Aircraft door equipped with a position adjustment system and method for installing such a door.

Abstract

The invention relates to an aircraft door mounted in a fuselage with reference coordinates X, Y, Z, comprising a frame, a door leaf, and a support arm for installing and adjusting the door leaf's position relative to the fuselage by means of a pair of fasteners. Each fastener (10, 40) has a pivot (16, 46) rotating about a common axis parallel to the Z axis, a base (13, 43) fixed to the frame (3), and a carriage (14, 44) movable on this base (13, 43). The base (13, 43) and the carriage (14, 44) of each fastener (10, 40) form two adjustment links for translational adjustment along directions parallel to the X and Y axes. These directions define adjustment axes (11, 12; 41, 42) intersecting in a plane parallel to the XY plane. Figure from the summary: [Fig. 3]

Description

Title of the invention: Aircraft door equipped with a position adjustment system and method of installing such a door. Technical field

[0001] The invention relates to an aircraft door, integrating a positioning adjustment system in its attachment system, as well as a method of installing said door.

[0002] In the field of aircraft door attachment, a constant problem is to obtain an external surface of the fuselage that is as continuous as possible, a precise adjustment of the positioning of the door is therefore carried out in the closed position in order to adjust it relative to the skin of the fuselage.

[0003] Conventionally, aircraft doors consist essentially of a frame, an opening leaf and a support arm connecting the frame to the opening leaf. The frame designates the fixed part of the door, forming the frame of the opening leaf and carrying the system for attaching the opening leaf via the arm. In addition, the opening leaf is movable and notably comprises a wall which seals the frame in a sealed manner in the closed position. And the support arm, articulated on the opening leaf and on the frame, makes it possible to obtain a door opening or closing between a fully open position in which the opening leaf is clear of the frame, and a door closing position in which the opening leaf seals the frame.

[0004] In the door closing position, the external wall of the door opening must be able to follow the alignment of the skin of the fuselage for reasons of aerodynamic performance: during installation, such an adjustment of the door is sought. This adjustment is made by precise adjustment systems following the different orthogonal axes of the direct reference X, Y, Z of the aircraft 1 (the X axis being the longitudinal axis, traditionally oriented towards the rear of the aircraft, the Y axis the transverse axis and the Z axis being the vertical axis, in accordance with the detailed description below). For each axis, translational and / or rotational adjustments are conventionally implemented during the installation of the door. STATE OF THE ART

[0005] The adjustment means for aircraft doors of the prior art generally consist of fixings between the main components of the door - frame, opening and door arm - which allow three types of adjustments: a translation in both directions of the direction defined by the X axis of the aircraft, a rotation around an axis parallel to the X axis of the aircraft and a rotation around an axis parallel to the Y axis of the aircraft.

[0006] These adjustments are conventionally carried out by adding or removing shims or using grooved shims, and therefore do not allow precise and continuous adjustment during installation. In addition, these three types of adjustments are located in two separate areas: the door arm / opening connection area, and the door arm / frame connection area. These manipulations require a significant intervention time and the presence of several operators is recommended. This intervention is in fact carried out on different areas of the door and, since the adjustment is carried out according to an iterative process, each adjustment influences the other adjustments.

[0007] Fasteners allowing faster and more precise adjustment of the door setting have been developed in order to address the limitations of general adjustment means, concerning the number of zones and the precision of the settings. However, these fasteners generate a significant bulk and require installation on a frame of extended structure, which limits their possibility of adaptation in aircraft cabins. In addition, for doors located near the cockpit of the aircraft, the greater curvature of the fuselage requires one of the fasteners to be offset towards the interior of the cabin in order to keep the fasteners aligned vertically. Statement of the invention

[0008] The invention aims to improve aircraft doors of the prior art with regard to their adjustment capabilities during their installation using a compact adjustment system, easily integrated and providing precise adjustment relative to the skin of the fuselage. In particular in the case of significant curvature of the fuselage, a small size of the fixings is sought in order to minimize the offsets between these fixings and the door frame.

[0009] To do this, the invention provides for integrating translational and rotational adjustments at the interface between the door arm and the frame by means of a single pair of fasteners, each fastener allowing independent translational adjustments in X and Y in the same plane. Such an assembly then forms a compact system so as to facilitate its installation on the fuselage structures. In addition, the fasteners are arranged so that, when the adjustments are made on the two fasteners in the same direction and according to the same amplitude in X, respectively in Y, this results in a simple overall translational movement of the opening in X, respectively in Y. And when the adjustments in X, respectively in Y, are made on the two fasteners in opposite directions and according to the same amplitude, a simple overall rotational movement is obtained, the axis of rotation being parallel to the Y axis, respectively to the X axis, and passing through the midpoint between the fasteners.Any other set of settings produces an overall motion that is decomposed into the combination of a simple translation and a simple rotation. These translation and rotation settings can be . combined successively and iteratively in order to bring the door into the desired position.

[0010] To this end, the present invention relates to an aircraft door mounted in a fuselage with reference X, Y, Z and comprising a frame forming a frame secured to the fuselage, an opening and a support arm. This support arm connects the opening to the frame by a hooking system which allows the opening of the door to be installed and adjusted in position relative to the fuselage. This hooking system is composed of a pair of fasteners each comprising a pivot for rotation around a common axis parallel to the Z axis. Each fastener also comprises two main parts: a fixed support - hereinafter referred to as a base - positioned on the frame, and a fitting - hereinafter referred to as a carriage - movable on this base along the Y axis.The base and the carriage of each attachment form two adjustment links, each of these links being in continuous translation in directions parallel to the X and Y axes of the aircraft, these directions forming intersecting adjustment axes in a plane parallel to the XY plane for each of the attachments. The X adjustments of the door opening, respectively the Y adjustments, are carried out in simple translation when they are carried out on the attachments in the same direction and according to the same amplitude in X, respectively in Y, and / or are carried out in simple rotation about an axis parallel to the Y axis of the aircraft, respectively an axis parallel to the X axis of the aircraft, when they are carried out in opposite directions and according to the same amplitude in X, respectively in Y.

[0011] Such a configuration positions all of the X and Y adjustment adjustment links in a reduced area, which allows the attachment system to be mounted on a standard frame structure without significantly increasing the height of the frames to accommodate the fasteners in the door frame. Another advantage of this attachment system is the ease of access to the adjustments due to their proximity and the resulting time saving.

[0012] In a preferred embodiment, the carriage of each attachment comprises a frame composed of two cylindrical bodies forming a “T” having: - a solid cylinder determining a vertical bar of the “T” oriented in a direction parallel to the Y axis of the aircraft, and which achieves, in collaboration with the base, the adjustment connection for the adjustment of the opening in translation along this Y axis, and - a hollow cylinder determining a horizontal bar of the “T” oriented in a direction parallel to the X axis of the aircraft, and which creates, in collaboration with the pin of the door arm, the adjustment connection for adjusting the opening in translation along this X axis.

[0013] Each of these adjustments results in an adjustment that is both rapid, precise and continuous, unlike the solutions of the prior art, in particular the solutions which use wedges.

[0014] According to advantageous embodiments, the adjustment axes are oriented as follows: - in the direction of the X axis of the aircraft, the adjustment axes of the fasteners are oriented in the same direction and are located outside the door frame; - in the direction of the Y axis of the aircraft, the adjustment axes are oriented in opposite directions, the axis of an upper attachment being oriented towards the inside of the cabin and that of a lower attachment towards the outside of the cabin, the so-called upper attachment having a position located above the so-called lower attachment according to their Z coordinates; and - each fastener also has a rotation locking mechanism around the Y axis arranged between the carriage and the base, in particular in the form of a guide slide connection oriented in the direction of the Y axis. Advantageously, the slide connection has an oblong section with rectilinear and parallel longitudinal sides, the slide connection passing through bores formed in extensions of the carriage and the base.

[0015] It should be noted that, since the adjustments are made by translations, the rotational adjustment around the Y axis of the opening is not prevented by this locking mechanism.

[0016] In a preferred embodiment, the adjustment connections are made by screw-nut connections in which, for adjustment in the X axis of the aircraft, the screw is constituted by a threaded sleeve and the nut is formed by the hollow cylinder belonging to the chassis of the carriage, and for adjustment in the Y axis of the aircraft, the screw is constituted by a threaded sleeve and the nut is formed by the threaded ring fixed integrally to the base.

[0017] The screw-nut connections transform a rotational movement into translation by means of the threads and tappings according to the adjustment axes. Advantageously, for reasons of mechanical strength, each screw-nut connection is only present over a limited length.

[0018] The invention also relates to an aircraft comprising at least one door equipped with a door attachment system as defined above.

[0019] The invention also relates to a method for installing an aircraft door equipped with a hooking system as defined above and comprising the following phases: a first installation phase consisting generally of: - assemble the door arm to the opening, - assemble each attachment of the hanging system to the frame and the door arm, - position the opening in the closing configuration in the frame; and a phase of adjustment of the door setting in the closed position in order to po- position the opening in alignment with the fuselage, and with the aim of adjusting it in the frame by sealing the fuselage in a watertight manner, according to at least one of the following steps, taken separately or in combination: - to carry out a translation of the door in the direction of the aircraft X axis: move, at the level of the upper and lower attachments, the threaded adjustment sleeves oriented in the aircraft X direction by an identical amplitude and in the same direction; - to carry out a translation of the door in the direction of the aircraft Y axis: move, at the level of the upper and lower attachments, the threaded adjustment sleeves oriented in the aircraft Y direction by an identical amplitude and in the same direction; - to rotate the door around an axis parallel to the direction of the aircraft X axis: move, at the upper and lower attachments, the threaded adjustment sleeves oriented in the aircraft Y direction by an identical amplitude and in opposite directions, and - to rotate the door around an axis parallel to the direction of the aircraft Y axis: move, at the upper and lower attachments, the threaded adjustment sleeves oriented in the aircraft X direction by an identical amplitude and in opposite directions. PRESENTATION OF THE FIGURES

[0020] Other data, characteristics and advantages of the present invention will appear on reading the non-limited description which follows, with reference to the appended figures which represent, respectively:

[0021] - [Fig.l], a perspective view of an airplane including its traditional reference point aircraft reference axes X, Y and Z;

[0022] - [Fig.2], a front view of an aircraft door comprising a frame, an opening and a connecting door arm;

[0023] - [Fig.3], a partial perspective view of the door according to [Fig.2], with upper and lower attachments according to an exemplary embodiment;

[0024] - [Fig.4a], [Fig.4b] and [Fig.5], sectional views respectively according to the XZ, YZ and XY planes of the lower attachment;

[0025] - [Fig.6a], [Fig.6b] and [Fig.7], sectional views respectively according to the XZ, YZ and XY planes of the upper attachment, and

[0026] - [Fig.8], a partial perspective view of the door according to [Fig.2] with the posi operation of a tool for carrying out the adjustment of the door according to the invention. DETAILED DESCRIPTION

[0027] In this text, the qualifiers “upper” and “lower” of elements of a aircraft refer to the relative positions of these elements when the aircraft is located on the ground.

[0028] With reference to the overall view of [Fig.l], an aircraft 1 is represented in perspective as well as its different axes according to an orthogonal reference frame XYZ: the X axis corresponds to the longitudinal axis of the aircraft, traditionally oriented from the front to the rear of the aircraft; the Z axis is the vertical axis oriented towards the top of the aircraft and the Y axis is the transverse axis, oriented in such a way that the reference frame formed by the X, Y and Z axes is a direct reference frame.

[0029] A view of the entire door 2 is shown in [Fig.2] in which the frame 3 constitutes a door frame secured to the fuselage of the aircraft (not shown). This frame 3 is composed of a portion of the front 6 and rear 7 vertical frames, as well as two crosspieces, an upper crosspiece 8 and a lower crosspiece 9. In aeronautics, frames are annular-type structural parts which give the fuselage its shape. The opening 4 is formed by a movable door which, in the closed position, closes the frame and, in the open position, opens the passage. The door arm 5 connects the frame to the opening. According to the invention, the arm 5 is in particular connected to the frame 3 by means of two fasteners, a so-called upper fastener 40 arranged above a so-called lower fastener 10.

[0030] [Fig. 3] shows more precisely the upper 40 and lower 10 attachments connecting the door arm 5 to the frame 3. These two attachments 10, 40 are fixed, in this exemplary embodiment, to the front vertical frame 6. Each of the attachments, 10 and 40, respectively defines an adjustment in both directions (double arrows 11, 41) parallel to the X axis and an adjustment in both directions (double arrows 12, 42) parallel to the Y axis.

[0031] [Fig. 3] also shows the orientation of the adjustment connections: along the X axis, the threaded adjustment sleeves 19, 49 of the two attachments 10, 40 are arranged from the same side relative to the vertical frame 6, and are therefore oriented in the same direction. In the context of this exemplary embodiment, the threaded adjustment sleeves 20, 50 of the attachments 10, 40 along the Y axis are arranged and oriented in opposite directions: the adjustment of the upper attachment 40 along the Y axis is carried out towards the inside of the INT cabin of the aircraft and that of the lower attachment 10 is carried out towards the outside of the EXT cabin. In another embodiment, and to the extent that the structure of the frame 3 (see [Fig.2]) is sufficiently extended, the adjustment of the lower attachment 10 along the Y axis can be carried out towards the inside of the cabin INT.

[0032] [Fig.4a] and [Fig.4b] illustrate partial sectional views of the lower attachment 10 respectively along the XZ plane and the YZ plane. This lower attachment 10 comprises two main parts, connected by the screw-nut connection C1 and by the slide connection D1 along the Y axis via the guide axis 23, namely: a base 13 hooked to the front vertical frame 6 and a carriage 14.

[0033] The guide axis 23 is secured in a bore 13A cut out in an extension of the base 13 and arranged in a bore 14A cut out in an upper extension of the carriage 14. Under these conditions this sliding connection DI is located, in this exemplary embodiment, above and parallel to the screw-nut connection C1 allowing translational adjustment in both directions (double arrow 12) along the Y axis of the lower attachment 10 (see [Fig.4b]), as detailed below.

[0034] This guide axis 23 secured to the base 13 by means of the complementary-shaped bore 13A present in said base has an oblong-shaped portion having 2 symmetrically opposite vertical flats which serve as translational guide surfaces for the carriage 14 by means of the complementary oblong-section bore 14A present in said carriage 14. Thus, said sliding connection DI blocks the rotation of the carriage 14 around the Y axis.

[0035] The sectional view of [Fig.4a] shows in particular a door arm pin 15 providing the connection between the door arm 5 and the lower attachment 10. At one of its ends 24 there is a pivot connection 16 allowing the rotation of the door arm 5 around an axis substantially parallel to the Z axis.

[0036] At the other end 25 of this door arm pin 15 is the screw-nut connection B1 for implementing the precise adjustment along the X axis by means of a threaded sleeve 19 in which the door arm pin 15 is embedded. A washer 26 and a tightening nut 27 hold the door arm pin 15 in the threaded sleeve 19 which itself is held by the screw-nut connection B1 in the carriage 14 of the lower attachment 10. A locknut 18 blocks the desired translational adjustment position along the X axis of the lower attachment 10.

[0037] The sectional view of [Fig.4b] illustrates the connections between the base 13 and the carriage 14 and in particular the screw-nut connection C1 allowing the precise adjustment to be implemented along the Y axis. In the base 13 is embedded and immobilized a threaded ring 22, and the carriage 14 is itself embedded in a threaded sleeve 20: the threaded ring 22 represents the nut and the threaded sleeve 20 the screw of the screw-nut connection C1. A washer 28 and a tightening nut 29 hold the carriage 14 in the threaded sleeve 20. The screw-nut connection C1 holds the threaded sleeve 20 in the threaded ring 22 embedded and immobilized in the base 13 of the lower attachment 10. A locknut 21 blocks the desired translational adjustment position along the Y axis of the lower attachment 10.

[0038] In the partial sectional view of [Fig.5], the lower attachment 10 is shown along the XY plane, the frame 6 of the door frame as well as constituent parts of the lower attachment 10: the base 13 and the carriage 14.

[0039] The carriage 14 has in its lower part a chassis forming a “T” composed of two cylindrical bodies, the one constituting the horizontal bar of the “T” being hollow, partially tapped and aligned with the X axis, and the one constituting the vertical bar of the “T” being solid and aligned with the Y axis.

[0040] The door arm pin 15 and its threaded sleeve 19 are inserted into this horizontal bar of the “T” of the carriage frame 14. Thus, the adjustment adjusted in translation along the X axis (double arrow 11) of the lower attachment 10 is located in the horizontal bar of the “T” and corresponds to the screw-nut connection B1, in which the threaded sleeve 19 corresponds to the screw and the partially tapped hollow cylinder of the carriage frame 14 corresponds to the nut.

[0041] The vertical bar of the “T” of the chassis of the carriage 14 is inserted into the threaded sleeve 20 in screw-nut connection C1 with the threaded ring 22 firmly embedded in the base 13. This screw-nut connection C1 locates the adjustment adjusted in translation along the Y axis (double arrow 12) of the lower attachment 10 in the vertical bar of the “T”.

[0042] Figures 6a and 6b illustrate partial sectional views of the upper attachment 40 respectively along the XZ plane and the YZ plane. This upper attachment 40 comprises two main parts, connected by the screw-nut connection C2 and by the slide connection D2 along the Y axis via the guide axis 53, namely: a base 43 attached to the front vertical frame 6 and a carriage 44.

[0043] The guide axis 53 is secured in a bore 43A cut out in an extension of the base 43 and arranged in a bore 44A cut out in an upper extension of the carriage 44. Under these conditions this sliding connection D2 is located, in this exemplary embodiment, above and parallel to the screw-nut connection C2, allowing translational adjustment in both directions (double arrow 42) along the Y axis of the upper attachment 40 (see [Fig.6b]), as detailed below.

[0044] This guide axis 53, like the guide axis 23, secured to the base 43 by means of the complementary-shaped bore 43A present in said base, has an oblong-shaped portion having 2 symmetrically opposite vertical flats which serve as translational guide surfaces for the carriage 44 by means of the complementary oblong-section bore 44A present in said carriage 44. Thus, said sliding connection D2 blocks the rotation of the carriage 44 around the Y axis.

[0045] The sectional view of [Fig.6a] shows in particular a door arm pin 45 providing the connection between the door arm 5 and the upper attachment 40. At one of its ends 54 there is a pivot connection 46 allowing the rotation of the door arm 5 around an axis substantially parallel to the Z axis.

[0046] At the other end 55 of this door arm pin 45 is the screw-nut connection B2 for implementing the precise adjustment along the X axis by means of a threaded sleeve 49 in which the door arm pin 45 is embedded. A washer 56 and a clamping nut 57 hold the door arm pin 45 in the threaded sleeve 49 which itself is held by the screw-nut connection B2 in the carriage 44 of the upper attachment 40. A locknut 48 blocks the desired translational adjustment position along the X axis of the upper attachment 40.

[0047] The sectional view of [Fig.6b] illustrates the connections between the base 43 and the carriage 44 and in particular the screw-nut connection C2 allowing the precise adjustment to be implemented along the Y axis. In the base 43 is embedded and immobilized a threaded ring 52, and the carriage 44 is itself embedded in a threaded sleeve 50: the threaded ring 52 represents the nut and the threaded sleeve 50 the screw of the screw-nut connection C2. A washer 58 and a tightening nut 59 hold the carriage 44 in the threaded sleeve 50. The screw-nut connection C2 holds the threaded sleeve 50 in the threaded ring 52 embedded and immobilized in the base 43 of the upper attachment 40. A locknut 51 blocks the desired translational adjustment position along the Y axis of the upper attachment 40.

[0048] In the partial sectional view of [Fig.7], the upper attachment 40 is shown along the XY plane, the frame 6 of the door frame as well as constituent parts of the upper attachment 40: the base 43 and the carriage 44.

[0049] The carriage 44 has in its lower part a chassis forming a “T” composed of two cylindrical bodies, the one constituting the horizontal bar of the “T” being hollow, partially tapped and aligned with the X axis, and the one constituting the vertical bar of the “T” being solid and aligned with the Y axis.

[0050] The door arm pin 45 and its threaded sleeve 49 are inserted into this horizontal bar of the “T” of the carriage frame 44. Thus, the translationally adjusted adjustment along the X axis (double arrow 41) of the upper attachment 40 is located in the horizontal bar of the “T” and corresponds to the screw-nut connection B2, in which the threaded sleeve 49 corresponds to the screw and the partially tapped hollow cylinder of the carriage frame 44 corresponds to the nut.

[0051] The vertical bar of the “T” of the chassis of the carriage 44 is inserted into the threaded sleeve 50 in screw-nut connection C2 with the threaded ring 52 firmly embedded in the base 43. This screw-nut connection C2 locates the adjustment adjusted in translation along the Y axis (double arrow 42) of the upper attachment 40 in the vertical bar of the “T”.

[0052] [Fig.8] shows the positioning of the tools 60 in order to act on the screw-nut systems and to carry out adjustments during installation of the door. Only the tools of the lower attachment 10 are shown.

[0053] During these adjustment operations, a first key 60A, 60C holds the lock nut 21, 18 in the unlocked position. The carriage 14, respectively the door arm pin 15, is pressed axially against a flat bearing face 20A of the threaded sleeve 20, respectively 19A of the threaded sleeve 19, under the effect of the axial force generated by the tightening torque applied to the clamping nut 29, respectively the clamping nut 27.

[0054] The threaded sleeve 20, respectively the threaded sleeve 19, is compressed between the carriage 14, respectively the door arm pin 15, and the support washer 28, respectively the support washer 26, which has the effect of braking until its rotation necessary to carry out the adjustment is blocked.

[0055] Thus, prior to the continuation of the adjustment operations, the clamping nut 29, respectively the clamping nut 27, is loosened until the compressive stress exerted on the threaded sleeve 20, respectively the threaded sleeve 19, is released, that is to say until the appearance of a clearance, at the level of one of the flat ends of the threaded sleeve 20, respectively the threaded sleeve 19, serving as a bearing face either for the bearing washer 28, respectively the bearing washer 26, or for the carriage 14 respectively the door arm pin 15.

[0056] Then the second key 60B, 60D applies a torque to the threaded sleeve 20, 19 acting as a screw.

[0057] Similarly for the upper attachment 40, a first key holds the locknut 51, 48 in the unlocked position while a second key applies torque to the threaded sleeve 50, 49 acting as a screw.

[0058] The rotation of the screw through the thread transforms this rotational movement into a translational movement of this screw according to its direction. When the desired adjustment is made, the first key applies a tightening torque to the corresponding locknut 21, 18, 51, 48 in order to lock this adjustment position. At the end of all these adjustments, a tightening torque is applied to the tightening nuts 27, 29, 57, 59 in order to fix the position of the door along the X and Y axes of the aircraft.

[0059] In this embodiment, the screw-nut connections of the X adjustments (double arrows 11, 41) are positioned at the front of the frame, the Y adjustment screw-nut connection (double arrow 12) of the lower attachment 10 is oriented towards the outside EXT of the cabin, and the Y adjustment screw-nut connection (double arrow 42) of the upper attachment 40 is oriented towards the inside INT of the cabin.

[0060] Applying to the two screw-nut connections an adjustment of the same angular value and in the same direction along the X axis, respectively along the Y axis, results in a translational adjustment along the X axis, respectively along the Y axis, of the door 2 (see [Fig.2]).

[0061] Applying to the two screw-nut connections an adjustment of the same angular value and in opposite directions along the Y axis, respectively along the X axis, results in a rotational adjustment around an axis parallel to the X axis, respectively around an axis parallel to the Y axis, of the door 2 (see [Fig.2]). Under these conditions, the rotation of the door around an axis parallel to the X axis is carried out around an axis located equidistant from the two Y adjustment axes of the two attachments and parallel to the X axis of the aircraft. In such a way equivalent, the rotation of the door around an axis parallel to the Y axis is carried out around an axis located equidistant from the two X adjustment axes of the two attachments and parallel to the Y axis of the aircraft.

[0062] The invention is not limited to the examples described and shown. It is for example possible to obtain the adjustment translation movement by a mechanism other than a screw-nut system, such as a micro-piston or a continuously driven electric micromotor. Furthermore, the orientation of the X and Y adjustments can be adapted according to the configuration of the aircraft fuselage and the adjustments can be made in all orientations of the adjustment axes.

Claims

Claims

1. Aircraft door (2) mounted in a fuselage of reference X, Y, Z and comprising a frame (3) forming a frame secured to the fuselage, an opening (4) and a door arm (5), this door arm connecting the opening to the frame by a hooking system making it possible to install and adjust the opening (4) of the door in position relative to the fuselage, this system being composed of a pair of fasteners (10, 40) each comprising a rotation pivot (16, 46) around a common axis parallel to the Z axis, a base (13, 43) positioned on the frame (3), and a carriage (14, 44) movable on this base (13, 43) along the Y axis, the base and the carriage of each fastener forming two translational adjustment links in directions parallel to the X and Y axes, this aircraft door (2) being characterized in that, for each of the fasteners (10, 40), the directions forming adjustment axes (11, 12, 41, 42) intersect in a plane parallel to the XY plane.

2. Aircraft door according to claim 1, in which the carriage (14, 44) of each attachment is provided with a frame composed of two cylindrical bodies forming a "T" having: - a solid cylinder determining a vertical bar of the "T" oriented in a direction parallel to the Y axis of the aircraft (1) and which, in collaboration with the base (13, 43), provides the adjustment connection for adjusting the opening (4) in translation along this Y axis, and - a hollow cylinder determining a horizontal bar of the "T" oriented in a direction parallel to the X axis of the aircraft (1) and which, in collaboration with a pin of the door arm (15, 45), provides the adjustment connection for adjusting the opening (4) in translation along this X axis.

3. Aircraft door according to any one of claims 1 to 2, characterized in that the adjustment axes (11, 12, 41, 42) are oriented as follows: - in the direction of the X axis of the aircraft (1), the adjustments of the fasteners are oriented in the same direction and are located outside the door frame; and - in the direction of the Y axis of the aircraft (1), the adjustment axes are oriented in opposite directions, the axis of an upper fastener being oriented towards the inside of the cabin and that of a lower fastener towards the outside of the cabin, the so-called upper fastener having a position located above the so-called lower attachment according to their coordinates in 7

4. Li. Aircraft door according to any one of claims 1 to 3, characterized in that each fastener (10, 40) has a rotation locking mechanism around the Y axis arranged between the carriage (14, 44) and the base (13, 43), in the form of a guide slide connection (Dl, D2) oriented in the direction of the Y axis.

5. Aircraft door according to claim 4, characterized in that the guide slide connection (D1, D2) has an oblong section with rectilinear and parallel longitudinal sides, and passes through bores (13A, 14A, 43A, 44A) of the base (13, 43) and of the carriage (14, 44).

6. Aircraft door according to any one of claims 1 to 5, characterized in that the adjustment connections are made by screw-nut connections (B1, Cl, B2, C2).

7. Aircraft door according to claim 6 in combination with claim 2, characterized in that for the adjustment connections in the X axis of the aircraft (B1, B2), the screw is constituted by a threaded sleeve (19, 49) and the nut is formed by the hollow cylinder belonging to the chassis of the carriage (14, 44), and for the adjustment connections in the Y axis of the aircraft (C1, C2), the screw is constituted by a threaded sleeve (20, 50) and the nut is formed by a threaded ring (22, 52) fixed integrally to the base (13, 43).

8. Aircraft door according to claim 7, characterized in that the screw-nut connections (B1, Cl, B2, C2) are only present over a limited length.

9. Aircraft (1) comprising at least one door according to one of claims 1 to 8.

10. Method for installing an aircraft door according to one of claims 1 to 8 in combination with claims 3 and 7 taken simultaneously, comprising a first phase of installing the door generally consisting of: - assembling the door arm (5) to the opening (4); - assembling each fastener (10, 40) of the attachment system to the frame (3) and to the door arm (5); - positioning the opening (4) in the closed configuration in the frame (3); this method being characterized in that it comprises a phase of adjusting the door in the closed position according to at least one of the following steps: - to carry out a translation of the door in the direction of the X axis of the aircraft (1): move, at the level of the upper (40) and lower (10) attachments, the threaded adjustment sleeves (19, 49) oriented in the X direction of the aircraft (1) by an identical amplitude and in the same direction; - to carry out a translation of the door in the direction of the Y axis of the aircraft (1): move, at the level of the upper and lower attachments, the threaded adjustment sleeves (20, 50) oriented in the Y direction of the aircraft (1) by an identical amplitude and in the same direction; - to rotate the door around an axis parallel to the direction of the X axis of the aircraft (1): move, at the upper and lower attachments, the threaded adjustment sleeves (20, 50) oriented in the Y direction of the aircraft (1) by an identical amplitude and in opposite directions, and - to rotate the door around an axis parallel to the direction of the Y axis of the aircraft (1): move, at the level of the upper and lower attachments, the threaded adjustment sleeves (19, 49) oriented in the X direction of the aircraft (1) by an identical amplitude and in opposite directions.

11. An installation method according to claim 10, wherein a first wrench (60A, 60C) holds a locknut (18, 21, 48, 51) in the unlocked position while a second wrench (60B, 60D) applies torque to the threaded sleeve (19, 20, 49, 50).

12. Installation method according to any one of claims 10 or 11, in which at the end of all the adjustment steps, a tightening torque is applied to tightening nuts (27, 29, 57, 59) along the X and Y axes of the aircraft (1).

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