Dual sliding passenger entry doors

Abstract

A double-translating, insert-type passenger entrance door. The present invention provides an aircraft door system comprising an aircraft door configured to translate from a closed position to an open position. The aircraft door system further comprises: a plurality of door pressure stops positioned along the length of the aircraft door; and a handle coupled to the aircraft door. Rotation of the handle causes a first translation of the aircraft door in an inward and forward direction. The aircraft door system further comprises a hinge system coupled to the aircraft door. An outward force applied to the aircraft door causes a second translation of the aircraft door in an outward and forward direction. The hinge system causes the aircraft door to translate such that the aircraft door remains parallel to the aircraft fuselage throughout the second translation until the aircraft door reaches the open position.

Description

Technical Field

[0001] The present disclosure relates generally to aircraft door systems and, more particularly, to an initially inward-opening pressurizable passenger entrance aircraft door system with dual translational hinge motion. Background Art

[0002] Many aircraft offer pressurizable doors that provide entry and / or exit (or emergency exit) for passengers entering and exiting the aircraft. When such pressurizable aircraft doors are closed, latched, and locked, after the aircraft has initiated takeoff and the environmental cabin system (ECS) has initiated pressurization, multiple door pressure stops must transfer the pressure loads reacted by the aircraft door to the adjacent aircraft fuselage structure surrounding the aircraft door. However, the aircraft door must be able to move past these door pressure stops in order to open.

[0003] The most common method for moving aircraft doors past these door pressure stops is to lift the door high enough to provide sufficient clearance between the door pressure stop and the corresponding fuselage pressure stop. To accomplish this lifting (traditionally mechanically actuated by the main door handle), such doors are equipped with a robust counterbalancing system to offset the weight of the door and the emergency escape equipment mounted on it. This counterbalancing system adds weight and complexity to the aircraft door system. Therefore, there is a need for an aircraft door system that enables the aircraft door to be moved past the fuselage pressure stops without lifting the door. Summary of the Invention

[0004] In one aspect, an aircraft door system is described. The aircraft door system includes: (a) an aircraft door configured to translate from a closed position to an open position, wherein the aircraft door is configured to be coupled to an aircraft fuselage; (b) a plurality of door pressure stops positioned along a length of the aircraft door, wherein the plurality of door pressure stops contact a corresponding plurality of fuselage pressure stops when the aircraft door is in the closed position; (c) a handle coupled to the aircraft door, wherein rotation of the handle causes a first translation of the aircraft door in an inward and forward direction such that the plurality of door pressure stops no longer contact the corresponding plurality of fuselage pressure stops; and (d) a hinge system coupled to the aircraft door, wherein an outward force applied to the aircraft door causes a second translation of the aircraft door in an outward and forward direction, and wherein the hinge system causes the aircraft door to translate such that the aircraft door remains parallel to the aircraft fuselage throughout the second translation until the aircraft door reaches the open position.

[0005] In another aspect, an aircraft is described. The aircraft includes: (a) a fuselage including a fuselage cutout; (b) an aircraft door coupled to the fuselage, wherein the aircraft door is configured to translate from a closed position, wherein the aircraft door covers the fuselage cutout, to an open position, wherein at least a portion of the aircraft door is forward of the fuselage cutout; (c) a plurality of door pressure stops positioned along a length of the aircraft door; (d) a plurality of fuselage pressure stops configured to contact the plurality of door pressure stops when the aircraft door is in the closed position; (e) a handle coupled to the aircraft door, wherein rotation of the handle causes a first translation of the aircraft door in an inward and forward direction such that the plurality of door pressure stops no longer contact the plurality of fuselage pressure stops; and (f) a hinge system coupled to the aircraft door, wherein an outward force applied to the aircraft door causes a second translation of the aircraft door in an outward and forward direction, wherein the hinge system causes the aircraft door to translate such that the aircraft door remains parallel to the fuselage throughout the second translation until the aircraft door reaches the open position.

[0006] In yet another aspect, a method for building an aircraft door system for an aircraft is described. The method includes: (a) coupling an aircraft door to a fuselage of an aircraft, wherein the fuselage includes a fuselage cutout and wherein the aircraft door is configured to translate from a closed position in which the aircraft door covers the fuselage cutout to an open position in which at least a portion of the aircraft door is forward of the fuselage cutout; (b) positioning a plurality of door pressure stops along a length of the aircraft door; (c) positioning the plurality of fuselage pressure stops to contact the plurality of door pressure stops when the aircraft door is in the closed position; (d) coupling a handle to the aircraft door, wherein rotation of the handle causes a first translation of the aircraft door in an inward and forward direction such that the plurality of door pressure stops no longer contact the plurality of fuselage pressure stops; and (e) coupling a hinge system to the aircraft door, wherein an outward force applied to the aircraft door causes a second translation of the aircraft door in an outward and forward direction, and wherein the hinge system causes the aircraft door to translate such that the aircraft door remains parallel to the fuselage throughout the second translation until the aircraft door reaches the open position.

[0007] The features, functions, and advantages that have been discussed can be achieved independently in various examples or may be combined in yet other examples further details of which can be seen with reference to the following description and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The novel features which are believed to be characteristic of the illustrative embodiments are set forth in the appended claims. However, the illustrative examples together with the preferred mode of use, further objects and description thereof will be best understood by reference to the following detailed description of illustrative examples of the disclosure when read in conjunction with the accompanying drawings.

[0009] Figure 1is a perspective view of an aircraft according to an example.

[0010] Figure 2 is a side view (seen from the outside) of an aircraft door system according to an example.

[0011] Figure 3A Shown is an example of an aircraft door in a closed position. Figure 2 Detailed view of the door pressure stop and corresponding fuselage pressure stop of an aircraft door system.

[0012] Figure 3B Shown is a diagram of an aircraft door translating to an open position according to an example. Figure 2 Detailed view of the door pressure stop and corresponding fuselage pressure stop of an aircraft door system.

[0013] Figure 4 According to the example along Figure 2 Detailed top cross-sectional view of an AA of an aircraft door system.

[0014] Figure 5A Shown according to the example Figure 2 An aircraft door system, wherein the aircraft door is in a closed position.

[0015] Figure 5B Shown according to the example Figure 2 An aircraft door system in which the aircraft door is unlatched but not yet opened.

[0016] Figure 5C Shown according to the example Figure 2 An aircraft door system, wherein the aircraft door transitions to an open position.

[0017] Figure 6 is a flowchart of an example method according to an example. DETAILED DESCRIPTION

[0018] The disclosed examples will now be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all, disclosed examples are shown. In fact, several different examples may be provided, and they should not be construed as limited to the examples set forth herein. Rather, these examples are provided so that this disclosure will be thorough and complete, and will fully convey the scope of this disclosure to those skilled in the art.

[0019] In the following description, numerous specific details are set forth to provide a thorough understanding of the disclosed concepts, which can be practiced without some or all of these detailed descriptions. In other instances, details of known devices and / or processes are omitted to avoid unnecessarily obscuring the present disclosure. Although some concepts will be described in conjunction with specific examples, it will be understood that these examples are not intended to be limiting.

[0020] exist Figure 6 In the figures, the blocks represent operations and / or parts thereof, and the lines connecting the various blocks do not imply any particular order or dependency of the operations or parts thereof. It will be understood that not all dependencies between the various disclosed operations must be presented. Figure 6 The accompanying disclosures describing the operations of the methods set forth herein should not be construed as necessarily determining the order in which the operations must be performed. On the contrary, although an illustrative sequence has been indicated, it should be understood that the order of the operations can be modified when appropriate. Therefore, certain operations can be performed in different orders or simultaneously. In addition, those skilled in the art will appreciate that it is not necessary to perform all of the operations described.

[0021] Unless otherwise indicated, the terms "first," "second," etc. are used herein merely as labels and are not intended to impose any sequential, positional, or hierarchical requirements on the items to which these terms refer. Furthermore, reference to an item, for example, "second," does not require or preclude the existence of an item, for example, "first," or lower-numbered, and / or an item, for example, "third," or higher-numbered.

[0022] Reference herein to "an example" means that one or more features, structures, or characteristics described in connection with the example are included in at least one embodiment. The phrase "an example" in various places in the specification may or may not refer to the same example.

[0023] As used herein, a system, device, equipment, structure, article, element, component, or hardware that is “configured to” perform a specified function is actually capable of performing the specified function without any change, and not merely has the potential to perform the specified function after further modification. In other words, a system, device, structure, article, element, component, or hardware that is “configured to” perform a specified function is specifically selected, created, implemented, utilized, programmed, and / or designed for the purpose of performing the specified function. As used herein, “configured to” means an existing characteristic of a system, device, structure, article, element, component, or hardware that enables the system, device, structure, article, element, component, or hardware to perform the specified function without further modification. For purposes of this disclosure, a system, device, structure, article, element, component, or hardware that is described as “configured to” perform a particular function may additionally or alternatively be described as “adapted to” and / or as “operable to” perform that function.

[0024] Unless specifically noted otherwise, elements depicted in the drawings are not necessarily drawn to scale.

[0025] The following provides illustrative, non-exhaustive examples of subject matter according to the present disclosure, which may or may not be claimed.

[0026] With reference to the accompanying drawings, Figure 1is a perspective view of aircraft 100 according to an example embodiment. According to the example embodiment, aircraft 100 includes a nose 102, wings 104A-104B, fuselage 106, and tail 108. Aircraft 100 includes a number of areas arranged for storing items during flight. In one example, fuselage 106 includes storage below the passenger cabin for luggage and other items or supplies. In another example, the passenger cabin in fuselage 106 includes overhead bins and under-seat areas for further storage. Figure 1 As further shown, the aircraft 100 includes an aircraft door 110 that provides entry and / or exit to a cabin 112 of the aircraft 100. Figure 1 As shown, the fuselage 106 includes a fuselage cutout 114, and the aircraft door 110 is configured to translate from a closed position to an open position (e.g., Figure 1 114 in the fuselage 106, and in the open position at least a portion of the aircraft door 110 is forward of the fuselage cutout 114, thereby enabling entry into and / or exit from the cabin 112 of the aircraft 100. In one particular example, when the aircraft door 110 is in the open position, the entire aircraft door 110 is forward of the fuselage cutout 114. Figure 1 As shown, aircraft 100 may further include a second aircraft door 116 and a third aircraft door 116 that are configured similarly to aircraft door 110. Additional numbers of aircraft doors are also possible.

[0027] Figure 2 An aircraft door system 120 according to an example is shown. The aircraft door system 120 described herein may be described above with respect to Figure 1 The aircraft 100 is used as described. Figure 2 As shown, the aircraft door system 120 includes an aircraft door 110 configured to translate from a closed position to an open position. The aircraft door 110 is configured to be coupled to the fuselage 106.

[0028] In one particular example, the aircraft door 110 may be a pressurizable passenger door, such as an insert-type aircraft door. Figure 2 As shown, the aircraft door system 120 further includes a plurality of door pressure stops 122 positioned along the length of the aircraft door 110. When the aircraft door 110 is in the closed position, the plurality of door pressure stops 122 contact a corresponding plurality of fuselage pressure stops 124. When the aircraft door 110 is fully closed, the plurality of door pressure stops 122 transfer the pressure loads reacted by the aircraft door 110 to the corresponding plurality of fuselage pressure stops 124. Figure 3A FIG. 1 shows an example of an aircraft door 110 in a closed position. Figure 2Detailed view of the door pressure stop 122 and corresponding pressure stop 124 of the aircraft door system 120. Figure 3A As shown, the fuselage pressure stop 124 includes an opening 126 sized to allow the door pressure stop 122 to move past the fuselage pressure stop 124 to transition the aircraft door 110 to the open position, as discussed in greater detail below.

[0029] like Figure 2 As shown, the aircraft door system 120 further includes a handle 128 coupled to the aircraft door 110. Rotation of the handle 128 causes a first translation of the aircraft door 110 in an inward direction (e.g., toward the cabin 112 of the aircraft 100) and a forward direction (e.g., toward the nose 102 of the aircraft 100) such that the plurality of door pressure stops 122 no longer contact the corresponding plurality of fuselage pressure stops 124. Figure 3B FIG. 1 shows an example of an aircraft door 110 in the process of translating to an open position in response to rotation of the handle 128. Figure 2 Detailed view of the door pressure stop 122 and the corresponding fuselage pressure stop 124 of the aircraft door system 120. In particular, as Figure 3B As shown, when the handle 128 is rotated, the door pressure stop 122 moves so that it aligns with the opening 126 in the fuselage pressure stop 124, thereby enabling subsequent movement of the aircraft door 110 in an outward direction (e.g., in a direction away from the cabin 112 of the aircraft 100) to move the door pressure stop 122 past the fuselage pressure stop 124 to fully transition the aircraft door 110 to the open position.

[0030] like Figure 2 As shown, aircraft door system 120 further includes a hinge system 130 coupled to aircraft door 110. After the first translation occurs and door pressure stop 122 disengages fuselage pressure stop 124, an outward force applied to aircraft door 110 (e.g., in a direction away from cabin 112 of aircraft 100) causes a second translation of aircraft door 110 in an outward direction (e.g., in a direction away from cabin 112 of aircraft 100) and a forward direction (in a direction toward nose 102 of aircraft 100). In use, hinge system 130 causes aircraft door 110 to translate such that aircraft door 110 remains parallel to fuselage 106 throughout the second translation until aircraft door 110 reaches an open position. Hinge system 130 can be positioned entirely within aircraft door 110, with handle 128 extending to the exterior of aircraft door 110 to receive input from a user.

[0031] When the aircraft door 110 is translated from the closed position to the open position, the height of the aircraft door 110 relative to the fuselage 106 does not change. Therefore, the above-described dual translation of the aircraft door 110 enables the plurality of door pressure stops 122 of the aircraft door 110 to move past the corresponding plurality of fuselage pressure stops 124 without requiring a heavy-duty counterbalancing system because the height of the aircraft door 110 remains constant throughout its movement.

[0032] Figure 4 Based on the example Figure 2 Detailed top cross-sectional view of aircraft door system 120 at aa. Figure 4 As shown, handle 128 is coupled to linkage system 134, which is coupled to roller crank 136. When handle 128 is rotated, the rotation of handle 128 is transferred to linkage system 134, which in turn causes roller crank 136 to initiate a first translation of aircraft door 110 in an inward direction (e.g., toward cabin 112 of aircraft 100) and a forward direction (e.g., toward nose 102 of aircraft 100) such that the plurality of door pressure stops 122 no longer contact the corresponding plurality of fuselage pressure stops 124.

[0033] like Figure 4As further shown, hinge system 130 may include a rear idler 138 having a first end 140 and a second end 142, with second end 142 of rear idler 138 coupled to aircraft door 110. Hinge system 130 may further include a front idler 144 having a first end 148 and a second end 146, with second end 146 of front idler 144 coupled to aircraft door 110. Hinge system 130 may further include a programming yoke 150 having a first end 152 and a second end 154. First end 152 of programming yoke 150 is coupled to first end 140 of rear idler 138, and second end 154 of programming yoke 150 is coupled to first end 148 of front idler 144. Hinge system 130 may further include a first pulley 156 coupled to programming yoke 150 between first end 152 and second end 154 of programming yoke 150. Hinge system 130 may further include a second pulley 158 configured to be coupled to fuselage 106. Hinge system 130 may further include a gooseneck hinge 160 having a first end 162 and a second end 164. First end 162 of gooseneck hinge 160 is coupled to first pulley 156, and second end 164 of gooseneck hinge 160 is coupled to second pulley 158. Additionally, second end 164 of gooseneck hinge 160 is coupled to fuselage 106. Hinge system 130 may further include a drive element 166 positioned about first pulley 156 and second pulley 158. Drive element 166 may include one of a belt, a chain, or a string. Each of rear idler 138 , front idler 144 , programming yoke 150 , first pulley 156 , second pulley 158 , gooseneck hinge 160 , and drive element 166 may be positioned inside aircraft door 110 such that only a portion of handle 128 extends outside of aircraft door 110 to receive rotational input from a user.

[0034] In one example, gooseneck hinge 160 is configured to rotate approximately 140 degrees as aircraft door 110 translates from a closed position to an open position. In another example, gooseneck hinge 160 further includes a plurality of pulleys 168 configured to contact drive element 166 between a first end 162 of gooseneck hinge 160 and a second end 164 of gooseneck hinge 160. The plurality of pulleys 168, in combination with first pulley 156 and second pulley 158, allow drive element 166 to freely move about gooseneck hinge 160, allowing programming yoke 150 to rotate at a 1:1 ratio relative to fuselage 106, thereby programming aircraft door 110 to translate to an open position while remaining parallel to fuselage 106. Specifically, second pulley 158 is captive to fuselage 106, thereby transmitting the 1:1 rotation to programming yoke 150. The aircraft door 110 moves parallel to the programming yoke 150 , which pivots about a first end 162 of a gooseneck hinge 160 .

[0035] In use, after rotating handle 128 to disengage the plurality of door pressure stops 122 from the corresponding plurality of fuselage pressure stops 124, a user can apply an outward force to aircraft door 110 via handle 128. As aircraft door 110 moves outward, it rotates about its coupling with fuselage 106. As described above, gooseneck hinge 160 is independently connected to fuselage 106, for example, via a single orbiting pin joint. Second pulley 158 is connected to gooseneck hinge 160 and is captive to fuselage 106. The four-bar linkage formed by aircraft door 110, rear idler 138, front idler 144, and programming yoke 150, in combination with first pulley 156, second pulley 158, and drive element 166, causes programming yoke 150 to rotate at a 1:1 ratio relative to fuselage 106, thereby maintaining aircraft door 110 parallel to fuselage 106 throughout the opening process.

[0036] As a result, the programming yoke 150 has a 1:1 relationship with the fuselage 106, which holds the second pulley 158 captive. The programming yoke 150 rotates relative to the gooseneck hinge 160. The drive element 166 takes any angular change made at the coupling between the gooseneck hinge 160 and the fuselage 106 and transmits it to the programming yoke 150. Thus, as the aircraft door 110 opens, the programming yoke 150 moves parallel to the fuselage 106. The aircraft door 110 is also maintained parallel by the four-bar linkage connecting the aircraft door 110 to the programming yoke 150.

[0037] Figures 5A-5C Shown in various stages of transition from closed position to open position Figure 2 The aircraft door system 120. In particular, Figure 5A Shown Figure 2 The aircraft door system 120 , wherein the aircraft door is in a closed position. Figure 5B Shown Figure 2 FIG10 is an aircraft door system 120 in which the aircraft door is unlatched but not yet opened. This arrangement occurs when a user rotates a handle 128 of the aircraft door 110. As discussed above, the rotation of the handle 128 initiates a first translation of the aircraft door 110 in an inward direction (e.g., toward the cabin 112 of the aircraft 110) and a forward direction (e.g., toward the nose 102 of the aircraft 100) such that the plurality of door pressure stops 122 no longer contact the corresponding plurality of fuselage pressure stops 124.

[0038] Figure 5C Shown Figure 2The aircraft door system 120 transitions to the open position. This occurs when a user applies an outward force to the aircraft door 110 (e.g., in a direction away from the cabin 112 of the aircraft 100). As described above, applying an outward force to the aircraft door 110 after the handle 128 has been rotated initiates a second translation of the aircraft door 110 in an outward direction (e.g., in a direction away from the cabin 112 of the aircraft 100) and a forward direction (in a direction toward the nose 102 of the aircraft 100). The hinge system 130 of the aircraft door system 120 causes the aircraft door 110 to translate such that the aircraft door 110 remains parallel to the fuselage 106 throughout the second translation until the aircraft door 110 reaches the open position.

[0039] Figure 6 is a block diagram of an example of a method for establishing an aircraft door system 120 for an aircraft 100. Figure 6 The method 200 shown in FIG. 1 presents an example of a method that can be used in conjunction with the method described above with respect to Figure 1-5C Any examples of the aircraft 100 and aircraft door system 120 discussed herein are used as examples. The method 200 includes one or more operations, functions, or actions as shown in one or more of blocks 202-210. Although the blocks are shown in a sequential order, the blocks may also be performed in parallel and / or in a different order than described herein. In addition, various blocks may be combined into fewer blocks, separated into additional blocks, and / or removed based on the desired implementation.

[0040] First, at block 202, the method 200 includes coupling an aircraft door 110 to a fuselage 106 of the aircraft 100. The fuselage 106 includes a fuselage cutout 114, and the aircraft door 110 is configured to translate from a closed position, in which the aircraft door 110 covers the fuselage cutout 114, to an open position in which at least a portion of the aircraft door 110 is forward of the fuselage cutout 114.

[0041] At block 204, the method 200 includes positioning the plurality of door pressure stops 122 along the length of the aircraft door 110. At block 206, the method 200 includes positioning the plurality of fuselage pressure stops 124 to contact the plurality of door pressure stops 122 when the aircraft door is in the closed position. As described above, when the aircraft 100 is pressurized, the interaction of the plurality of door pressure stops 122 and the plurality of fuselage pressure stops 124 transfers pressure loads from the aircraft door 110 to the fuselage 106.

[0042] At block 208 , method 200 includes coupling handle 128 to aircraft door 110 . As described above, rotation of handle 128 causes a first translation of aircraft door 110 in an inward and forward direction such that plurality of door pressure stops 122 no longer contact plurality of fuselage pressure stops 124 .

[0043] At block 210, method 200 includes coupling hinge system 130 to aircraft door 110. As described above, the outward force applied to aircraft door 110 causes a second translation of aircraft door 110 in an outward and forward direction. Furthermore, hinge system 130 causes aircraft door 110 to translate such that aircraft door 110 remains parallel to fuselage 106 throughout the second translation until aircraft door 110 reaches the open position.

[0044] It should be understood that the arrangements described herein are for illustrative purposes only. Thus, those skilled in the art will appreciate that other arrangements and other elements (e.g., machines, interfaces, functions, sequences, and functional groupings, etc.) may be used instead, and that some elements may be omitted entirely, depending on the desired results. Further, many of the elements described are functional entities that may be implemented as discrete or distributed components, or combined with other components in any suitable combination and positioning, or may be combined with other structural elements described as independent structures. Further, the present disclosure includes examples according to the following clauses:

[0045] Clause 1. An aircraft door system (120), comprising:

[0046] an aircraft door (110) configured to translate from a closed position to an open position, wherein the aircraft door (110) is configured to be coupled to an aircraft fuselage (106);

[0047] a plurality of door pressure stops (122) positioned along a length of the aircraft door (110), wherein the plurality of door pressure stops (122) contact a corresponding plurality of fuselage pressure stops (124) when the aircraft door (110) is in a closed position;

[0048] a handle (128) coupled to the aircraft door (110), wherein rotation of the handle (128) causes a first translation of the aircraft door (110) in an inward and forward direction such that the plurality of door pressure stops (122) no longer contact the corresponding plurality of fuselage stops (124); and

[0049] A hinge system (130) is coupled to an aircraft door (110), wherein an outward force applied to the aircraft door (110) causes a second translation of the aircraft door (110) in an outward and forward direction, wherein the hinge system (130) causes the aircraft door (110) to translate such that the aircraft door (110) remains parallel to the aircraft fuselage (106) throughout the second translation until the aircraft door (110) is in an open position.

[0050] Clause 2. The aircraft door system (120) of clause 1, wherein the hinge system (130) comprises:

[0051] a rear idler wheel (136) having a first end (140) and a second end (142), wherein the second end (142) of the rear idler wheel (136) is coupled to the aircraft door (110);

[0052] a front idler wheel (144) having a first end (146) and a second end (148), wherein the second end (148) of the front idler wheel (144) is coupled to the aircraft door (110);

[0053] a programming yoke (150) having a first end (152) and a second end (154), wherein the first end (152) of the programming yoke (150) is coupled to the first end (152) of the rear idler pulley (136), and wherein the second end (154) of the programming yoke (150) is coupled to the first end (146) of the front idler pulley (144);

[0054] a first pulley (156) coupled to the programming yoke (150) between a first end (152) of the programming yoke (150) and a second end (154) of the programming yoke (150);

[0055] a gooseneck hinge (160) having a first end (162) and a second end (164), wherein the first end (162) of the gooseneck hinge (160) is coupled to the first pulley (156);

[0056] a second pulley (158) configured to be coupled to the aircraft fuselage (106), wherein the second end (164) of the gooseneck hinge (160) is coupled to the second pulley (158); and

[0057] A drive element (166) is positioned about the first pulley (156) and the second pulley (158).

[0058] Clause 3. The aircraft door system (120) of clause 2, wherein the drive element (160) comprises one of a belt, a chain, or a chord.

[0059] Clause 4. The aircraft door system (120) of clause 2 or 3, wherein the gooseneck hinge (160) is configured to rotate approximately 140 degrees as the aircraft door (110) translates from the closed position to the open position.

[0060] Clause 5. The aircraft door system (120) of any one of clauses 2-4, wherein the gooseneck hinge (160) further comprises a plurality of pulleys (168) configured to contact the drive element (166) between a first end (162) of the gooseneck hinge (160) and a second end (164) of the gooseneck hinge (160).

[0061] Clause 6. The aircraft door system (120) of any of clauses 2-5, wherein each of the rear idler pulley (138), the front idler pulley (144), the programming yoke (150), the first pulley (156), the second pulley (158), the gooseneck hinge (160), and the drive element (166) are positioned inside the aircraft door (110), and wherein the handle (128) extends to the exterior of the aircraft door (110).

[0062] Clause 7. The aircraft door system (120) of any one of clauses 1-6, wherein the height of the aircraft (110) relative to the aircraft fuselage (106) does not change when translating the aircraft door (110) from the closed position to the open position.

[0063] Clause 8. The aircraft door system (120) of any one of clauses 1-7, wherein the aircraft door (110) covers a fuselage cutout (114) of the aircraft fuselage (106) when in the closed position, and wherein at least a portion of the aircraft door (110) is forward of the fuselage cutout (114) when in the open position.

[0064] Article 9. Aircraft (100), including:

[0065] a fuselage (106) including a fuselage cutout (114);

[0066] an aircraft door (110) coupled to the fuselage (106), wherein the aircraft door (110) is configured to translate from a closed position in which the aircraft door (110) covers the fuselage cutout (114) to an open position in which at least a portion of the aircraft door (110) is forward of the fuselage cutout (114);

[0067] a plurality of door pressure stops (122) positioned along the length of the aircraft door (110);

[0068] a plurality of fuselage stops (124) configured to contact the plurality of door pressure stops (122) when the aircraft door (110) is in a closed position;

[0069] a handle (128) coupled to the fuselage (106), wherein rotation of the handle (128) causes a first translation of the aircraft door (110) in an inward and forward direction such that the plurality of door pressure stops (122) no longer contact the plurality of fuselage stops (124); and

[0070] A hinge system (130) is coupled to an aircraft door (110), wherein an outward force applied to the aircraft door (110) causes a second translation of the aircraft door (110) in an outward and forward direction, and wherein the hinge system (130) causes the aircraft door (110) to translate such that the aircraft door (110) remains parallel to the fuselage (106) throughout the second translation until the aircraft door (110) reaches an open position.

[0071] Clause 10. The aircraft (100) of clause 9, wherein the hinge system (130) comprises:

[0072] a rear idler wheel (136) having a first end (140) and a second end (142), wherein the second end (142) of the rear idler wheel (136) is coupled to the aircraft door (110);

[0073] a front idler wheel (144) having a first end (146) and a second end (148), wherein the second end (148) of the front idler wheel (144) is coupled to the aircraft door (110);

[0074] a programming yoke (150) having a first end (152) and a second end (154), wherein the first end (152) of the programming yoke (150) is coupled to the first end (152) of the rear idler pulley (136), and wherein the second end (154) of the programming yoke (150) is coupled to the first end (146) of the front idler pulley (144);

[0075] a first pulley (156) coupled to the programming yoke (150) between a first end (152) of the programming yoke (150) and a second end (154) of the programming yoke (150);

[0076] a gooseneck hinge (160) having a first end (162) and a second end (164), wherein the first end (162) of the gooseneck hinge (160) is coupled to the first pulley (156);

[0077] a second pulley (158) configured to be coupled to the fuselage (106), wherein the second end (164) of the gooseneck hinge (160) is coupled to the second pulley (158); and

[0078] A drive element (166) is positioned about the first pulley (156) and the second pulley (158).

[0079] Clause 11. The aircraft (100) of clause 10, wherein the gooseneck hinge (160) is configured to rotate approximately 140 degrees as the aircraft door (110) translates from the closed position to the open position.

[0080] Clause 12. The aircraft of clause 10 or 11, wherein the gooseneck hinge (160) further comprises a plurality of pulleys (168) configured to contact the drive element (166) between the first end (162) of the gooseneck hinge (160) and the second end (164) of the gooseneck hinge (160).

[0081] Clause 13. The aircraft of any of clauses 9-12, wherein the height of the aircraft door (110) relative to the fuselage (106) does not change when the aircraft door (110) is translated from the closed position to the open position.

[0082] Clause 14. The aircraft of any of Clauses 9-13, wherein at least a portion of the aircraft door (110) is forward of the fuselage cutout (114) when the aircraft door (110) is in the open position.

[0083] Clause 15. A method (200) for establishing an aircraft door system (120) for an aircraft (100), the method (200) comprising:

[0084] coupling (202) an aircraft door (110) to a fuselage (106) of an aircraft (100), wherein the fuselage (106) includes a fuselage cutout (114), and wherein the aircraft door (110) is configured to translate from a closed position, in which the aircraft door (110) covers the fuselage cutout (114), to an open position, in which at least a portion of the aircraft door (110) is forward of the fuselage cutout (114);

[0085] positioning (204) a plurality of door pressure stops (122) along a length of an aircraft door (110);

[0086] positioning (206) a plurality of fuselage pressure stops (124) to contact a plurality of door pressure stops (122) when the aircraft door (110) is in a closed position;

[0087] coupling (208) the handle (128) to the aircraft door (110), wherein rotation of the handle (128) causes a first translation of the aircraft door (110) in an inward and forward direction such that the plurality of door pressure stops (122) no longer contact the plurality of fuselage pressure stops (124); and

[0088] A hinge system (130) is coupled (210) to the aircraft door (110), wherein an outward force applied to the aircraft door (110) causes a second translation of the aircraft door (110) in an outward and forward direction, wherein the hinge system (130) causes the aircraft door (110) to translate such that the aircraft door (110) remains parallel to the (106) throughout the second translation until the aircraft door (110) reaches an open position.

[0089] Clause 16. The method (200) of clause 15, wherein the hinge system (130) comprises:

[0090] a rear idler wheel (136) having a first end (140) and a second end (142), wherein the second end (142) of the rear idler wheel (136) is coupled to the aircraft door (110);

[0091] a front idler wheel (144) having a first end (146) and a second end (148), wherein the second end (148) of the front idler wheel (144) is coupled to the aircraft door (110);

[0092] a programming yoke (150) having a first end (152) and a second end (154), wherein the first end (152) of the programming yoke (150) is coupled to the first end (152) of the rear idler pulley (136), and wherein the second end (154) of the programming yoke (150) is coupled to the first end (146) of the front idler pulley (144);

[0093] a first pulley (156) coupled to the programming yoke (150) between a first end (152) of the programming yoke (150) and a second end (154) of the programming yoke (150);

[0094] a gooseneck hinge (160) having a first end (162) and a second end (164), wherein the first end (162) of the gooseneck hinge (160) is coupled to the first pulley (156);

[0095] a second pulley (158) configured to be coupled to the fuselage (106), wherein the second end (164) of the gooseneck hinge (160) is coupled to the second pulley (158); and

[0096] A drive element (166) is positioned about the first pulley (156) and the second pulley (158).

[0097] Clause 17. The method (200) of Clause 16, wherein the gooseneck hinge (160) is configured to rotate approximately 140 degrees as the aircraft door (110) translates from the closed position to the open position.

[0098] Clause 18. The method (200) of clause 16 or 17, wherein the gooseneck hinge (160) further comprises a plurality of pulleys (168) configured to contact the drive element (166) between the first end (162) of the gooseneck hinge and the second end (164) of the gooseneck hinge (160).

[0099] Clause 19. The method (200) of any one of Clauses 15-18, wherein a height of the aircraft door (110) relative to the fuselage (106) does not change when translating the aircraft door (110) from the closed position to the open position.

[0100] Clause 20. The method (200) of any one of Clauses 15-19, wherein at least a portion of the aircraft door (110) is forward of the fuselage cutout (114) when the aircraft door (1100) is in the open position.

[0101] The description of various advantageous arrangements has been presented for purposes of illustration and description and is not intended to be exhaustive or limited to the examples in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. Further, different advantageous examples may provide different advantages over other advantageous examples. The selected example or examples are selected and described in order to best explain the principles of the examples, their practical applications, and to enable others of ordinary skill in the art to understand the disclosure of various examples with various modifications suitable for the particular use contemplated.

Claims

1. An aircraft door system (120) comprising: An aircraft door (110) configured to translate from a closed position to an open position, wherein the aircraft door (110) is configured to be coupled to an aircraft fuselage (106); a plurality of door pressure stops (122) positioned along a length of the aircraft door, wherein the plurality of door pressure stops (122) contact a corresponding plurality of fuselage pressure stops (124) when the aircraft door (110) is in the closed position; a handle (128) coupled to the aircraft door (110), wherein rotation of the handle (128) causes a first translation of the aircraft door (110) in an inward and forward direction such that the plurality of door pressure stops (122) no longer contact the corresponding plurality of fuselage pressure stops (124); and A hinge system (130) coupled to the aircraft door (110), wherein an outward force applied to the aircraft door (110) causes a second translation of the aircraft door (110) in an outward and forward direction, and wherein the hinge system (130) causes the aircraft door (110) to translate such that the aircraft door (110) remains parallel to the aircraft fuselage (106) throughout the second translation until the aircraft door (110) is in the open position, wherein the hinge system (130) comprises: a rear idler wheel (138) having a first end (140) and a second end (142), wherein the second end (142) of the rear idler wheel (138) is coupled to the aircraft door (110); a front idler wheel (144) having a first end (146) and a second end (148), wherein the second end (148) of the front idler wheel (144) is coupled to the aircraft door (110); a programming yoke (150) having a first end (152) and a second end (154), wherein the first end (152) of the programming yoke (150) is coupled to the first end (140) of the rear idler pulley (138), and wherein the second end (154) of the programming yoke (150) is coupled to the first end (146) of the front idler pulley (144); and in, Each of the rear idler wheel (138), the front idler wheel (144), and the programming yoke (150) is positioned inside the aircraft door (110), and wherein the handle (128) extends outside the aircraft door (110).

2. The aircraft door system (120) of claim 1, wherein the hinge system (130) further comprises: a first pulley (156) coupled to the programming yoke (150) between the first end (152) of the programming yoke (150) and the second end (154) of the programming yoke (150); a gooseneck hinge (160) having a first end (162) and a second end (164), wherein the first end (162) of the gooseneck hinge (160) is coupled to the first pulley (156); a second pulley (158) configured to be coupled to the aircraft fuselage (106), wherein the second end (164) of the gooseneck hinge (160) is coupled to the second pulley (158); and A drive element (166) is positioned about the first pulley (156) and the second pulley (158).

3. The aircraft door system (120) of claim 2, wherein: The gooseneck hinge (160) further includes a plurality of pulleys (168) configured to contact the drive element (166) between the first end (162) of the gooseneck hinge (160) and the second end (164) of the gooseneck hinge (160).

4. The aircraft door system (120) according to claim 2 or 3, wherein: Each of the first pulley (156), the second pulley (158), the gooseneck hinge (160), and the drive element (166) is positioned inside the aircraft door (110).

5. The aircraft door system (120) according to claim 1 or 2, wherein: When the aircraft door (110) is translated from the closed position to the open position, the height of the aircraft door (110) relative to the aircraft fuselage (106) does not change.

6. The aircraft door system (120) according to claim 1 or 2, wherein: The aircraft door (110) covers a fuselage cutout (114) in the aircraft fuselage (106) when in a closed position, and wherein at least a portion of the aircraft door (110) is forward of the fuselage cutout (114) when in an open position.

7. An aircraft (100), comprising: a fuselage (106) including a fuselage cutout (114); an aircraft door (110) coupled to the fuselage (106), wherein the aircraft door (110) is configured to translate from a closed position in which the aircraft door (110) covers the fuselage cutout (114) to an open position in which at least a portion of the aircraft door (110) is forward of the fuselage cutout (114); a plurality of door pressure stops (122) positioned along the length of the aircraft door (110); a plurality of fuselage pressure stops (124) configured such that the plurality of fuselage pressure stops (124) contact the plurality of door pressure stops (122) when the aircraft door (110) is in the closed position; a handle (128) coupled to the aircraft door (110), wherein rotation of the handle (128) causes a first translation of the aircraft door (110) in an inward and forward direction such that the plurality of door pressure stops (122) no longer contact the plurality of fuselage pressure stops (124); and A hinge system (130) coupled to the aircraft door (110), wherein an outward force applied to the aircraft door (110) causes a second translation of the aircraft door (110) in an outward and forward direction, and wherein the hinge system (130) causes the aircraft door (110) to translate such that the aircraft door (110) remains parallel to the fuselage (106) throughout the second translation until the aircraft door (110) reaches the open position, wherein the hinge system (130) comprises: a rear idler wheel (138) having a first end (140) and a second end (142), wherein the second end (142) of the rear idler wheel (138) is coupled to the aircraft door (110); a front idler wheel (144) having a first end (146) and a second end (148), wherein the second end (148) of the front idler wheel (144) is coupled to the aircraft door (110); a programming yoke (150) having a first end (152) and a second end (154), wherein the first end (152) of the programming yoke (150) is coupled to the first end (140) of the rear idler pulley (138), and wherein the second end (154) of the programming yoke (150) is coupled to the first end (146) of the front idler pulley (144); and in, Each of the rear idler wheel (138), the front idler wheel (144), and the programming yoke (150) is positioned inside the aircraft door (110), and wherein the handle (128) extends outside the aircraft door (110).

8. The aircraft (100) according to claim 7, wherein: The hinge system (130) further comprises: a first pulley (156) coupled to the programming yoke (150) between the first end (152) of the programming yoke (150) and the second end (154) of the programming yoke (150); a gooseneck hinge (160) having a first end (162) and a second end (164), wherein the first end (162) of the gooseneck hinge (160) is coupled to the first pulley (156); a second pulley (158) configured to be coupled to the fuselage (106), wherein the second end (164) of the gooseneck hinge (160) is coupled to the second pulley (158); and A drive element (166) is positioned about the first pulley (156) and the second pulley (158).

9. The aircraft (100) according to claim 8, wherein: The gooseneck hinge (160) is configured to rotate approximately 140 degrees as the aircraft door (110) translates from the closed position to the open position.

10. A method (200) for establishing an aircraft door system (120) of an aircraft (100), the method (200) comprising: coupling (202) an aircraft door (110) to a fuselage (106) of the aircraft (100), wherein the fuselage (106) includes a fuselage cutout (114), and wherein the aircraft door (110) is configured to translate from a closed position, in which the aircraft door (110) covers the fuselage cutout (114), to an open position, in which at least a portion of the aircraft door (110) is forward of the fuselage cutout (114); positioning (204) a plurality of door pressure stops (122) along a length of the aircraft door (110); positioning (206) a plurality of fuselage pressure stops (124) in contact with the plurality of door pressure stops (122) when the aircraft door (110) is in the closed position; coupling (208) a handle (128) to the aircraft door (110), wherein rotation of the handle (128) causes a first translation of the aircraft door (110) in an inward and forward direction such that the plurality of door pressure stops (122) no longer contact the plurality of fuselage pressure stops (124); as well as A hinge system (130) is coupled (210) to the aircraft door (110), wherein an outward force applied to the aircraft door (110) causes a second translation of the aircraft door (110) in an outward and forward direction, and wherein the hinge system (130) causes the aircraft door (110) to translate such that the aircraft door (110) remains parallel to the (106) throughout the second translation until the aircraft door (110) reaches the open position, wherein the hinge system (130) comprises: a rear idler wheel (138) having a first end (140) and a second end (142), wherein the second end (142) of the rear idler wheel (138) is coupled to the aircraft door (110); a front idler wheel (144) having a first end (146) and a second end (148), wherein the second end (148) of the front idler wheel (144) is coupled to the aircraft door (110); a programming yoke (150) having a first end (152) and a second end (154), wherein the first end (152) of the programming yoke (150) is coupled to the first end (140) of the rear idler pulley (138), and wherein the second end (154) of the programming yoke (150) is coupled to the first end (146) of the front idler pulley (144); and wherein each of the rear idler wheel (138), the front idler wheel (144), and the programming yoke (150) are positioned inside the aircraft door (110), and wherein the handle (128) extends outside the aircraft door (110).

11. The method (200) according to claim 10, wherein: The hinge system (130) further comprises: a first pulley (156) coupled to the programming yoke (150) between the first end (152) of the programming yoke (150) and the second end (154) of the programming yoke (150); a gooseneck hinge (160) having a first end (162) and a second end (164), wherein the first end (162) of the gooseneck hinge (160) is coupled to the first pulley (156); a second pulley (158) configured to be coupled to the fuselage (106), wherein the second end (164) of the gooseneck hinge (160) is coupled to the second pulley (158); and A drive element (166) is positioned about the first pulley (156) and the second pulley (158).

12. The method (200) of claim 11, wherein: The gooseneck hinge (160) is configured to rotate approximately 140 degrees as the aircraft door (110) translates from the closed position to the open position.

13. The method (200) of claim 11, wherein: The gooseneck hinge (160) further includes a plurality of pulleys (168) configured to contact the drive element (166) between the first end (162) of the gooseneck hinge (160) and the second end (164) of the gooseneck hinge (160).

14. The method (200) according to claim 10 or 11, wherein: The height of the aircraft door (110) relative to the fuselage (106) does not change when the aircraft door (110) is translated from the closed position to the open position, and wherein at least a portion of the aircraft door (110) is forward of the fuselage cutout (114) when the aircraft door (110) is in the open position.

Images