Double moving plug type passenger entrance door

Abstract

To provide an aircraft door system including an aircraft door to be translated from a closed position to an open position.SOLUTION: An aircraft door system 120 further includes a plurality of door pressure stops 122 positioned along a length of an aircraft door 110, and a handle 128 coupled to the aircraft door. A rotation of the handle causes a first translation of the aircraft door in an inward direction and a forward direction. The aircraft door system further includes a hinge system 130 coupled to the aircraft door. An outward force applied to the aircraft door causes a second translation of the aircraft door in an outward direction and a forward direction. The hinge system translates the aircraft door such that the aircraft door remains parallel to an aircraft fuselage throughout the entirety of the second translation until the aircraft door reaches the open position.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates generally to aircraft door systems, and more particularly to pressurizable, initially inward-opening passenger entry aircraft door systems with dual-travel hinge action. [Background technology]

[0002] Many aircraft are equipped with pressurizable doors that provide passenger entry and / or exit (or emergency evacuation) into and out of the aircraft. When such pressurizable aircraft doors are closed, latched, and locked, after the airplane begins takeoff and the Environmental Cabin System (ECS) begins pressurization, multiple door pressure stops must transfer the pressure loads reacted by the aircraft door to the adjacent aircraft fuselage structure around the aircraft door. However, the aircraft door must be able to move past these door pressure stops in order to open.

[0003] The most common way for aircraft doors to clear these door pressure stops is to lift the door high enough to provide sufficient clearance between the door pressure stop and the corresponding fuselage pressure stop. To accomplish this lifting action, which is traditionally mechanically initiated by the main door handle, such doors are equipped with a robust counterbalance system to balance the weight of the door and the emergency escape equipment attached to the door. Such counterbalance systems add weight and complexity to aircraft door systems. Therefore, an aircraft door system that allows the aircraft door to clear the fuselage pressure stop without lifting the door may be desirable. Summary of the Invention

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

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

[0006] In yet another aspect, a method for establishing an aircraft door system for an aircraft is described, the method including: (a) coupling an aircraft door to a fuselage of the aircraft, the fuselage including a fuselage cutout, the aircraft door configured to move from a closed position in which the aircraft door covers the fuselage cutout to an open position in which at least a portion of the aircraft door is forward of the fuselage cutout, (b) positioning a plurality of door pressure stops positioned along a length of the aircraft door, (c) positioning a plurality of fuselage pressure stops to contact the plurality of door pressure stops when the aircraft door is in the closed position, and (d) coupling a handle to the aircraft door. (e) coupling a hinge system to the aircraft door such that an outward force applied to the aircraft door causes a second movement of the aircraft door in an outward and forward direction, the hinge system moving the aircraft door such that the aircraft door remains parallel to the fuselage throughout the second movement until the aircraft door reaches an open position.

[0007] The foregoing features, functions, and advantages may be realized individually in various embodiments or may be combined in yet other embodiments, and further details of these features, functions, and advantages may be understood with reference to the following description and drawings.

[0008] The novel features believed characteristic of the illustrative embodiments are set forth in the appended claims, however, the embodiments and preferred modes of use, further objects and explanations thereof, will best be understood from the following detailed description of illustrative embodiments of the present disclosure read in conjunction with the accompanying drawings. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a perspective view of an aircraft in accordance with an illustrative embodiment. [Figure 2] FIG. 1 is a side view of an aircraft door system (facing the exterior of the aircraft) according to an exemplary embodiment. [Figure 3A] FIG. 3 is a detailed view of a door pressure stop and a corresponding fuselage pressure stop of the aircraft door system of FIG. 2 when the aircraft door is in a closed position according to an illustrative embodiment. [Figure 3B] FIG. 3 is a detailed view of a door pressure stop and a corresponding fuselage pressure stop of the aircraft door system of FIG. 2 when the aircraft door moves to an open position according to an illustrative embodiment. [Figure 4] FIG. 3 is a detailed top cross-sectional view of the aircraft door system of FIG. 2 along line AA in accordance with an illustrative embodiment. [Figure 5A] 3 illustrates the aircraft door system of FIG. 2 when the aircraft door is in a closed position, according to an exemplary embodiment. [Figure 5B] 3 illustrates the aircraft door system of FIG. 2 with the aircraft door unlatched but not yet open, according to an exemplary embodiment. [Figure 5C] 3 illustrates the aircraft door system of FIG. 2 with the aircraft door moving to an open position according to an exemplary embodiment. [Figure 6] FIG. 1 is a flow diagram of an exemplary method, according to an exemplary embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010]

[0023] Disclosed embodiments will now be more comprehensively described with reference to the accompanying drawings, which do not depict all disclosed embodiments. Indeed, several different embodiments may be provided, and these embodiments should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0011] In the following description, numerous specific details are set forth to provide a thorough understanding of the disclosed concepts, although the concepts may be practiced without some or all of these specific details. In other instances, details of well-known devices and / or processes are omitted to avoid unnecessarily obscuring the disclosure. While some concepts will be described in conjunction with specific examples, it will be understood that these examples are not intended to be limiting.

[0012] In FIG. 6, the blocks represent operations and / or portions thereof, and the lines connecting various blocks do not imply any particular order or dependency of the operations or portions thereof. It will be understood that not all dependencies between the various disclosed operations are necessarily depicted. FIG. 6 and the accompanying disclosure, which describes the operations of one or more methods set forth herein, should not be construed as necessarily dictating the sequence in which operations should be performed. Rather, even if an example order is shown, it will be understood that the sequence of operations can be modified, where appropriate. Thus, certain operations can be performed in a different order or simultaneously. Furthermore, one skilled in the art will recognize that not all of the described operations need be performed.

[0013] Unless otherwise indicated, terms such as "first," "second," etc. are used herein merely as labels and are not intended to impose any sequential, positional, or hierarchical requirements on the items they refer to. Furthermore, reference to, e.g., a "second" item does not require or preclude the presence of, e.g., a "first" or lower-numbered item and / or, e.g., a "third" or higher-numbered item.

[0014] References herein to "one embodiment" or "one example" mean that one or more features, structures, or characteristics described in connection with that example are included in at least one embodiment. Multiple appearances of the phrase "one embodiment" or "one example" within this specification may or may not refer to the same example.

[0015] As used herein, a system, apparatus, device, structure, article, element, component, or hardware that is "configured to" perform a particular function is not, in fact, capable of performing that particular function without any modification, but rather may merely perform that particular function after further modification. In other words, a system, apparatus, structure, article, element, component, or hardware that is "configured to" perform a particular function is specifically selected, created, implemented, utilized, programmed, and / or designed for the purpose of performing that particular function. As used herein, the phrase "configured to" refers to the existing characteristics of a system, apparatus, structure, article, element, component, or hardware that enable the system, apparatus, structure, article, element, component, or hardware to perform a particular function without further modification. In this disclosure, a system, apparatus, structure, article, element, component, or hardware that is described as "configured to" perform a particular function may additionally or alternatively be described as "adapted to" and / or "operative to" perform that function.

[0016] Unless specifically noted otherwise, elements depicted in the drawings are not necessarily drawn to scale.

[0017] Illustrative, non-exhaustive examples of the presently disclosed subject matter are provided below, which may or may not be claimed.

[0018] Referring now to the figures, FIG. 1 is a perspective view of an aircraft 100 according to an exemplary embodiment. According to an exemplary embodiment, aircraft 100 includes a nose 102, wings 104A-104B, a fuselage 106, and a tail section 108. Aircraft 100 includes a number of areas arranged for the storage of items during flight. In one example, fuselage 106 includes a storage area below the passenger cabin for storing baggage and other items or supplies. In another example, the passenger cabin within fuselage 106 includes overhead bins and under-seat areas for storing additional items. As further shown in FIG. 1 , aircraft 100 includes aircraft doors 110 that provide entry and / or exit into and / or out of a cabin 112 of aircraft 100. As shown in FIG. 1 , the fuselage 106 includes a fuselage cutout (opening) 114, and the aircraft door 110 is configured to move from a closed position, in which the aircraft door 110 covers the fuselage cutout 114 in the fuselage 106, to an open position (as shown in FIG. 1 ), in which at least a portion of the aircraft door 110 is forward of the fuselage cutout 114, thereby allowing entry and / or exit into and / or exit from a cabin 112 of the aircraft 100. In one particular embodiment, when the aircraft door 110 is in the open position, the entirety of the aircraft door 110 is forward of the fuselage cutout 114. As shown in FIG. 1 , the aircraft 100 may further include a second aircraft door 116 and a third aircraft door 118, which may be configured similarly as the aircraft door 110. Additional aircraft doors are possible.

[0019] 2 illustrates an aircraft door system 120 according to an exemplary embodiment. The aircraft door system 120 described herein may be utilized with the aircraft 100 described above in connection with FIG. 1. As shown in FIG. 2, the aircraft door system 120 includes an aircraft door 110 configured to move from a closed position to an open position. The aircraft door 110 is configured to couple to the fuselage 106.

[0020] In one particular example, aircraft door 110 may be a pressurizable passenger door (e.g., a plug-type aircraft door). Accordingly, as shown in FIG. 2 , aircraft door system 120 further includes a plurality of door pressure stops 122 positioned along the length of aircraft door 110. When aircraft door 110 is in the closed position, the plurality of door pressure stops 122 contact a corresponding plurality of fuselage pressure stops 124. When aircraft door 110 is fully closed, the plurality of door pressure stops 122 transfer pressure loads reacted by aircraft door 110 to the corresponding plurality of fuselage pressure stops 124. FIG. 3A is a detailed view of the door pressure stops 122 and the corresponding fuselage pressure stops 124 of aircraft door system 120 of FIG. 2 when aircraft door 110 is in the closed position, according to an exemplary embodiment. As shown in FIG. 3A , and as described in further detail below, fuselage pressure stop 124 includes an opening 126 sized to allow door pressure stop 122 to move past fuselage pressure stop 124 to move aircraft door 110 to the open position.

[0021] 2, aircraft door system 120 further includes a handle 128 coupled to aircraft door 110. Rotation of handle 128 causes a first movement of aircraft door 110 in an inward direction (e.g., toward cabin 112 of aircraft 100) and a forward direction (e.g., toward nose 102 of aircraft 100) such that multiple door pressure stops 122 no longer contact corresponding multiple fuselage pressure stops 124. Figure 3B is a detailed view of door pressure stops 122 and corresponding fuselage pressure stops 124 of aircraft door system 120 of Figure 2 when aircraft door 110 is in the process of moving to an open position in response to rotation of handle 128, according to an exemplary embodiment. In particular, as shown in FIG. 3B , as the handle 128 rotates, the door pressure stop 122 moves into alignment with the opening 126 in the fuselage pressure stop 124, such that subsequent movement of the aircraft door 110 in an outward direction (e.g., away from the cabin 112 of the aircraft 100) allows the door pressure stop 122 to pass the fuselage pressure stop 124 for the aircraft door 110 to move fully to the open position.

[0022] 2 , the aircraft door system 120 further includes a hinge system 130 coupled to the aircraft door 110. After the first movement occurs and the door pressure stop 122 moves away from the fuselage pressure stop 124, an outward force applied to the aircraft door 110 (e.g., away from the cabin 112 of the aircraft 100) causes a second movement of the aircraft door 110 in an outward direction (e.g., away from the cabin 112 of the aircraft 100) and a forward direction (e.g., toward the nose 102 of the aircraft 100). In use, the hinge system 130 moves the aircraft door 110 so that the aircraft door 110 remains parallel to the fuselage 106 throughout the second movement until the aircraft door 110 reaches an open position. The hinge system 130 may be positioned completely inside the aircraft door 110, with the handle 128 extending outside the aircraft door 110 to receive actuation from a user.

[0023] When the aircraft door 110 is moved from the closed position to the open position, the height of the aircraft door 110 relative to the fuselage 106 does not change. Therefore, because the height of the aircraft door 110 remains constant throughout its movement, the dual movement of the aircraft door 110 described above allows the multiple door pressure stops 122 of the aircraft door 110 to pass corresponding fuselage pressure stops 124 without the need for a heavy counterbalance system.

[0024] 4 is a detailed top cross-sectional view along line AA of the aircraft door system 120 of FIG. 2 in accordance with an illustrative embodiment. As shown in FIG. 4, the handle 128 is coupled to a linkage system 134 that is coupled to a roller crank 136. When the handle 128 rotates, the rotation of the handle 128 is transmitted to the linkage system 134, which then causes the roller crank 136 to initiate a first movement of the aircraft door 110 inward (e.g., toward the cabin 112 of the aircraft 100) and forward (e.g., toward the nose 102 of the aircraft 100) directions such that the door pressure stops 122 no longer contact the corresponding fuselage pressure stops 124.

[0025] 4 , the hinge system 130 may include an aft idler 138 having a first end 140 and a second end 142 coupled to the aircraft door 110. The hinge system 130 may further include a forward idler 144 having a first end 148 and a second end 146 coupled to the aircraft door 110. The hinge system 130 may further include a programming yoke 150 having a first end 152 and a second end 154. The first end 152 of the programming yoke 150 couples to the first end 140 of the aft idler 138, and the second end 154 of the programming yoke 150 couples to the first end 148 of the forward idler 144. The hinge system 130 may further include a first pulley 156 coupled to the programming yoke 150 between a first end 152 of the programming yoke 150 and a second end 154 of the programming yoke 150. The hinge system 130 may further include a second pulley 158 configured to couple to the fuselage 106. The hinge system 130 may further include a gooseneck hinge 160 having a first end 162 and a second end 164. The first end 162 of the gooseneck hinge 160 couples to the first pulley 156, and the second end 164 of the gooseneck hinge 160 couples to the second pulley 158. The second end 164 of the gooseneck hinge 160 couples to the fuselage 106. The hinge system 130 may further include a drive element 166 positioned around the first pulley 156 and the second pulley 158. The drive element 166 may comprise one of a belt, a chain, or a cord. Each of the aft idler 138, the front idler 144, the programming yoke 150, the first pulley 156, the second pulley 158, the gooseneck hinge 160, and the drive element 166 may be positioned inside the aircraft door 110 such that only a portion of the handle 128 extends outside the aircraft door 110 to receive rotational input from a user.

[0026] In one embodiment, the gooseneck hinge 160 is configured to rotate approximately 140 degrees when the aircraft door 110 moves from the closed position to the open position. In another embodiment, the gooseneck hinge 160 further includes a plurality of pulleys 168 configured to contact the drive element 166 between the first end 162 of the gooseneck hinge 160 and the second end 164 of the gooseneck hinge 160. The plurality of pulleys 168, in combination with the first pulley 156 and the second pulley 158, allow the drive element 166 to move freely around the gooseneck hinge 160, allowing the programming yoke 150 to rotate at a 1:1 ratio relative to the fuselage 106. Thus, the plurality of pulleys 168 directs the aircraft door 110 to move to the open position while remaining parallel to the fuselage 106. In particular, the second pulley 158 presses against the fuselage 106, urging a 1:1 spin on the programming yoke 150. The aircraft door 110 moves parallel to the programming yoke 150, which rotates about a first end 162 of a gooseneck hinge 160.

[0027] In use, a user may apply an outward force to the aircraft door 110 via the handle 128 after the handle 128 has been rotated to disengage the door pressure stops 122 from the corresponding fuselage pressure stops 124. As the aircraft door 110 moves outward, it rotates about its connection to the fuselage 106. As described above, the gooseneck hinge 160 is separately connected to the fuselage 106, for example, via a single pin joint. A second pulley 158 is connected to the gooseneck hinge 160 and presses against the fuselage 106. The four-bar relationship formed by the aircraft door 110, the aft idler 138, the forward idler 144, and the programming yoke 150, in combination with the first pulley 156, the second pulley 158, and the drive element 166, causes the programming yoke 150 to rotate at a 1:1 ratio relative to the fuselage 106 to maintain the aircraft door 110 parallel to the fuselage 106 throughout the opening process.

[0028] Thus, there is a 1:1 relationship between the programming yoke 150 and the fuselage 106, which presses against the second pulley 158. The programming yoke 150 rotates relative to the gooseneck hinge 160. The drive element 166 receives any angular change at the connection between the gooseneck hinge 160 and the fuselage 106 and transmits it to the programming yoke 150. Thus, when the aircraft door 110 opens, the programming yoke 150 moves parallel to the fuselage 106. Due to the four-bar linkage connecting the aircraft door 110 to the programming yoke 150, the aircraft door 110 stays parallel as well.

[0029] Figures 5A-5C show the aircraft door system 120 of Figure 2 at various stages of movement from a closed position to an open position. In particular, Figure 5A shows the aircraft door system 120 of Figure 2 when the aircraft door is in the closed position.

[0030] 5B illustrates the aircraft door system 120 of FIG. 2 with the aircraft door unlatched but not yet open. This configuration occurs when a user rotates the handle 128 of the aircraft door 110. As described above, the rotation of the handle 128 initiates a first movement of the aircraft door 110 in an inward (e.g., toward the cabin 112 of the aircraft 100) and forward (e.g., toward the nose 102 of the aircraft 100) direction, such that the door pressure stops 122 no longer contact the corresponding fuselage pressure stops 124.

[0031] 5C illustrates the aircraft door system 120 of FIG. 2 moving to an open position. Such a configuration occurs when a user applies an outward force (e.g., away from the cabin 112 of the aircraft 100) to the aircraft door 110. As described above, after the handle 128 is rotated, the application of the outward force to the aircraft door 110 initiates a second movement of the aircraft door 110 in an outward direction (e.g., away from the cabin 112 of the aircraft 100) and a forward direction (e.g., toward the nose 102 of the aircraft 100). The hinge system 130 of the aircraft door system 120 moves the aircraft door 110 such that the aircraft door 110 remains parallel to the fuselage 106 throughout the second movement until the aircraft door 110 reaches the open position.

[0032] FIG. 6 is a block diagram of an example method for establishing the aircraft door system 120 of the aircraft 100. The method 200 illustrated in FIG. 6 represents one embodiment of a method that may be used, for example, in any of the embodiments of the aircraft 100 and aircraft door system 120 described above with respect to FIGS. 1-5C. The method 200 includes one or more operations, functions, or actions, as illustrated by one or more of blocks 202-210. Although the blocks are illustrated sequentially, these blocks may be performed in parallel and / or in a different order than described herein. Additionally, various blocks may be combined to reduce the number of blocks, divided to increase the number of blocks, and / or eliminated based on the desired implementation.

[0033] Initially, in block 202, the method 200 includes coupling an aircraft door 110 to a fuselage 106 of the aircraft 100. The fuselage 106 includes a fuselage cutout 114 and the aircraft door 110 configured to move from a closed position, in which the aircraft door 110 covers the fuselage cutout 114, to an open position, in which at least a portion of the aircraft door 110 is forward of the fuselage cutout 114.

[0034] At block 204, the method 200 includes positioning the plurality of door pressure stops 122 along the length of the aircraft door 110. At block 206, the method 200 includes positioning the plurality of fuselage pressure stops 124 to contact the plurality of door pressure stops 122 when the aircraft door is in the closed position. As described above, the interaction of the plurality of door pressure stops 122 and the plurality of fuselage pressure stops 124 transfers pressure loads from the aircraft door 110 to the fuselage 106 when the aircraft 100 is pressurized.

[0035] At block 208, the method 200 includes coupling the handle 128 to the aircraft door 110. As described above, rotation of the handle 128 causes a first movement of the aircraft door 110 in an inward and forward direction such that the plurality of door pressure stops 122 no longer contact the plurality of fuselage pressure stops 124.

[0036] At block 210, the method 200 includes coupling the hinge system 130 to the aircraft door 110. As described above, an outward force applied to the aircraft door 110 causes a second movement of the aircraft door 110 in an outward and forward direction. Furthermore, the hinge system 130 moves the aircraft door 110 such that the aircraft door 110 remains parallel to the fuselage 106 throughout the second movement until the aircraft door 110 reaches an open position.

[0037] It should be understood that the configurations described herein are for illustrative purposes only. Thus, those skilled in the art will recognize that other configurations and other elements (e.g., machines, interfaces, functions, sequences, and groupings of functions) may be substituted, and that certain elements may be omitted entirely, depending on the desired results. Furthermore, many of the described elements are functional entities that may be implemented as separate or distributed components, or in conjunction with other components, in any suitable combination and location. Also, other structural elements described as separate structures may be combined.

[0038] The description of various advantageous configurations has been presented for purposes of illustration and description and is not intended to be exhaustive or limited to the embodiments in the form disclosed. Numerous modifications and variations will be apparent to those skilled in the art. Moreover, various advantageous embodiments may offer different advantages over other advantageous embodiments. The selected embodiment or embodiments have been chosen and described in order to best explain the principles and practical application of the embodiments and to enable those skilled in the art to understand the disclosure of the various embodiments and various modifications suitable for the particular application contemplated.

Claims

1. An aircraft door system (120), comprising: an aircraft door (110) configured to move from a closed position to an open position, the aircraft door (110) configured to couple to an aircraft fuselage (106); a plurality of door pressure stops (122) positioned along a length of the aircraft door (110), the plurality of door pressure stops (122) contacting a corresponding plurality of fuselage pressure stops (124) when the aircraft door (110) is in the closed position; a handle (128) coupled to the aircraft door (110), wherein rotation of the handle (128) causes a first movement of the aircraft door (110) in an inward and forward direction such that the plurality of door pressure stops (122) are no longer in contact with the corresponding plurality of fuselage pressure stops (124); a hinge system (130) coupled to the aircraft door (110), wherein an outward force applied to the aircraft door (110) causes a second movement of the aircraft door (110) in an outward and forward direction, and the hinge system (130) moves the aircraft door (110) such that the aircraft door (110) remains parallel to the aircraft fuselage (106) throughout the second movement until the aircraft door (110) reaches the open position; Equipped with The hinge system (130) an aft idler (138) having a first end (140) and a second end (142) coupled to the aircraft door (110); a forward idler (144) having a first end (146) and a second end (148) coupled to the aircraft door (110); a programming yoke (150) having a first end (152) coupled to the first end (140) of the rear idler (138) and a second end (154) coupled to the first end (146) of the front idler (144); a first pulley (156) coupled to the programming yoke (150) between the first end (152) of the programming yoke (150) and the second end (154) of the programming yoke (150); a gooseneck hinge (160) having a first end (162) connected to the first pulley (156) and a second end (164); a second pulley (158) configured to couple to the aircraft fuselage (106), the second end (164) of the gooseneck hinge (160) being coupled to the second pulley (158); a drive element (166) positioned around the first pulley (156) and the second pulley (158); An aircraft door system (120) comprising:

2. The aircraft door system of claim 1 , wherein the drive element comprises one of a belt, a chain, or a cord.

3. 3. The aircraft door system of claim 1, wherein the gooseneck hinge is configured to rotate approximately 140 degrees when the aircraft door moves from the closed position to the open position.

4. 4. The aircraft door system of claim 1, wherein the gooseneck hinge further comprises a plurality of pulleys configured to contact a drive element between the first end of the gooseneck hinge and the second end of the gooseneck hinge.

5. 5. The aircraft door system of claim 1, wherein each of the aft idler, the forward idler, the programming yoke, the first pulley, the second pulley, the gooseneck hinge, and the drive element is positioned inside the aircraft door, and the handle extends outside the aircraft door.

6. 6. The aircraft door system of claim 1, wherein a height of the aircraft door relative to the aircraft fuselage does not change when the aircraft door is moved from the closed position to the open position.

7. 7. The aircraft door system of claim 1, wherein the aircraft door covers a fuselage cutout of the aircraft fuselage in the closed position, and at least a portion of the aircraft door is forward of the fuselage cutout in the open position.

8. An aircraft (100), a fuselage (106) including a fuselage cutout (114); an aircraft door (110) coupled to the fuselage (106), the aircraft door (110) configured to move from a closed position covering the fuselage cutout (114) to an open position in which at least a portion of the aircraft door (110) is forward of the fuselage cutout (114); a plurality of door pressure stops (122) positioned along the length of the aircraft door (110); a plurality of fuselage pressure stops (124) configured to contact the plurality of door pressure stops (122) when the aircraft door (110) is in the closed position; a handle (128) coupled to the aircraft door (110), wherein rotation of the handle (128) causes a first movement of the aircraft door (110) in an inward and forward direction such that the plurality of door pressure stops (122) no longer contact the plurality of fuselage pressure stops (124); a hinge system (130) coupled to the aircraft door (110), wherein an outward force applied to the aircraft door (110) causes a second movement of the aircraft door (110) in an outward and forward direction, and the hinge system (130) moves the aircraft door (110) such that the aircraft door (110) remains parallel to the fuselage (106) throughout the second movement until the aircraft door (110) reaches the open position; Equipped with The hinge system (130) an aft idler (138) having a first end (140) and a second end (142) coupled to the aircraft door (110); a forward idler (144) having a first end (146) and a second end (148) coupled to the aircraft door (110); a programming yoke (150) having a first end (152) coupled to the first end (140) of the rear idler (138) and a second end (154) coupled to the first end (146) of the front idler (144); a first pulley (156) coupled to the programming yoke (150) between the first end (152) of the programming yoke (150) and the second end (154) of the programming yoke (150); a gooseneck hinge (160) having a first end (162) connected to the first pulley (156) and a second end (164); a second pulley (158) configured to couple to the fuselage (106), the second end (164) of the gooseneck hinge (160) being coupled to the second pulley (158); a drive element (166) positioned around the first pulley (156) and the second pulley (158); An aircraft (100) comprising:

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

10. 10. The aircraft of claim 8 or 9, wherein the gooseneck hinge further comprises a plurality of pulleys configured to contact the drive element between the first end of the gooseneck hinge and the second end of the gooseneck hinge.

11. 11. The aircraft of claim 8, wherein a height of the aircraft door relative to the fuselage does not change when the aircraft door is moved from the closed position to the open position.

12. 12. The aircraft of claim 8, wherein at least a portion of the aircraft door is forward of the fuselage cutout when the aircraft door is in the open position.

13. A method (200) for establishing an aircraft door system (120) of an aircraft (100), comprising: coupling an aircraft door to a fuselage of the aircraft, the fuselage including a fuselage cutout, the aircraft door configured to move from a closed position, in which the aircraft door covers the fuselage cutout, to an open position, in which at least a portion of the aircraft door is forward of the fuselage cutout; positioning (204) a plurality of door pressure stops (122) along a length of the aircraft door (110); positioning (206) a plurality of fuselage pressure stops (124) in contact with the plurality of door pressure stops (122) when the aircraft door (110) is in the closed position; coupling a handle to the aircraft door, wherein rotation of the handle causes a first movement of the aircraft door in an inward and forward direction such that the door pressure stops are no longer in contact with the fuselage pressure stops; coupling (210) a hinge system (130) to the aircraft door (110), wherein an outward force applied to the aircraft door (110) causes a second movement of the aircraft door (110) in an outward and forward direction, and the hinge system (130) moves the aircraft door (110) such that the aircraft door (110) remains parallel to the fuselage (106) throughout the second movement until the aircraft door (110) reaches the open position; Including, The hinge system (130) an aft idler (138) having a first end (140) and a second end (142) coupled to the aircraft door (110); a forward idler (144) having a first end (146) and a second end (148) coupled to the aircraft door (110); a programming yoke (150) having a first end (152) coupled to the first end (140) of the rear idler (138) and a second end (154) coupled to the first end (146) of the front idler (144); a first pulley (156) coupled to the programming yoke (150) between the first end (152) of the programming yoke (150) and the second end (154) of the programming yoke (150); a gooseneck hinge (160) having a first end (162) connected to the first pulley (156) and a second end (164); a second pulley (158) configured to couple to the fuselage (106), the second end (164) of the gooseneck hinge (160) being coupled to the second pulley (158); a drive element (166) positioned around the first pulley (156) and the second pulley (158); A method (200) comprising:

14. 14. The method (200) of claim 13, wherein the gooseneck hinge (160) is configured to rotate approximately 140 degrees when the aircraft door (110) moves from the closed position to the open position.

15. 15. The method of claim 13 or 14, wherein the gooseneck hinge further comprises a plurality of pulleys configured to contact the drive element between the first end of the gooseneck hinge and the second end of the gooseneck hinge.

16. 16. The method (200) of any one of claims 13 to 15, wherein a height of the aircraft door (110) relative to the fuselage (106) does not change when the aircraft door (110) is moved from the closed position to the open position.

17. 17. The method (200) of any one of claims 13 to 16, wherein at least a portion of the aircraft door (110) is forward of the fuselage cutout (114) when the aircraft door (110) is in the open position.

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