Wing emergency exit door system

Abstract

A system and method for an aircraft wing emergency exit door are provided. The wing emergency exit door system includes a door, a handle connected to an inner surface of the door, a guide rail connected to the aircraft body, a roller, a first crank connected to the roller and associated with the handle, a first shaft system attached to the first crank, a latch system connected to the first shaft system, and a locking system associated with the latch system. The latch system includes a rotating stop, a second crank associated with the rotating stop, and a second shaft system connected to the second crank and the rotating stop. Together, these components control the operation of the wing emergency exit door between an open position and a closed position.

Description

Technical Field

[0001] The present disclosure relates generally to aircraft door structures and more particularly to wing emergency exit door systems in aircraft. Background Art

[0002] Passenger aircraft are equipped with over-wing emergency exit doors that allow passengers to exit in an emergency. Typically, passengers seated in the emergency exit row are tasked with pulling a handle or lever on the door to unlock and unlatch it, allowing it to be pushed outward to the open position. Manually unlocking the door requires passengers to lift or slide the door before it can be opened. In time-critical emergencies, the complex movement of the over-wing emergency exit door may take longer than expected or cause confusion among passengers.

[0003] In addition to the door itself, a wing emergency exit door system may have many mechanical components and / or assemblies. These assemblies are used to properly lock and latch the door to comply with the Federal Aviation Administration (FAA) airworthiness requirements for doors installed in transport category aircraft. However, these assemblies add weight and complexity to the airframe. The heavier the door, the more difficult it may be for a passenger to operate it in an emergency.

[0004] Changes in the Federal Aviation Administration's regulations regarding over-wing emergency exit doors require new door system configurations. Previous door designs cannot be used on newly manufactured aircraft. Therefore, a method and apparatus are needed that takes into account at least some of the issues discussed above, as well as other possible issues. Summary of the Invention

[0005] An illustrative embodiment of the present disclosure provides a door system for an aircraft, the door system comprising a door, a piano-type hinge connecting the door to the aircraft's body, a guide rail connected to the aircraft's body, a roller, a first crank connected to the roller, a first shaft system attached to the first crank, a latch system connected to the first shaft system, and a locking system. The first crank is configured to move the roller along the guide rail. The first shaft system is configured to rotate the first crank and the roller. The latch system comprises a rotary stop, a second crank associated with the rotary stop, and a second shaft system connected to the second crank and the rotary stop. The second crank is configured to rotate the rotary stop from a latched position to an unlatched position. The locking system is associated with the rotary stop and configured to secure the rotary stop in the latched position.

[0006] Another illustrative embodiment of the present disclosure provides a method for operating an aircraft wing emergency exit door. A handle attached to the inside surface of the door is pulled to initiate movement of a first crank connected to a roller. The first crank moves the roller along a guide rail. A second crank associated with the first crank rotates a rotary stop in the latch system about an axis from a latched position to an unlatched position. The door swings outward in a simple arc, either manually or automatically, to an open position using a piano-style hinge connecting the door to the aircraft's main body.

[0007] Another illustrative embodiment of the present disclosure provides an aircraft having a wing emergency exit door system, the wing emergency exit door system including a door frame, a door, a handle connected to an inner surface of the door, a guide rail connected to the body of the aircraft, a roller, a first crank connected to the roller and associated with the handle, a first shaft system attached to the first crank, a latch system connected to the first shaft system, and a locking system associated with the latch system. The latch system includes a rotary stop, a second crank associated with the rotary stop, and a second shaft system connected to the second crank and the rotary stop. Together, these components control the operation of the wing emergency exit door between an open and closed position. 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 embodiments, together with the preferred mode of use, further objects and features thereof, will be best understood by reference to the following detailed description of illustrative embodiments of the disclosure when read in conjunction with the accompanying drawings, in which:

[0009] Figure 1 is a schematic diagram of a portion of an aircraft according to an illustrative embodiment;

[0010] Figure 2 is a schematic diagram of a block diagram of an aircraft according to an illustrative embodiment;

[0011] Figure 3 is a schematic diagram of a perspective view of a wing emergency exit door system according to an illustrative embodiment;

[0012] Figure 4 is another schematic diagram of a perspective view of a wing emergency exit door system according to an illustrative embodiment;

[0013] Figure 5 is a schematic diagram of a portion of a wing emergency exit door system according to an illustrative embodiment;

[0014] Figure 6 is a schematic diagram of a rotational stop and a stop assembly according to an illustrative embodiment;

[0015] Figure 7is a schematic diagram of a wing emergency exit door system in an open position according to an illustrative embodiment;

[0016] Figure 8 is a schematic illustration of a flow chart of a process for operating a wing emergency exit door in accordance with an illustrative embodiment;

[0017] Figure 9 is a schematic diagram of a block diagram of an aircraft manufacturing and service method according to an illustrative embodiment; and

[0018] Figure 10 is a schematic illustration of a block diagram of an aircraft in which an illustrative embodiment may be implemented. DETAILED DESCRIPTION

[0019] The illustrative embodiments recognize and take into account one or more different considerations. For example, the illustrative embodiments recognize and take into account that wing emergency exit door designs must be designed with passenger safety as the primary concern. Federal Aviation Administration regulations provide airworthiness standards for fuselage exit doors and seek to prevent these doors from accidentally opening during flight. These guidelines provide multiple layers of protection against malfunctions, failures, and human error. Therefore, updated Federal Aviation Administration regulations require both a latching system and a locking system, as well as a device to restrict the system from being driven backwards from the latch. Previously used wing emergency exit door designs still exist in many currently operating aircraft and may not meet the new requirements. Therefore, new aircraft will require a more robust door system design.

[0020] The illustrative embodiments also recognize and take into account that some currently used wing emergency exit door systems are more complex for passengers to operate than they might expect. For example, in an emergency, the exit door may need to be manipulated by lifting or sliding the door before it can be pushed out of the aircraft. This movement can be confusing and difficult, especially with heavy door assemblies. Furthermore, door assemblies with multiple stops and connections to the aircraft body may hinder passenger exit. Furthermore, some current designs may cause the door to overextend along its opening path, potentially causing a collision between the door and the aircraft body.

[0021] The illustrative embodiments further recognize and take into account that sealing mechanisms for wing emergency exit doors may require segments of sealing material and a larger-than-preferred gap between the door and the door frame. These gaps and segmented seals may not seal as well as a continuous sheet of sealing material.

[0022] Therefore, the disclosed embodiments provide a system and method for operating a wing emergency exit door that utilizes a rotating interface rather than a sliding interface and reduces the weight and complexity of the assembly. The wing emergency exit door system includes a door frame, a door, a handle connected to the inside surface of the door, a guide rail connected to the body of the aircraft, a roller, a first crank connected to the roller and associated with the handle, a first shaft system attached to the first crank, a latch system connected to the first shaft system, and a locking system associated with the latch system. The latch system includes a rotary stop, a second crank associated with the rotary stop, and a second shaft system connected to the second crank and the rotary stop. Together, these components control the operation of the wing emergency exit door between an open position and a closed position.

[0023] Referring now to the drawings and in particular to Figure 1 , a schematic diagram of a portion of an aircraft is depicted in accordance with an illustrative embodiment. Figure 1 A portion of an aircraft 100 is depicted having a body 102 and wings 104. In this illustrative example, body 102 is the fuselage. Above wings 104 are wing emergency exit doors 106. Wing emergency exit doors 106 are part of a wing emergency exit door system 108. Similar positioned wing emergency exit doors are present on the opposite side of body 102 (not shown in this view). Opening of wing emergency exit doors 106 can be initiated automatically or by an operator using various components in wing emergency exit door system 108.

[0024] Now go to Figure 2 , a schematic diagram of a block diagram of an aircraft is depicted in accordance with an illustrative embodiment. Aircraft 100 is a platform upon which door system 200 may be implemented. Figure 1 The wing emergency exit door system 108 in FIG. 1 may be a physical implementation of the door system 200 shown in block form in this figure.

[0025] In this illustrative example, door system 200 in body 102 of aircraft 100 includes door 202, hinge 204, guide rail 206, roller 208, first crank 210, first shaft system 212, latch system 214, locking system 216, handle 218, and continuous sealing material 220. Door 202 is received by door frame 222. Door 202 is a structural barrier between the interior of aircraft 100 and the environment surrounding aircraft 100, located above wing 104, and includes any windows, hatches, access doors, covers, or structural components added to door 202 itself to offset loads during operation of aircraft 100.

[0026] Door 202 moves between an open position 224 and a closed position 226 using door system 200. Open position 224 is a position in which door 202 is oriented outside of aircraft 100 to allow passengers to exit. Closed position 226 is a position in which door 202 is oriented within door frame 222.

[0027] Door 202 is connected to body 102 of aircraft 100 using hinge 204. Hinge 204 may take the form of any structural mechanism having components configured to join body 102 of aircraft 100 with door 202 such that door 202 swings between an open position 224 and a closed position 226.

[0028] In this illustrative example, hinge 204 takes the form of piano hinge 228. Piano hinge 228 connects door 202 to body 102 of aircraft 100. The use of piano hinge 228 allows door 202 to swing outward / inward between open position 224 and closed position 226 in a simple arcuate motion 229. No additional rotation or translation of door 202 itself is necessary.

[0029] As depicted, the guide rail 206 is connected to the body 102 of the aircraft 100. Specifically, the guide rail 206 is secured to the frame 230 of the body 102 of the aircraft 100. The guide rail 206 includes a set of structural components that are configured to receive the roller 208 and guide the roller 208 during operation of the door 202 in a desired manner.

[0030] The roller 208 is a component configured to roll along the guide rail 206. When the door 202 is opened, the roller 208 moves in one direction along the guide rail 206. When the door 202 is closed, the roller 208 moves in the opposite direction along the guide rail 206.

[0031] In this illustrative example, first crank 210 is a structural component attached to roller 208 and first shaft system 212. First crank 210 is configured to move roller 208 along rail 206. First shaft system 212 includes an elongated tube configured to rotate first crank 210 and roller 208.

[0032] First axis system 212 is also connected in some manner to handle 218. For example, without limitation, first axis system 212 may be connected to handle 218 via structure 232. Structure 232 moves when a passenger pulls handle 218. In this illustrative example, structure 232 takes the form of a pull rod 234. In this illustrative example, pull rod 234 initiates rotation of first axis system 212.

[0033] As shown, handle 218 is a lever-operated device connected to an interior surface 236 of door 202. Handle 218 is configured so that a passenger can reach and pull handle 218 to initiate movement of first shaft system 212 and first crank 210. In other illustrative examples, handle 218 may include one or more buttons or other automatic devices that trigger opening of door 202. In other words, in some illustrative embodiments, manual operation of handle 218 may not be necessary.

[0034] As shown, the first shaft system 212 is associated with a first torsion spring 238 and a lost motion assembly 240. The first torsion spring 238 is a mechanism surrounding the shaft that helps maintain the door system 200 in its closed position. The first torsion spring 238 prevents the door 202 from opening unexpectedly. For example, the first torsion spring 238 can prevent the first shaft system 212 from rotating backward in an undesirable manner. The first torsion spring 238 forces the door 202 to remain in the closed position 226, thereby providing a level of redundancy.

[0035] In this illustrative example, lost motion assembly 240 is a set of structural components that function as a timing system. Lost motion assembly 240 allows first shaft system 212 to move while latch system 214 remains stationary. Lost motion assembly 240 is configured to delay rotation of rotation stop 242 until roller 208 reaches indentation 244 in guide rail 206.

[0036] An indentation 244 is located in an outer side surface 246 of the guide rail 206. The indentation 244 can take a variety of forms. For example, and without limitation, the indentation 244 can take the form of a groove, a channel, a depression, a portion having a wavy or sinusoidal shape, or some other type of indentation. The location of the indentation 244 along the guide rail 206 is selected so that movement of the door system 200 dwells to allow the rotational stop 242 in the latch system 214 to move from the latched position 248 to the unlatched position 250. When the rotational stop 242 reaches the unlatched position 250, the roller 208 moves out of the indentation 244.

[0037] In this illustrative example, latch system 214 includes a rotational stop 242, a second crank 252, a housing 254, and a second shaft system 256. Latch system 214 is connected to first shaft system 212 via a structure 258. In this illustrative example, structure 258 may take the form of a pull rod 260 and connects first shaft system 212 to second crank 252 in latch system 214. The components within latch system 214 are movable mechanical elements that, when engaged, prevent door 202 from opening.

[0038] Rotational check 242 is a component that engages with a stop fitting 262. Stop fitting 262 is secured to frame 230 in body 102 of aircraft 100. Stop fitting 262 is configured to engage rotational check 242 when rotational check 242 is in latched position 248. Stop fitting 262 may include a stop pin 264. Stop pin 264 is perpendicular or orthogonal to the pressure load. The engagement of stop pin 264 with rotational check 242 provides a structural load path for internal pressure between door 202 and body 102.

[0039] As shown, the second crank 252 is associated with the rotational stop 242. The second crank 252 is a structural component configured to rotate the rotational stop 242 about the axis 266 from the latched position 248 to the unlatched position 250, so that the door 202 can be opened freely. The rotational stop 242 reaches the unlatched position 250 when the roller 208 clears the guide rail 206.

[0040] The second shaft system 256 is an elongated tube connected to the second crank 252 and the rotation stop 242. The second shaft system 256 and the second crank 252 rotate simultaneously. The second shaft system 256 is located within the housing 254 and can be associated with a second torsion spring 268. The second torsion spring 268 is a mechanism around the shaft that helps maintain the door system 200 in its closed state, thereby preventing the door 202 from opening unintentionally.

[0041] In this illustrative example, locking system 216 includes mechanical elements that prevent latch system 214 from being undesirably disengaged. Locking system 216 is configured to secure rotation check 242 in latched position 248 when door 202 is in closed position 226. Locking system 216 includes a first locking tab 270 and a second locking tab 272.

[0042] As depicted, a first locking tab 270 is associated with the stop fitting 262. The first locking tab 270 is configured to prevent the rotational stop 242 from rotating in an opening direction 274 when the rotational stop 242 is engaged with the stop fitting 262. A second locking tab 272 is associated with the housing 254 of the second shaft system 256. The second locking tab 272 is configured to prevent the second crank 252 from rotating in a closing direction 276 when the rotational stop 242 is engaged with the stop fitting 262. The rotational stop 242 moves from the latched position 248 to the unlatched position 250 in the opening direction 274. The first locking tab 270 and the second locking tab 272 prevent excessive stop travel.

[0043] In this illustrative example, door frame 222 receives door 202 when door 202 is in closed position 226. Continuous sealing material 220 surrounds perimeter 278 of door 202. Continuous sealing material 220 may include various types of materials. For example, without limitation, continuous sealing material 220 may include rubber, silicone, fiberglass reinforcement, and other suitable types of materials. Continuous sealing material 220 is configured to seal door 202 when door 202 is received by door frame 222.

[0044] In some illustrative examples, a single continuous piece of sealing material 220 is used such that there are no gaps between sections of sealing material. The elimination of gaps between sections of material allows for a more robust seal between door 202 and door frame 222, thereby limiting leakage.

[0045] Although the illustrative embodiment is described with reference to aircraft 100, door system 200 may also be applicable to other types of platforms. For example, and without limitation, door system 200 may be implemented in a mobile platform, a fixed platform, a land-based structure, a water-based structure, or a space-based structure. More specifically, the platform may be a surface ship, a tank, a personnel carrier, a train, a spacecraft, a space station, a satellite, a submarine, a vehicle, a power plant, a bridge, a dam, a house, a manufacturing facility, a building, or some other suitable platform.

[0046] Similarly, while door system 200 has been described with reference to doors 202 that allow passengers to enter and exit, in other illustrative examples, doors 202 in door system 200 may take other forms. For example, without limitation, door 202 may be a hatch, an access door, a hatch, a cover, or other suitable type of entry point to the exterior of aircraft 100 that requires a similar mechanism to operate effectively and / or comply with FAA certification requirements.

[0047] By way of the illustrative embodiment, the door system 200 provides a locking and latching mechanism that complies with the Code of Federal Regulations (CFR) Part 25, Title 14, Section 25.783 and other applicable sections. The illustrative embodiment provides weight and complexity advantages over currently used systems. Further, the single-stop configuration of the illustrative embodiment allows for more space for passenger egress in an emergency.

[0048] The sliding interface is eliminated in favor of a rotating interface, making the system simpler and eliminating the need for passengers to pull up or translate the door in any way to initiate movement. Door 202 is retained in a free-floating manner within door frame 222 using door system 200, with continuous sealing material 220 acting as a cork. If the body 102 of aircraft 100 deforms, door 202 with door system 200 remains substantially unresponsive to the deformation loads. Furthermore, the illustrative embodiments contemplate a door system that can be retrofitted on currently operating aircraft while meeting recent Federal Aviation Administration guidelines regarding the safety of fuselage doors and hatches.

[0049] The illustrative embodiments also contemplate a door system that provides a locking system that is directly connected to and part of the door latch. The door 202 automatically locks when the rotation stop 242 rests on the stop pin 264.

[0050] Next reference Figure 3 , a schematic diagram depicting a perspective view of a wing emergency exit door system according to an illustrative embodiment. The components described herein are Figure 2 An example of a physical implementation of the door system 200 is shown in block form in FIG.

[0051] In this view, inboard surface 300 of wing emergency exit door system 108 is shown without body 102 of aircraft 100. Handle 218 is connected to pull rod 234 via structure 302 and connector 303. When a passenger pulls handle 218, structure 302 rotates, thereby pulling pull rod 234 upward. Pull rod 234 is connected to torque tube 305 in first shaft system 212 via connector 304. In these illustrative examples, connector 303 and connector 304 may be referred to as mating cranks.

[0052] When the pull rod 234 moves in response to pulling the handle 218, the torque tube 305 rotates, thereby moving the first crank 210 and the roller 208. The roller 208 begins to move along the guide rail 206 in the direction of the arrow 306. These components may be collectively referred to as a "position crank assembly" or similar terminology. Their combined operation pulls the wing emergency exit door 106 slightly inboard.

[0053] As shown, lost motion assembly 240 delays movement of the system. Lost motion assembly 240 includes lost motion slider 308 and lost motion crank 310. After wing emergency exit door 106 has been pulled inward by roller 208, lost motion crank 310 engages torque tube 305. The engagement between lost motion crank 310 and torque tube 305 is achieved through physical contact between mating parts.

[0054] Also visible in this view is the first torsion spring 238. Portion 312 of the wing emergency exit door system 108 is at Figure 5 Shown in more detail in .

[0055] Now turn Figure 4 , a schematic diagram depicting a perspective view of a wing emergency exit door system is depicted in accordance with an illustrative embodiment. Figure 3 This view of the wing emergency exit door system 108 is shown in the direction of sight line 4-4 in FIG.

[0056] In this depicted example, a pull rod 260 connects a lost motion crank 310 to the second crank 252. Rotation of the lost motion crank 310 triggers rotation of the second crank 252.

[0057] The second crank 252 is connected to the rotation stop 242. The second shaft system 256 is held by the housing 254. A second locking tab 272 is associated with the housing 254. The second locking tab 272 can be connected to the housing 254 or manufactured as part of the housing 254. The second locking tab 272 prevents the second crank 252 from rotating past the position shown in this view.

[0058] Continuous sealing material 220 surrounds wing emergency exit door 106. In this illustrative example, continuous sealing material 220 comprises a continuous sheet of rubber.

[0059] exist Figure 5 In FIG, a schematic diagram of a portion of a wing emergency exit door system is depicted according to an illustrative embodiment. In this view, the Figure 3 Portions 312 of the wing emergency exit door system 108. These components are shown in the closed position.

[0060] Second torsion spring 268 surrounds torque tube 500 within housing 254. Rotational stop 242 includes a latching feature 502 and a locking feature 504. Rotational stop 242, with latching feature 502 and locking feature 504, resembles a claw shape in this illustrative example. Other configurations of rotational stop 242 may be utilized, and the illustration of rotational stop 242 in these figures is not meant to limit the design or configuration of the rotary joint in wing emergency exit door system 108.

[0061] The latch feature 502 disengages when the lost motion crank 310 on the torque tube 305 couples the movement of the torque tube 500 connected to the rotational stop 242. At this point, the wing emergency exit door 106 has been pulled inboard, thereby disengaging the locking system 216 and allowing the rotational stop 242 to rotate.

[0062] As shown, the check fitting 262 is connected to a structural member (not shown in this view) of the body 102 of the aircraft 100. The check fitting 262 is shown engaged with the latch feature 502 when the rotation check 242 is in the closed position. Section 508 shows these components in more detail.

[0063] In this illustrative example, roller 208 controls the inboard position of wing emergency exit door 106. In this view, wing emergency exit door 106 is in its fully closed, latched, and locked state. Roller 208 rolls along outboard surface 246 of rail 206. The initial movement of roller 208 along rail 206 brings wing emergency exit door 106 inboard. After this, lost motion crank 310 engages. Roller 208 reaches parking area 506. Parking area 506 is Figure 2 An example of an indentation 244 is shown in box form in FIG.

[0064] The roller 208 travels within the rest area 506 to allow the rotational stop 242 to fully rotate to its unlatched (open) position. This rotation is approximately 90 degrees. Of course, the wing emergency exit door system 108 can be designed in various ways and the rotational stop 242 can be rotated fewer or more degrees to unlatch, unlock, or both.

[0065] Figure 6 is a schematic diagram of a rotation check and a check assembly depicted in accordance with an illustrative embodiment. In this illustrative example, portion 508 depicts latch feature 502 of rotation check 242 engaged with stop pin 264 in check assembly 262.

[0066] When the rotational stop 242 with the latch feature 502 is unable to rotate, the wing emergency exit door 106 is locked. The locking feature 504 is a built-in finger on the rotational stop 242. The locking feature 504 engages the first locking tab 270 associated with the stop fitting 262. This interaction between the components prevents the rotational stop 242 from rotating in the opening direction, thereby locking the system when the door is fully closed and latched. When the wing emergency exit door 106 is pulled inward by the door position crank (i.e., the first crank 210, the first shaft system 212, and the lost motion crank 310), the locking feature 504 disengages. When the system is in operation, the rotational stop 242 rotates about the axis 266 in the direction of arrow 600 (approximately 90 degrees) to unlatch and unlock.

[0067] exist Figure 7, a schematic diagram of a wing emergency exit door system in an open position is depicted according to an illustrative embodiment. In this illustrative example, rotational stop 242 has been fully rotated about axis 266 in the direction of arrow 600. Locking feature 504 has cleared locking tab 270, allowing wing emergency exit door 106 to fly past first locking tab 270 and reach its open state.

[0068] With the rotary stop 242 rotated to its unlatched position, the shape of the guide rail 206 holds the roller 208 in that position while the wing emergency exit door 106 swings outward. Once the rotary stop 242 clears the stop fitting 262, the roller 208 clears the guide rail 206. The first torsion spring 238 and the second torsion spring 268 return the door to its closed position. In other words, the wing emergency exit door 106 remains outside the aircraft 100 while the rotary stop 242 returns to its closed position.

[0069] In order to close the wing emergency exit door 106, the handle 218 will need to be maintained in the fully open state while the wing emergency exit door 106 is manually operated in the opposite direction. Once the roller 208 has contacted the inner surface of the guide rail 206, the handle 218 can be released. Thereafter, the wing emergency exit door 106 must be maintained in the closed position 226 until the handle 218 has been reset. After the wing emergency exit door 106 has been secured in the closed position 226 and the handle 218 has been reset (i.e., also returned to the closed position), the operator can release the wing emergency exit door 106. If the wing emergency exit door 106 is to be operated by an automated system or computer program, the same process will occur.

[0070] Figure 1 and Figures 3 to 7 The different components shown in Figure 2 The combination of components in Figure 2 In addition, Figure 1 and Figures 3 to 7 Some of the components can be Figure 2 1 and 2. The components shown in block form in FIG. 3 are illustrative examples of how they may be implemented as physical structures.

[0071] Apart from Figure 1 and Figures 3 to 7 Other configurations of the door system 200 may be implemented beyond those shown in FIG. 1 . The configurations described herein are not intended to limit the placement, orientation, type, or configuration of any component in the door system 200.

[0072] See next Figure 8 , a flowchart of a process for operating an aircraft wing emergency exit door is depicted in accordance with an illustrative embodiment. Figure 8 The method described in can be used to use Figure 2 The door system 200 in the embodiment is used to open and close the door 202.

[0073] The process begins by pulling a handle connected to the inside surface of the door to initiate movement of the first crank (operation 800). Next, a roller connected to the first crank moves along a guide rail (operation 802). As the roller moves along the guide rail, a rotary check in the latch system rotates about an axis from a latched position to an unlatched position (operation 804). Once the rotary check is in the unlatched position, the door swings outward in a simple arc to an open position (operation 806), with the process terminating thereafter. This movement is facilitated by a piano-style hinge connecting the door to the aircraft's main body.

[0074] Except for operation 800, the process is reversed to close the door 202. The door system 200 is designed so that the reference Figure 2 The components described are mechanically rotated, stopped, or otherwise moved at desired intervals to provide optimal timing for the opening / closing of the door 202 .

[0075] Illustrative embodiments of the present disclosure may be found in Figure 9 Aircraft manufacturing and service method 900 is shown and Figure 10 The following is further described in the context of the illustrated aircraft 1000. Figure 9 , a schematic diagram of a block diagram of an aircraft manufacturing and service method is depicted in accordance with an illustrative embodiment. During pre-production, aircraft manufacturing and service method 900 may include: Figure 10 Specification and design 902 of aircraft 1000 and material procurement 904.

[0076] During production, Figure 10 Components and subassemblies of the aircraft 1000 are manufactured 906 and system integrated 908. Thereafter, in order to be put into service 912, Figure 10 The aircraft 1000 in FIG. 1 may undergo certification and delivery 910. When in use 912 by a customer, Figure 10 Aircraft 1000 is scheduled for routine maintenance and service 914, which may include modification, rebuilding, refurbishment, and other maintenance, service, or inspection.

[0077] During component and subassembly manufacturing 906, the wing emergency exit door system 108 may be installed on the aircraft. Additionally, as a retrofit, rebuild, or refurbishment Figure 10 As part of aircraft 1000 , during routine maintenance and service 914 , the wing emergency exit door system may be removed and wing emergency exit door system 108 may be retrofitted onto aircraft 1000 .

[0078] Each process of aircraft manufacturing and service method 900 may be performed or carried out by a system integrator, a third party, an operator, or some combination thereof. In these examples, the operator may be the customer. For the purposes of this description, a system integrator may include, but is not limited to, any number of aircraft manufacturers and primary system subcontractors; a third party may include, without limitation, any number of vendors, subcontractors, and suppliers; and an operator may include, for example, an airline, a leasing company, a military enterprise, a service organization, or the like.

[0079] Now refer to Figure 10 , depicts a schematic diagram of a block diagram of an aircraft in which illustrative embodiments may be implemented. In this example, aircraft 1000 is Figure 9 10. Aircraft manufacturing and service method 900 is provided and may include airframe 1002 having a plurality of systems 1004 and interior 1006. Examples of systems 1004 include one or more of propulsion system 1008, electrical system 1010, hydraulic system 1012, and environmental system 1014. Any number of other systems may be included. Although an aerospace example is shown, different illustrative embodiments may be applied to other industries, such as the automotive industry.

[0080] The apparatus and methods embodied herein may be used in Figure 9 In one illustrative example, the method of claim 900 is used during at least one of the stages of aircraft manufacturing and service method 900. Figure 9 The components or subassemblies produced in component and subassembly manufacturing 906 may be manufactured in a manner similar to that used in aircraft 1000. Figure 9 As another example, one or more apparatus embodiments, method embodiments, or a combination thereof may be utilized during a production phase, such as Figure 9 Component and subassembly manufacturing 906 and system integration 908. When the aircraft 1000 is in service 912, during maintenance and service 914, including inspection, Figure 9 One or more apparatus embodiments, method embodiments, or a combination thereof may be utilized in, or both. Utilization of a plurality of different illustrative embodiments may substantially expedite assembly of aircraft 1000, reduce the cost of aircraft 1000, or both.

[0081] In some alternative implementations of the illustrative embodiments, one or more functions noted in the blocks may occur out of the order noted in the figures. For example, in some cases, two blocks shown in succession may be executed substantially simultaneously, or the blocks may sometimes be executed in the reverse order, depending on the functionality involved. Furthermore, in a flow chart or block diagram, additional blocks may be added in addition to the blocks shown.

[0082] The description of the various illustrative embodiments has been presented for purposes of illustration and description and is not intended to be exhaustive or limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art. Furthermore, the various illustrative embodiments may provide different features than other desired embodiments. The selected embodiment or embodiments were chosen and described to best explain the principles of the embodiments, their practical application, and to enable those skilled in the art to understand the disclosure of the various embodiments with various modifications as may be appropriate for the particular use contemplated.

Claims

1. A door system for an aircraft, comprising: Door; a piano hinge configured to connect the door to a body of the aircraft; a rail configured to be connected to the body of the aircraft; Roller; a first crank connected to the roller and configured to move the roller along the guide rail; a first shaft system attached to the first crank and configured to rotate the first crank and the roller; a latch system coupled to the first shaft system, the latch system comprising: a rotational stop; a second crank associated with the rotational stop and configured to rotate the rotational stop from a latched position to an unlatched position; and a second shaft system coupled to the second crank and the rotational stop; a locking system configured to secure the rotation check in the latched position; and A stop fitting is connected to the main body of the aircraft and is configured to engage the rotary check when the rotary check is in the latched position.

2. The door system according to claim 1, wherein: The locking system comprises: a first locking tab associated with the stop fitting and configured to prevent the rotational check from rotating in an opening direction when the rotational check is engaged with the stop fitting; and A second locking tab is associated with the housing of the second shaft system and is configured to prevent the second crank from rotating in a closing direction when the rotational stop is engaged with the stop fitting.

3. The door system according to claim 2, further comprising: A handle is connected to an inside surface of the door, wherein pulling the handle initiates movement of the first crank.

4. The door system according to claim 3, further comprising: A pull rod connects the first shaft system to the second crank.

5. The door system according to claim 1, further comprising: A continuous sealing material surrounds a perimeter of the door and is configured to seal the door when the door is received by a door frame.

6. The door system according to claim 1, wherein: When the roller passes over the guide rail, the rotation stop reaches the unlatched position.

7. The door system of claim 1 , further comprising: An indentation is provided in an outside surface of the guide rail, wherein the indentation is configured to stop movement of the door system to allow the rotation check to move to the unlatched position.

8. The door system according to claim 7, wherein: The first axis system includes: A lost motion assembly is configured to delay rotation of the rotary stop until the roller reaches the indentation.

9. The door system of claim 1 , further comprising: a first torsion spring associated with the first shaft system; as well as A second torsion spring is associated with the second shaft system.

10. A method for operating a wing emergency exit door, the method comprising: Use the first crank to move the roller along the guide rail; rotating a rotational check in the latch system about an axis from a latched position to an unlatched position using a second crank, wherein the second crank is associated with the first crank; as well as The doors are swung outward to the open position in a simple arc motion using piano-style hinges that connect them to the body of the aircraft. The method further comprises: Using the first crank to move the roller in the guide rail in the opposite direction; rotating the rotary check member about the axis from the unlatched position to the latched position using the second crank; and The rotation stop is engaged with a stop fitting connected to the body of the aircraft.

11. The method according to claim 10, further comprising: A handle connected to the inside surface of the door is pulled to initiate movement of the first crank.

12. The method according to claim 11, further comprising: When the door is in the closed position, a locking system having a first locking tab associated with a stop fitting is engaged.

13. The method according to claim 11, further comprising: A lost motion assembly is used to delay rotation of the rotary stop until the roller reaches an indentation in the outside surface of the rail.

14. An aircraft comprising a wing emergency exit door system, the wing emergency exit door system comprising: Door; a piano hinge configured to connect the door to a body of the aircraft; a guide rail connected to a body of the aircraft; Roller; a first crank connected to the roller and configured to move the roller along the rail; a first shaft system attached to the first crank and configured to rotate the first crank and the roller; a latch system connected to the first shaft system, the latch system comprising: a rotational stop; a second crank associated with the rotational stop and configured to rotate the rotational stop from a latched position to an unlatched position; and a second shaft system connected to the second crank and the rotational stop; a stop fitting connected to the main body of the aircraft and configured to engage the rotary check when the rotary check is in the latched position; and A locking system is configured to secure the rotational check in the latched position.

15. The aircraft according to claim 14, wherein: The wing emergency exit door system further comprises: A continuous sealing material surrounds a perimeter of the door.

16. The aircraft of claim 14, wherein: The locking system comprises: a first locking tab associated with the stop fitting; and A second locking tab is associated with the housing of the second shaft system.

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