind turbine blades generally do not have a consistent cross-sectional area, like the oil well drilling packages in EXAMPLES 1 and 2. Indeed, the largest blade size possible to load through the cargo opening  36  without penetration through the second side  26  of the elongate cylindrical portion  18  is limited by a length of the diagonal line DL connecting corners of the door clear opening projected on plane that is normal to direction of platform. In one example implementation, such loading of an elongate cargo item with a non-constant cross-sectional area is shown in EXAMPLE 3 and  FIGS.  9 A- 9 E . As illustrated in  FIG.  9 A , a majority of wind turbine blades have a very close form factor length/maximum chord of about 11. With this length, the smallest angle of loading a is about seven degrees.  FIG.  9 B  illustrates the position of the blade within the cargo opening  36 . In particular, the blade is rotated about its longitudinal axis until a chord line at the widest portion of the blade W cargo_max  is oriented at the intersection of the rearward and lower edges  38 ,  44  of the cargo opening  36  and the intersection of the upper and forward edges  46 ,  30  of the cargo opening  36 . The blade pitch (BP) is defined as an angle between the widest portion of the blade W cargo_max  and the intersection of the rearward and lower edges  38 ,  44  of the cargo opening  36 . In  FIG.  9 C , the blade is translated through the cargo opening  36  along the angle of loading α. Clearance between the leading edge of the blade and the second side  26  of the fuselage  12  is present, so that the blade is rotated into a transportation position, where the blade will remain during transport thereof. In  FIG.  9 D , a loading system is used to rotate the blade clockwise along its longitudinal axis, and in  FIG.  9 E , the blade is translated toward the rearward end  22  of the cylindrical portion  18  into the transportation position. 
     Notably, where there is more than one wind turbine blade, the multiple blades are packaged so that there is a smaller footprint. For example, the blades are similarly loaded by packing them flat with each other, such that a leading edge of a first blade is arranged adjacent to a trailing edge of a second blade, and a trailing edge of the first blade is arranged adjacent to a leading edge of the second blade. 
     Example 4: Elongated Wind Turbine Blade 
     When loading an elongated or still further oversized elongate cargo item  16 , an auxiliary opening or Back Assistance Exit (hatch), generally designated  52 , are utilized. An auxiliary cargo door  54  is utilized to close the opening, where possible. For example, the second side  26  of the cylindrical portion  18  of the fuselage  12  defines the auxiliary opening  52  toward the rearward end  22  of the cylindrical portion  18 , such that the method of inserting the first elongate cargo item lengthwise into the cargo compartment  14  comprises obliquely- and lengthwise-inserting the first elongate cargo item through the cargo opening  36  from the forward edge  30  and at the acute angle between the first elongate cargo item and the lateral centerline C so as to allow the leading end of the first elongate cargo item to extend through the auxiliary opening  52  until the trailing end is disposed rearwardly of the forward edge  30  of the cargo opening  36 ; and pivoting the leading and trailing edges of the first elongate cargo item about a medial portion of the first elongate cargo item to align the first elongate cargo item substantially parallel with the lateral centerline C within the cargo compartment  14 . 
     In example implementations where there is a second oversized elongate cargo item, the method comprises translating the first elongate cargo item toward the rearward end  22  and toward the first side  24  of the cylindrical portion  18 ; inserting the second elongate cargo item lengthwise into the cargo compartment  14  by obliquely- and lengthwise-inserting the second elongate cargo item through the cargo opening  36  from the forward edge  30  and at the acute angle between the second elongate cargo item and the lateral centerline C so as to allow the leading end of the second elongate cargo item to extend through the auxiliary opening  52  until the trailing end is disposed rearwardly of the forward edge  30  of the cargo opening  36 ; pivoting the leading and trailing edges of the second elongate cargo item about a medial portion of the second elongate cargo item to align the second elongate cargo item substantially parallel with the lateral centerline C within the cargo compartment  14 ; and translating the first and second elongate cargo items  16  within the cylindrical portion  18  to align the first and second elongate cargo items  16  within the cargo compartment  14 . 
     In one example implementation, such loading of a single oversized cargo item  16  is shown in EXAMPLE 4 and  FIG.  10   , where the cargo item has a length l cargo  that will prevent the item from being loaded into the cargo compartment  14  without the auxiliary opening  52 . The auxiliary opening  52  is be arranged opposite from the side of the fuselage  12  that the cargo opening  36  is arranged. The location of the auxiliary opening  52  along the fuselage  12  is based on the angle of loading α. 
     The auxiliary opening  52  is arranged to cover an area where the leading edge of the wind turbine will intersect with the second side  26  of the elongate cylindrical portion  18  (or whichever side is the side opposite from the side of the elongate cylindrical portion  18  where the cargo opening  36  is arranged). Because of the nature of the geometry and loading angle α values, the auxiliary opening  52  is wide, while a height of the auxiliary opening  52  matches at least a height of standard oversized elongate cargo items  16 . To determine a location of the auxiliary opening  52 , when the cargo package is moved to the cargo compartment  14  and the leading end has passed through the cargo opening  36 , a farthest edge of the auxiliary opening  52  should be bigger than the wind turbine&#39;s leading edge. 
     Many modifications and other implementations of the inventions set forth herein will come to mind to one skilled in the art to which these disclosed implementations pertain having the benefit of the teachings presented in the foregoing descriptions and the associated drawings. Therefore, it is to be understood that implementations of the invention are not to be limited to the specific implementations disclosed and that modifications and other implementations are intended to be included within the scope of the invention. Moreover, although the foregoing descriptions and the associated drawings describe example implementations in the context of certain example combinations of elements and/or functions, it should be appreciated that different combinations of elements and/or functions may be provided by alternative implementations without departing from the scope of the disclosure. In this regard, for example, different combinations of elements and/or functions than those explicitly described above are also contemplated within the scope of the disclosure. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation. 
     It should be understood that although the terms first, second, etc. may be used herein to describe various steps or calculations, these steps or calculations should not be limited by these terms. These terms are only used to distinguish one operation or calculation from another. For example, a first calculation may be termed a second calculation, and, similarly, a second step may be termed a first step, without departing from the scope of this disclosure. As used herein, the term “and/or” and the “/” symbol includes any and all combinations of one or more of the associated listed items. 
     As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises”, “comprising”, “includes”, and/or “including”, when used herein, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. Therefore, the terminology used herein is for the purpose of describing particular implementations only and is not intended to be limiting.