Overwing Exit Door System

Abstract

To provide an overwing exit door system in an aircraft.SOLUTION: An overwing exit door system comprises a door, a handle connected to an inboard surface of the door, a guide track connected to a body of an aircraft, a roller 208, a first crank 210 connected to the roller and associated with the handle, a first shaft system 212 attached to the first crank, a latch system 214 connected to the first shaft system, and a locking system associated with the latch system. The latch system comprises a rotating stop 242, a second crank 252 associated with the rotating stop, and a second shaft system connected to the second crank and the rotating stop.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates generally to aircraft door structures, and more particularly to overwing exit door systems in aircraft. [Background technology]

[0002] Commercial aircraft are equipped with overwing exit doors for passenger evacuation in the event of an emergency. Typically, passengers seated in the emergency exit row must unlock and unlatch the door by pulling a door handle or lever and then push the door outward to place it in an open position. To manually unlatch the door, passengers may need to lift or translate the door before it can open. In a time-sensitive emergency, complex movement patterns for overwing exit doors can be time-consuming and potentially confusing for passengers.

[0003] Additionally, overwing exit door systems may have many mechanical components and assemblies in addition to the door itself. These assemblies are used to properly latch and lock the door in compliance with Federal Aviation Administration (FAA) airworthiness requirements for doors installed on transport category aircraft. However, these assemblies add weight and complexity to the aircraft. The heavier the door, the more difficult it may be for passengers to operate the door in an emergency.

[0004] Due to changes in FAA regulations regarding overwing exit doors, new door system configurations are required. Conventional door designs cannot be used on newly manufactured aircraft. Therefore, it would be desirable to provide a method and apparatus that takes into account at least some of the above-mentioned problems, as well as other possible problems. Summary of the Invention

[0005] In an exemplary embodiment of the present disclosure, a door system for an aircraft is provided. The door system includes a door, a piano hinge connecting the door to a body of the aircraft, a guide track connected to the body of the aircraft, 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 track. The first shaft system is configured to rotate the first crank and the roller. The latching system includes a rotation stop, a second crank associated with the rotation stop, and a second shaft system connected to the second crank and the rotation stop. The second crank is configured to rotate the rotation stop from a latched position to an unlatched position. The locking system is associated with the rotation stop and configured to secure the rotation stop in the latched position.

[0006] In another exemplary embodiment of the present disclosure, a method for operating an overwing exit door is provided. Pulling a handle connected to an interior surface of the door initiates movement of a first crank connected to a roller. The first crank moves the roller along the guide track. A second crank associated with the first crank rotates a detent in a latch system about an axis from a latched position to an unlatched position. The door swings outward in a simple arc into an open position, either manually or automatically, using a piano hinge connecting the door to the body of the aircraft.

[0007] In a further exemplary embodiment of the present disclosure, an aircraft is provided having an overwing exit door system including a door frame, a door, a handle connected to an interior surface of the door, a guide track 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 detent, a second crank associated with the detent, and a second shaft system connected to the second crank and the detent. These components together control operation of the overwing exit door between an open position and a closed position. [Brief explanation of the drawings]

[0008] The novel features believed distinctive to the exemplary embodiments are set forth in the appended claims. However, the exemplary embodiments and preferred modes of use, as well as their objects and features, will best be understood by reference to the following detailed description of exemplary embodiments of the present disclosure, taken in conjunction with the accompanying drawings, which are set forth below.

[0009] [Figure 1] FIG. 1 is an illustration of a portion of an aircraft in accordance with an illustrative embodiment; [Figure 2] FIG. 1 is a block diagram illustrating an aircraft in accordance with an illustrative embodiment. [Figure 3] FIG. 1 is a perspective view of an overwing exit door system according to an exemplary embodiment; [Figure 4] FIG. 10 is another perspective view of an overwing exit door system according to an exemplary embodiment; [Figure 5] FIG. 1 illustrates a portion of an overwing exit door system in accordance with an exemplary embodiment. [Figure 6] 10A-10C illustrate a rotation stop and stop fitting according to an exemplary embodiment. [Figure 7] FIG. 1 illustrates an overwing exit door system in an open position in accordance with an exemplary embodiment. [Figure 8] 10 is a flowchart illustrating a process for operating an overwing exit door in accordance with an illustrative embodiment; [Figure 9] FIG. 1 is a block diagram illustrating an aircraft manufacturing and service method in accordance with an illustrative embodiment. [Figure 10] 1 is a block diagram illustrating an aircraft in which an illustrative embodiment may be implemented; DETAILED DESCRIPTION OF THE INVENTION

[0010] The illustrative embodiments recognize and take into account one or more different considerations. For example, the illustrative embodiments recognize and take into account that passenger safety must be a top priority when designing overwing exit doors. FAA regulations establish airworthiness standards for aircraft exit doors and are intended to prevent these doors from accidentally opening during flight. These guidelines provide multiple layers of protection against failures, malfunctions, and human error. Thus, the revised FAA regulations require both latching and locking systems, as well as a means to prevent the system from backfiring off the latch. Traditional overwing exit door designs used on many currently operating aircraft may not meet the new requirements. Therefore, new aircraft will require more robust door system designs.

[0011] An exemplary embodiment recognizes and takes into account that some currently used overwing exit door systems are too complicated for passengers to operate. For example, in an emergency, an exit door may need to be lifted or translated before being pushed outside the aircraft. Such operations can be confusing and difficult, especially for heavy door assemblies. Furthermore, door assemblies with multiple stops and connections to the aircraft may impede passenger egress. Additionally, current designs may overextend the door along its opening path, risking a collision between the door and the aircraft.

[0012] Additionally, exemplary embodiments recognize and take into account that overwing exit door sealing mechanisms may require segmented seals or excessive gaps between the door and door frame, which may not provide the same seal as a continuous seal due to the aforementioned gaps or segmented seals.

[0013] Accordingly, embodiments of the present disclosure provide a system and method for operating an overwing exit door that utilizes a rotary interface rather than a sliding interface and reduces assembly weight and complexity. The overwing exit door system includes a door frame, a door, a handle connected to an interior surface of the door, a guide track 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 rotation stop, a second crank associated with the rotation stop, and a second shaft system connected to the second crank and the rotation stop. Together, these components control operation of the overwing exit door between an open position and a closed position.

[0014] Referring now to the drawings, and in particular to FIG. 1 , a portion of an aircraft is shown in accordance with an illustrative embodiment. FIG. 1 shows a portion of an aircraft 100 having a body 102 and wings 104. Body 102 is the fuselage in this example. Located above wing 104 is an overwing exit door 106. Overwing exit door 106 is part of an overwing exit door system 108. On the opposite side of body 102 is a similarly located overwing exit door (not shown). Opening of overwing exit door 106 may be automatic or may be performed by a human operator using various components of overwing exit door system 108.

[0015] Referring now to Figure 2, a block diagram of an aircraft is shown in accordance with an illustrative embodiment. Aircraft 100 is a platform upon which door system 200 may be implemented. Overwing exit door system 108 shown in Figure 1 may be the physical implementation of door system 200 shown in block form in Figure 2.

[0016] In this illustrated example, door system 200 in body 102 of aircraft 100 includes door 202, hinge 204, guide track 206, roller 208, first crank 210, first shaft system 212, latch system 214, locking system 216, handle 218, and continuous seal 220. Door 202 is received in door frame 222. Door 202 is a structural barrier between the interior of aircraft 100 and the environment surrounding the portion of aircraft 100 above wing 104, specifically, the environment surrounding the portion including windows, hatches, access panels, covers, or structural components in addition to door 202 to withstand loads during operation of aircraft 100.

[0017] The door 202 moves using the door system 200 between an open position 224 and a closed position 226. In the open position 224, the door 202 is oriented outside the aircraft 100 to allow passenger evacuation. In the closed position 226, the door 202 is oriented within the door frame 222.

[0018] The door 202 is connected to the body 102 of the aircraft 100 using a hinge 204. The hinge 204 may take the form of any structural mechanism having components configured to couple the door 202 to the body 102 of the aircraft such that the door 202 swings between an open position 224 and a closed position 226.

[0019] In this illustrated example, hinge 204 takes the form of a piano hinge 228. Piano hinge 228 connects door 202 to body 102 of aircraft 100. Using piano hinge 228, door 202 can swing outward / inward in a simple arc motion 229 between open position 224 and closed position 226. Note that door 202 itself does not need to be further rotated or translated.

[0020] As shown, the guide track 206 is connected to the body 102 of the aircraft 100. Specifically, the guide track 206 is secured to a frame 230 of the body 102 of the aircraft 100. The guide track 206 includes structural components configured to receive the rollers 208 and guide the rollers 208 in a desired manner during operation of the door 202.

[0021] Roller 208 is a component configured to roll along guide track 206. Roller 208 moves in one direction along guide track 206 when door 202 opens. Roller 208 moves in the opposite direction along guide track 206 when door 202 closes.

[0022] In this example, the first crank 210 is a structural component attached to the roller 208 and a first shaft system 212. The first crank 210 is configured to move the roller 208 along the guide track 206. The first shaft system 212 is an elongated tube configured to rotate the first crank 210 and the roller 208.

[0023] The first shaft system 212 is also connected in some manner to the handle 218. For example, without limitation, the first shaft system 212 may be connected to the handle 218 by a structural member 232. The structural member 232 moves when a passenger pulls on the handle 218. In this illustrated example, the structural member 232 takes the form of a tie rod 234. In this illustrated example, the tie rod 234 causes the first shaft system 212 to rotate.

[0024] 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 out and pull handle 218 to initiate movement of first shaft system 212 and first crank 210. In other examples, handle 218 may include one or more buttons or other automatic devices for opening door 202. In other words, in some exemplary embodiments, manual operation of handle 218 may not be necessary.

[0025] 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 that surrounds the shaft and helps hold the door system 200 closed. The first torsion spring 238 prevents the door 202 from opening unnecessarily. For example, the first torsion spring 238 can prevent the first shaft system 212 from rotating backward unnecessarily. The first torsion spring 238 can provide redundancy by retaining the door 202 in the closed position 226.

[0026] In this example, lost motion assembly 240 is a group of structural components that function as a timing system. Lost motion assembly 240 allows first shaft system 212 to operate while latch system 214 remains stationary. Lost motion assembly 240 is configured to delay rotation of rotation stop 242 until roller 208 reaches recess 244 in guide track 206.

[0027] The recess 244 is provided in an outer surface 246 of the guide track 206. The recess 244 may take a variety of forms. For example, without limitation, the recess 244 may take the form of a groove, a channel, a recess, a wave-shaped or sinusoidal section, or other type of recess. The location of the recess 244 along the guide track 206 is selected so that the movement of the door system 200 pauses, resulting in the detent 242 of the latch system 214 moving from the latched position 248 to the unlatched position 250. When the detent 242 reaches the unlatched position 250, the roller 208 moves out of the recess 244.

[0028] In this example, latch system 214 includes a detent 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 structural member 258. In this example, structural member 258 takes the form of a tie rod 260 that connects first shaft system 212 to second crank 252 of latch system 214. Components in latch system 214 are movable mechanical elements that, when engaged, prevent door 202 from opening.

[0029] The rotation stop 242 is a component that engages with a stop fitting 262. The stop fitting 262 is fixed to the frame 230 of the body 102 of the aircraft 100. The stop fitting 262 is configured to engage with the rotation stop 242 when the rotation stop 242 is in the latched position 248. The stop fitting 262 may include a stop pin 264. The stop pin 264 is perpendicular or orthogonal to the pressure load. The engagement of the stop pin 264 with the rotation stop 242 provides a structural load path for internal pressure between the door 202 and the body 102.

[0030] As shown, a second crank 252 is associated with the detent 242. The second crank 252 is a structural component configured to rotate the detent 242 about an axis 266 from the latched position 248 to the unlatched position 250 so that the door 202 can freely open. The detent 242 reaches the unlatched position 250 when the roller 208 disengages from the guide track 206.

[0031] 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 disposed within the housing 254 and is associated with a second torsion spring 268. The second torsion spring 268 is a mechanism that surrounds the shaft and helps hold the door system 200 closed, preventing the door 202 from opening unintentionally.

[0032] In this example, the locking system 216 includes a mechanical element that prevents unwanted disengagement of the latching system 214. The locking system 216 is configured to secure the detent 242 in the latched position 248 when the door 202 is in the closed position 226. The locking system 216 includes a first locking tab 270 and a second locking tab 272.

[0033] As shown, a first locking tab 270 is associated with the stop fitting 262. The first locking tab 270 is configured to prevent rotation of the rotation stop 242 in an opening direction 274 when the rotation stop 242 is engaged with the stop fitting 262. The 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 rotation of the second crank 252 in a closing direction 276 when the rotation stop 242 is engaged with the stop fitting 262. The rotation stop 242 moves in the opening direction 274 from the latched position 248 to the unlatched position 250. The first locking tab 270 and the second locking tab 272 prevent over-stop travel.

[0034] In this example, door frame 222 receives door 202 when door 202 is in closed position 226. Continuous seal 220 surrounds perimeter 278 of door 202. Continuous seal 220 may include various types of materials. For example, without limitation, continuous seal 220 may include rubber, silicone, fiberglass reinforcement, and other suitable types of materials. Continuous seal 220 is configured to seal against door 202 when door 202 is received in door frame 222.

[0035] In some instances, a single continuous piece of sealant 220 is used so that there are no gaps between the segments of sealant. Eliminating gaps between segments of material can create a tighter seal between the door 202 and the door frame 222, limiting leakage.

[0036] Although the exemplary embodiment is described with reference to the aircraft 100, the door system 200 may be applied to other types of platforms. For example, without limitation, the door system 200 may be implemented on a mobile platform, a stationary 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 motor vehicle, a power plant, a bridge, a dam, a house, a manufacturing facility, a building, or other suitable platform.

[0037] Similarly, although door system 200 has been described with reference to doors 202 that allow passengers to enter and exit, in other examples, doors 202 in door system 200 may take other forms. For example, without limitation, doors 202 may be hatches, access panels, compartment doors, covers, or other suitable types of access points on the exterior of aircraft 100 that require similar features to operate effectively and / or comply with FAA certification requirements.

[0038] In accordance with the exemplary embodiment, door system 200 provides locking and latching mechanisms that comply with Section 25.783 of Part 25 of Title 14 of the Code of Federal Regulations, and other applicable sections. The exemplary embodiment offers weight and complexity advantages over currently used systems. Additionally, the single-stop configuration of the exemplary embodiment allows for greater space for passenger evacuation in the event of an emergency.

[0039] Eliminating the sliding interface and utilizing a rotating interface simplifies the system, eliminating the need for passengers to lift or translate the door in any way to move it. Door 202 is seated in door frame 222 in a free-floating manner using door system 200, with continuous seal 220 acting as a cork. Door 202 using door system 200 is substantially insensitive to deformation loads, even as body 102 of aircraft 100 deforms. Furthermore, the exemplary embodiment contemplates a door system that complies with current FAA guidance regarding fuselage door and hatch safety and that can be retrofitted into currently in-service aircraft.

[0040] The exemplary embodiment further contemplates a door system having a locking system that is directly connected to and part of the door latch. The door 202 is automatically locked while the rotation stop 242 rests against the locking pin 264.

[0041] 3, a perspective view of an overwing exit door system is shown in accordance with an exemplary embodiment. The components described herein are an example physical implementation of the door system 200 shown in block form in FIG.

[0042] 1, the interior surface 300 of the overwing exit door system 108 is shown, and the body 102 of the aircraft 100 is not shown. The handle 218 is connected to the tie rod 234 via a structural member 302 and a connector 303. When a passenger pulls the handle 218, the structural member 302 rotates, thereby pulling the tie rod 234 upward. The tie rod 234 is connected by a connector 304 to a torque tube 305 in the first shaft system 212. In these examples, the connector 303 and the connector 304 are referred to as a mating crank.

[0043] When handle 218 is pulled and the corresponding movement of tie rod 234, torque tube 305 rotates, which in turn moves first crank 210 and roller 208. Roller 208 begins to move along guide track 206 in the direction of arrow 306. These components are collectively known as the "position crank assembly" or similar terminology. Their collective action pulls overwing exit door 106 slightly inward.

[0044] As shown, the lost motion assembly 240 delays the operation of the system. The lost motion assembly 240 includes a lost motion slider 308 and a lost motion crank 310. The lost motion crank 310 engages with the torque tube 305 after the overwing exit door 106 is pulled inward by the rollers 208. The engagement between the lost motion crank 310 and the torque tube 305 is achieved by physical contact between the mating parts.

[0045] Also shown in this figure is the first torsion spring 238. Section 312 of the overwing exit door system 108 is shown in more detail in FIG.

[0046] 4, there is shown a perspective view of an overwing exit door system 108 in accordance with an exemplary embodiment, viewed along line 4-4 of FIG.

[0047] In this illustrated example, a tie rod 260 connects the lost motion crank 310 to the second crank 252. Rotation of the lost motion crank 310 causes the second crank 252 to rotate.

[0048] The second crank 252 is connected to the rotation stop 242. The second shaft system 256 is retained in the housing 254. A second locking tab 272 is associated with the housing 254. The second locking tab 272 may be connected to the housing 254 or may be manufactured as part of the housing 254. The second locking tab 272 prevents the second crank 252 from rotating beyond the position shown in the figure.

[0049] A continuous seal 220 surrounds the overwing exit door 106. In this illustrated example, the continuous seal 220 comprises one continuous piece of rubber.

[0050] Figure 5 illustrates a portion of an overwing exit door system in accordance with an exemplary embodiment, showing in greater detail section 312 of overwing exit door system 108 shown in Figure 3, with the components positioned in a closed position.

[0051] Within the housing 254, the second torsion spring 268 surrounds the torque tube 500. The rotation stop 242 includes a latch portion 502 and a locking portion 504. In this illustrated example, the rotation stop 242, including the latch portion 502 and the locking portion 504, has a pawl-like shape. Other configurations for the rotation stop 242 are possible, and the rotation stop 242 shown in these figures is not intended to limit the design or configuration of the rotation joint in the overwing exit door system 108.

[0052] The lost motion crank 310 on the torque tube 305, coupled with the movement of the torque tube 500 that connects to the detent 242, disengages the latch 502. By this point, the overwing exit door 106 has been pulled inward, disengaging the locking system 216 and allowing the detent 242 to rotate.

[0053] As shown, stop fitting 262 is connected to a structural member of body 102 of aircraft 100 (not shown). Stop fitting 262 is shown engaged with latch portion 502 while detent portion 242 is in the closed position. Section 508 shows these components in more detail.

[0054] In this illustrated example, roller 208 controls the inboard position of overwing exit door 106. In this illustration, overwing exit door 106 is fully closed, latched, and locked. Roller 208 rolls along outer surface 246 of guide track 206. The initial movement of roller 208 along guide track 206 moves overwing exit door 106 inward. Lost motion crank 310 then engages. Roller 208 reaches dwell 506, which is an example of recess 244 shown in block form in FIG. 2.

[0055] The roller 208 remaining within the dwell 506 allows the detent 242 to rotate fully to the unlatched (open) position, which is approximately 90 degrees. Of course, the overwing exit door system 108 may be designed in various ways, and the detent 242 may rotate less or more than the above angle of rotation to unlatch, unlock, or both.

[0056] 6 illustrates a rotation stop and retaining fitting according to an exemplary embodiment. In this illustrative example, section 508 shows how latch portion 502 of rotation stop 242 engages with retaining pin 264 on retaining fitting 262.

[0057] The overwing exit door 106 is locked when the rotation stop 242 with its latch 502 is prevented from rotating. The lock 504 is a finger integral with the rotation stop 242. The lock 504 engages with a first locking tab 270 associated with the stop fitting 262. This interaction between components prevents rotation of the rotation stop 242 in the open direction, thereby locking the system when the door is fully closed and latched. The lock 504 disengages when the overwing 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). During system operation, the rotation stop 242 is unlatched and unlocked by rotating (approximately 90 degrees) about the axis 266 in the direction of arrow 600.

[0058] 7 illustrates an exemplary embodiment of an overwing exit door system in an open position. In this illustrated example, detent 242 has fully rotated in the direction of arrow 600 about axis 266. Locking feature 504 disengages from first locking tab 270, allowing overwing exit door 106 to move past first locking tab 270 and into the open position.

[0059] With the rotation stop 242 rotated and unlatched, the configuration of the guide track 206 holds the roller 208 in this position while the overwing exit door 106 swings outward. When the rotation stop 242 disengages from the stop fitting 262, the roller 208 disengages from the guide track 206. The first torsion spring 238 and the second torsion spring 268 return the door to the closed position. That is, the overwing exit door 106 remains outside the aircraft 100, but the rotation stop 242 returns to the closed position.

[0060] To close the overwing exit door 106, the handle 218 must be held fully open and the overwing exit door 106 must be manually operated in the reverse direction. Once the roller 208 contacts the inner surface of the guide track 206, the handle 218 can be released. The overwing exit door 106 must then be held in the closed position 226 until the handle 218 is reset. After the overwing exit door 106 is secured in the closed position 226 and the handle 218 is reset (i.e., also returned to the closed position), the operator can release the overwing exit door 106. This process occurs similarly when the overwing exit door 106 is operated by an automated or computer system.

[0061] The various components shown in Figures 1 and 3-7 may be combined with or used with the components shown in Figure 2. Additionally, some of the components shown in Figures 1 and 3-7 are examples of how the components shown in block form in Figure 2 may be realized as physical structures.

[0062] The door system 200 could be implemented in configurations other than those shown in Figures 1 and 3-7. The configurations described herein are not intended to limit the placement, orientation, type, or configuration of the components of the door system 200.

[0063] 8, a flowchart of a process for operating an overwing exit door is shown, in accordance with an exemplary embodiment. The method shown in FIG. 8 may be used to open and close door 202 using door system 200 shown in FIG.

[0064] The process begins by pulling a handle connected to the inside surface of the door to activate a first crank (step 800). A roller connected to the first crank then moves along a guide track (step 802). As the roller moves along the guide track, a detent in the latch system rotates about an axis from a latched position to an unlatched position (step 804). Once the detent is in the unlatched position, the door swings outward in a simple arc to the open position (step 806), thereby completing the process. This action is facilitated by piano hinges connecting the door to the body of the aircraft.

[0065] The door 202 can be closed by reversing the above process, excluding step 800. The door system 200 is designed so that the components described with reference to Figure 2 mechanically rotate, pause, or move at desired intervals to optimally time the opening and closing of the door 202.

[0066] An exemplary embodiment of the present disclosure may be described with reference to aircraft manufacturing and service method 900 shown in Figure 9 and aircraft 1000 shown in Figure 10. Referring initially to Figure 9, a block diagram of an aircraft manufacturing and service method is shown in Figure 9, in accordance with an exemplary embodiment. As a pre-production step, aircraft manufacturing and service method 900 may include specification and design 902 and material procurement 904 of aircraft 1000 shown in Figure 10.

[0067] During production, component and subassembly manufacturing 906 and system integration 908 of aircraft 1000 shown in Figure 10 occurs. Aircraft 1000 shown in Figure 10 then undergoes certification and delivery 910 and enters service 912. While in customer service 912, aircraft 1000 shown in Figure 10 undergoes a routine maintenance and service schedule 914, which may include modifications, reconfigurations, refurbishments, and other maintenance, upkeep, or inspection.

[0068] The overwing exit door system 108 may be installed on the aircraft during component and subassembly manufacturing 906. Additionally, the overwing exit door system may be removed and the overwing exit door system 108 may be newly installed on the aircraft 1000 during routine maintenance and service 914 as part of a retrofit, reconfiguration, or refurbishment of the aircraft 1000 shown in FIG.

[0069] 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 any combination thereof. In these examples, the operator may be a customer. Note that the system integrator may include, but is not limited to, the aircraft manufacturer and any number of major system subcontractors. The third party may include, but is not limited to, any number of vendors, subcontractors, and suppliers. The operator may be an airline, a leasing company, a military entity, a service organization, etc.

[0070] Referring now to Figure 10, an illustration of a block diagram of an aircraft in which illustrative embodiments may be implemented is shown. In this example, aircraft 1000 is manufactured according to aircraft manufacturing and service method 900 shown in Figure 9 and may include an airframe 1002 with a number of systems 1004 and an interior 1006. Systems 1004 may include, for example, one or more of propulsion system 1008, electrical system 1010, hydraulic system 1012, and environmental system 1014, as well as any number of other systems. While illustrated in the aerospace industry, various illustrative embodiments may also be applied to other industries, such as the automotive industry.

[0071] Apparatus and methods embodied herein may be used during at least one of the stages in aircraft manufacturing and service method 900 shown in Figure 9. In one example, the components or subassemblies produced during component and subassembly manufacturing process 906 shown in Figure 9 may be similar to the components or subassemblies produced during in-service 912 of aircraft 1000 shown in Figure 9. As another example, one or more apparatus embodiments, method embodiments, or a combination thereof may be used during a manufacturing stage such as component and subassembly manufacturing 906 or system integration 908 shown in Figure 9. One or more apparatus embodiments, method embodiments, or a combination thereof may be used during in-service 912 of aircraft 1000 shown in Figure 9, during maintenance and service including inspection 914, or both. The various illustrative embodiments may be used to significantly increase the rate at which aircraft 1000 is assembled, reduce the cost of aircraft 1000, or both increase the rate at which aircraft 1000 is assembled and reduce the cost of aircraft 1000.

[0072] In some alternative implementations of the exemplary embodiments, the functions shown in the blocks may occur out of the order depicted in the figures. For example, in some cases, two blocks shown in succession may be executed substantially concurrently or in the reverse order, depending on the functionality involved. Also, additional blocks may be added to the blocks depicted in a flowchart or block diagram.

[0073] The description of various exemplary embodiments has been presented for purposes of illustration and description and is not intended to be exhaustive or to limit the scope of the invention to the practice in the disclosed form. Many modifications or variations will be apparent to those skilled in the art. Furthermore, exemplary embodiments may exhibit characteristics different from other preferred embodiments. The selected embodiments were chosen and described in order to best explain the principles and practical applications of the embodiments, and to enable those skilled in the art to understand the disclosure for various embodiments with various modifications tailored to the particular applications envisioned.

Claims

1. 1. A door system for an aircraft, comprising: Doors and a piano hinge connecting the door to the body of the aircraft; a guide track connected to the body of the aircraft; With Laura, a first crank connected to the roller and configured to move the roller along the guide track; 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 rotation stopper portion; a second crank associated with the detent and configured to rotate the detent from a latched position to an unlatched position; a second shaft system connected to the second crank and the rotation stop; a locking system configured to secure the detent in the latched position.

2. 10. The door system of claim 1, further comprising a detent fitting connected to the body of the aircraft and configured to engage the detent when the detent is in the latched position.

3. The locking system comprises: a first locking tab associated with the stop fitting and configured to prevent the stop from rotating in an open direction when the stop is engaged with the stop fitting; a second locking tab associated with a housing of the second shaft system and configured to prevent the second crank from rotating in a closing direction when the rotation stop portion is engaged with the stop fitting.

4. 4. The door system of claim 3, further comprising a handle connected to an interior surface of the door, wherein pulling the handle initiates movement of the first crank.

5. The door system of claim 4 further comprising a tie rod connecting said first shaft system and said second crank.

6. 6. The door system of claim 1, further comprising a continuous sealant surrounding the periphery of the door and configured to seal the door when the door is received in a door frame.

7. The door system of any one of claims 1 to 6, wherein the detent reaches the unlatched position when the roller disengages from the guide track.

8. 8. The door system of claim 1, further comprising a recess in an outer surface of the guide track, the recess configured to pause operation of the door system and move the detent to the unlatched position.

9. The first shaft system 9. The door system of claim 8, including a lost motion assembly configured to retard rotation of the detent until the roller reaches the recess.

10. a first torsion spring associated with the first shaft system; The door system of any one of claims 1 to 9, further comprising: a second torsion spring associated with the second shaft system.

11. 1. A method for operating an overwing exit door, comprising: moving the roller along the guide track using a first crank; using a second crank associated with the first crank to rotate a detent in a latch system about an axis from a latched position to an unlatched position; and swinging the door outward into an open position using a piano hinge connecting the door to the body of the aircraft in a simple arc motion.

12. using the first crank to reverse the movement of the roller in the guide track; using the second crank to rotate the detent about the axis from the latched position to the unlatched position; The method of claim 11 , further comprising: engaging the detent with a detent fitting connected to the body of the aircraft.

13. 13. The method of claim 11 or 12, further comprising initiating operation of the first crank by pulling a handle connected to an interior surface of the door.

14. The method of claim 12, further comprising engaging a locking system with a first locking tab associated with the stop fitting when the door is in a closed position.

15. 15. The method of claim 13 or 14, further comprising using a lost motion assembly to retard rotation of the detent until the roller reaches a recess in the outer surface of the guide track.

16. 1. An aircraft including an overwing exit door system, the overwing exit door system comprising: Door frames and Doors and a handle connected to an interior surface of the door; a guide track connected to the body of the aircraft; With Laura, 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, the latch system comprising: A rotation stopper portion; a second crank associated with the rotation stopper; a second shaft system connected to the second crank and the rotation stop; a locking system associated with the detent.

17. The overwing exit door system comprises:

17. The aircraft of claim 16, further comprising a piano hinge connecting the door to the body of the aircraft.

18. The overwing exit door system comprises:

18. The aircraft of claim 16 or 17, further comprising a continuous seal around the periphery of the door.

19. The overwing exit door system comprises: The aircraft of any one of claims 16 to 18, further comprising a stop fitting connected to the body of the aircraft.

20. The locking system comprises: a first locking tab associated with the stop fitting; a second locking tab associated with a housing of the second shaft system.

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