CA2107809C - Double configuration emergency exit for land evacuation and following alighting on water of an aircraft cabin - Google Patents
Double configuration emergency exit for land evacuation and following alighting on water of an aircraft cabin Download PDFInfo
- Publication number
- CA2107809C CA2107809C CA 2107809 CA2107809A CA2107809C CA 2107809 C CA2107809 C CA 2107809C CA 2107809 CA2107809 CA 2107809 CA 2107809 A CA2107809 A CA 2107809A CA 2107809 C CA2107809 C CA 2107809C
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- Canada
- Prior art keywords
- emergency exit
- framing
- upper element
- aircraft
- aircraft cabin
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/14—Windows; Doors; Hatch covers or access panels; Surrounding frame structures; Canopies; Windscreens accessories therefor, e.g. pressure sensors, water deflectors, hinges, seals, handles, latches, windscreen wipers
- B64C1/1407—Doors; surrounding frames
- B64C1/1423—Passenger doors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/14—Windows; Doors; Hatch covers or access panels; Surrounding frame structures; Canopies; Windscreens accessories therefor, e.g. pressure sensors, water deflectors, hinges, seals, handles, latches, windscreen wipers
- B64C1/1407—Doors; surrounding frames
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Emergency Lowering Means (AREA)
Abstract
In order to comply with statutory regulations, the invention concerns an emergency exit suitable for occupying two different configurations and which is used during a land or maritime evacuation of an aircraft. The door of the emergency exit is formed of one upper element (20) able to pivot inside the cabin (12) and one lower element (22) able to pivot outside the cabin. A main locking system (64), accessible from inside and outside the cabin and normally locked, controls the opening of the upper element (20) and then of the lower element (22) during a land evacuation. A
secondary locking system (26), normally locked, is activated prior to a landing so that the lower element (22) then remains closed when the main locking system (64) is activated.
secondary locking system (26), normally locked, is activated prior to a landing so that the lower element (22) then remains closed when the main locking system (64) is activated.
Description
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DOUBLE CONFIGURATION EMERGENCY EXIT FOR LAND EVACUATION AND
FOLLOWING ALIGHTING ON WATER OF AN AIRCRAFT CABIN
FIELD OF THE INVENTION
The invention concerns an emergency exit for an aircraft cabin able to occupy 'two different configurations allowing for evacuation of the cabin, both on land and after alighting on water.
BACKGROUND OF THE INVENTION
An emergency exit conforming to the invention may be used on all types of aircraft. However, it is more particularly adapted to devices comprising a Wing situated above the fuselage as the fixed requirements for the evacuation of passengers on land and at sea are then generally incompatible.
International regulations require that emergency exits equig passenger carrying aircraft with a certain number of restrictions concerning their dimensions and positioning on the fuselage of the aircraft. These restrictions are not the same, depending on whether the emergency exit is intended to evacuate the passengers on land or following alighting on water.
More specifically, when an emergency exit is intended far the land evacuation of passengers, the minimum dimensions for opening are about 1.12 m (99 inches) as regards the height and about 0.51 m t20 inches) as regards the width. For an exit whose threshold needs to situated at the level of the floor of the cabin is about 0.914 m (36 inches) as regards the height and about 0.51 m (20 inches) as regards the width for an exit whose threshold may be situated above the floor SP 8320.69 GP
DOUBLE CONFIGURATION EMERGENCY EXIT FOR LAND EVACUATION AND
FOLLOWING ALIGHTING ON WATER OF AN AIRCRAFT CABIN
FIELD OF THE INVENTION
The invention concerns an emergency exit for an aircraft cabin able to occupy 'two different configurations allowing for evacuation of the cabin, both on land and after alighting on water.
BACKGROUND OF THE INVENTION
An emergency exit conforming to the invention may be used on all types of aircraft. However, it is more particularly adapted to devices comprising a Wing situated above the fuselage as the fixed requirements for the evacuation of passengers on land and at sea are then generally incompatible.
International regulations require that emergency exits equig passenger carrying aircraft with a certain number of restrictions concerning their dimensions and positioning on the fuselage of the aircraft. These restrictions are not the same, depending on whether the emergency exit is intended to evacuate the passengers on land or following alighting on water.
More specifically, when an emergency exit is intended far the land evacuation of passengers, the minimum dimensions for opening are about 1.12 m (99 inches) as regards the height and about 0.51 m t20 inches) as regards the width. For an exit whose threshold needs to situated at the level of the floor of the cabin is about 0.914 m (36 inches) as regards the height and about 0.51 m (20 inches) as regards the width for an exit whose threshold may be situated above the floor SP 8320.69 GP
of the cabin but at a height of less than or equal to 0.51 m (20 inches) with respect to the flao:r of the cabin. The maximum height of the threshold of these exits with respect to the ground needs to be 1.8 m when the emergency exit is ~5 not situated above a wing or not having any evacuation slide.
When an emergency exit is intended for the evacuation of passengers in the event of a forced alighting on water, it is also necessary for said exit to be able to be used that its threshold is situated above the floating line of the c7evice.
lp In the current state of the prior art, there is no suitable emergency exit having two different configurations by which passengers can to be evacuated on land or at sea.
Furthermore, it is essential that the opening of an emergency exit is effected in a "single and clearly defined 15 operation".
SUMMARY OF THE INVENTION
The object of the invention is to provide an emergency 20 exit able to possess two different configurations so as to evacuate an aircraft cabin, both on land and following an alighting on water, thus satisfying statutory regulations.
In accordance with the invention, this result is obtained with the aid of a double configuration emergency 2~ exit for evacuating an aircraft cabin, said exit including a framing delimiting an opening normally blocked off by a door, and means for locking the door in a closed position, wherein the door includes one lower element and one upper element, the locking means comprising a main locking device inserted between the upper element and the framing, and a secondary locking device inserted between the lower element and the framing, so that unlocking of the main locking device orders an opening of the lower and upper elements when the secondary SP 8320.69 GP
When an emergency exit is intended for the evacuation of passengers in the event of a forced alighting on water, it is also necessary for said exit to be able to be used that its threshold is situated above the floating line of the c7evice.
lp In the current state of the prior art, there is no suitable emergency exit having two different configurations by which passengers can to be evacuated on land or at sea.
Furthermore, it is essential that the opening of an emergency exit is effected in a "single and clearly defined 15 operation".
SUMMARY OF THE INVENTION
The object of the invention is to provide an emergency 20 exit able to possess two different configurations so as to evacuate an aircraft cabin, both on land and following an alighting on water, thus satisfying statutory regulations.
In accordance with the invention, this result is obtained with the aid of a double configuration emergency 2~ exit for evacuating an aircraft cabin, said exit including a framing delimiting an opening normally blocked off by a door, and means for locking the door in a closed position, wherein the door includes one lower element and one upper element, the locking means comprising a main locking device inserted between the upper element and the framing, and a secondary locking device inserted between the lower element and the framing, so that unlocking of the main locking device orders an opening of the lower and upper elements when the secondary SP 8320.69 GP
locking device is unlocked, and an opening solely of the upper element when the secondary locking device is locked.
The secondary locking device is normally unlocked when in flight so that, after a forced alighting at sea, the emergency exit has a configuration in which the two elements of the door open when the main locking device is operated.
If a risk of forced alighting on water is detected, a member of the crew locks the secondary locking device. After alighting on water, a manoeuvering of the main locking device is thus expressed by an opening of solely the upper element of the door.
In one preferred embodiment of the invention, the lower element is joined to one lower horizontal edge of the framing so as to be able to pivot towards the outside of the aircraft after disposing of at least one anchorage surface farmed on a lower horizontal edge of the upper element when the secondary locking device is unlocked.
Moreover, the upper element is joined to the framing ' close to the lower element so as to be able to pivot towards the inside of the aircraft when the main locking device is unlocked, the removal of at least one anchorage surface being ensured via a pivoting of the upper element beyond a predetermined angle. In this preferred embodiment, the upper element is joined to the framing by journal mechanisms able to extract this upper element from the framing following a pivoting greater than said predetermined angle.
The lower element advantageously comprises on its lower edge and on its upper edge at least one stop able to abut respectively against a surface of the framing orientated towards the inside of the cabin and against said anchorage surface under the effect of the internal pressure of the cabin.
Similarly, the upper element preferably comprises on its 5P 8320.69 GP
upper edge and on each of its lateral edges at least one stop normally applied against one surface of the framing orientated towards the inside of the cabin under the effect of the internal pressure of the latter.
In these cireumstances, the door of the emergency exit is kept in place and plated against its fuselage supports by means of the internal pressure of the cabin.
The main locking device is accessible from both inside and outside the aircraft, whereas the secondary locking device is solely accessible from the inside of the aircraft.
BRIEF DESCRIPTION OF THE DRAWINGS
There now follows a non-restrictive example of one preferred embodiment of the invention with reference to the accompanying drawings on which - figure 1 is a partial transverse cutaway view of the cabin of an aircraft shown at the level of an emergency exit embodied in accordance with the invention ;
- figure 2 is a view taken from inside the aircraft and representing the front of the emergency exit shown on figure 1 ~
- figure 3 is a diagrammatic transverse cutaway view similar to that of figure 1 showing the emergency exit of figures 1 and 2 in the position it occupies after being opened for evacuating passengers on land, and - figure 4 is a view similar to figure 3 showing the position occupied by the emergency exit when passengers are evacuated following a forced alighting on water.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
On figures 1 and 2, the reference 10 denotes the portion of the fuselage of an aircraft delimiting the cabin 12 of the SP 8320.69 GP
latter. The floor of the cabin 12 is denoted by the reference 14.
Figures 1 and 2 more particularly represent one portion of the fuselage equipped with an emergency exit 16 embodied in accordance with the invention.
This emergency exit 16 comprises a framing 18 which forms an integral part of the fuselage 10 so as to define in the latter a generally rectangular opening whose lower horizontal edge is approximately situated at the level of the floor 14 and whose upper edge is situated, for example, about 1.92 m (56 inches) above this lower edge. The width o~ the opening delimited by the framing 18 is, for example, about 0.51 m (20 inches).
The emergency exit 16 according to the invention further includes a door normally blocking off the opening delimited by the framing 18 and which is composed in accordance with the invention of one upper element 20 and one lower element 22 separated from each other. As shall be seen subsequently in detail, the fitting of these two elements 230 and 22 constituting the door of the emergency exit 16b is embodied in such as way that it is possible to either open solely the upper element 20 to enable passengers to be evacuated after a forced alighting on water, or open in a single operation the upper element 20 and the lower element 22 so a5 to enable evacuation to be effected on land.
In the preferred embodiment shown on figures 1 and 2, the height of the upger element 20 of the door is about 0.91 m (36 inches), whereas the height of the lower element 22 is about 0.51 m (20 inches).
The lower element 22 of the door of the emergency exit 16 is joined via its lower horizontal edge to the lower horizontal edge of the opening delimited by the framing 18 by means of a double hinge 24. This double hinge 24 has two SP 8320.69 GP
horizontal and parallel hinge pins situated close to the outer casing of the fuselage 10 of the aircraft. This disposition enables the lower element 22 of the door of the emergency exit to be opened via gravity towards the outside of the aircraft, as shown diagrammatical:Ly by the arrow Fl on figure 1.
The tilting of the lower element 22 towards the inside of the aircraft is prevented by the step shape shown at the section by the lateral edges of the element 22 and the corresponding Iower portion of the opening delimited by the framing 18. In fact, this shape is such that the width of the portion of the element 22 orientated towards the outside of the aircraft is larger than the width of the corresponding portion of the opening orientated towards the inside of the aircraft.
The locking of the lower element 22 of the door of the emergency exit 16, used to evacuate following a forced alighting at sea, is ensured by a secondary locking device which includes in the embodiment shown on figure 2 two sliding bolts 26 and 27 able to slide along a common horizontal axis into guiding grooves (not shown) formed to this effect in the framing 18 slightly below the upper horizontal edge of the lower element 22. These sliding bolts 26, 2? may occupy one unlocked position shown on figure 2 in which they are totally retracted inside grooves and free the lower element 22, as well as one locked position in which they penetrate into latch catches 28, 29 mounted in the lateral edges of the lower element 22.
The control for the simultaneous displacement of the sliding bolts 26, 27 between their locked position and their unlocked position is ensured, for example, by an operating handle 30 accessible from inside the cabin of the aircraft.
The operating handle 30 is mounted pivoting on the fuselage SP 8320.68 GP
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by a spindle 32 and is integral with a triangular anchorage element 34. The handle 30 and the anchorage element 39 are mounted in the fuselage 210 above and on the side of the opening delimited by the framing 18.
A first linking rod 36 is joined by one of its extremities to the anchorage element 39 and extends towards the bottom so as to be joined via its lower extremity to an anchorage element 38, also triangular, mounted pivoting by a spindle 90 in the fuselage 10 close to the sliding bolt 26.
10 This sliding bolt is joined with a certain play to the anchorage element 38 so that a movement of the operating handle 30 between its unlocking position shown on figure 2 and its locking position makes it possible to move the sliding bolt 26 between its unlocked position as shown on figure 2 and its locked position where it penetrates into the corresponding latch catch 28.
A first extremity of a second linking rod 92 is also fixed to the anchorage element 3A. From the latter, the linking rod 92 extends approximately horizontally above the opening delimited by the framing 18 and its opposing extremity is joined to an intermediate element 94 mounted pivoting in the fuselage ZO by a spindle 96 approximately to the vertical line of the second sliding bolt 27.
The upper extremity of a third linking rod 98 is joined 2~ to the intermediate element 94 and this linking rod 48 extends towards the bottom in the fuselage 10 opposite the linking rod 36 with respect to the opening delimited by the framing 18. The lower extremity of the linking rod 48 is joined to a triangular anchorage element 50 mounting pivoting by a spindle 52 inside the fuselage 10 close to the second sliding bolt 27. This sliding bolt is joined with a certain play to the anchorage element 50 so that a movement of the operating handle 30 between its unlocked position and its SP 8320.(9 GP
>:~~'~ ~~~
locked position also has the effect of moving this second sliding bolt 27 between its unlocked position shown on figure 2 and its lacked position in which it penetrates into the latch catch 29.
The upper element 20 of the door of the emergency exit 16 is joined close to its lower horizontal edge to the lateral edges of the framing 18 around a horizontal axis so as to be able to pivot towards the inside of the aircraft cabin from its closed position shown on figures 1 and 2.
This articulation is ensured by two stops. These stops include two coaxial journals 54 which project laterally on both sides of the upper element 20 beyond the lower casing of the fuselage 10 so as to rest normally on two anchorage hooks 56 fixed to the lateral edges of the framing immediately above the lower element 22 of the door. These two anchorage hooks 56 project towards the inside of the fuselage 10 and open upwards so as to receive the journals 54. As shown by the dot-and-dash lines on figure 1, this disposition enables the upper element 20 to tilt towards the inside of the cabin 12 from its closed position (arrow F2) and then be extracted from the anchorage hooks 56 (arrow FZ) when it is desired to open the emergency exit.
The escaping of the upper element 20 of the door of the emergency exit towards the outside of the aircraft is prevented by the complementary shape presented in a section by the lateral and upper edges of this upper element and by the corresponding edges of the ogening formed in the framing 18. More specifically, these edges possess a step-shaped section so that the portion of the upper element 20 orientated towards the inside of the aircraft is larger than the corresponding portion of the opening orientated towards the outside of the aircraft.
The opening and closing of the emergency exit are SP 8'20.69 GP
controlled by a main locking device accessible from inside and outside the aircraft.
In the embodiment shown on figure :1, this main locking device includes a double handle 58 mounted pivoting in the upper portion of the upper element 20 by a horizontal spindle 60 orientated parallel to the longitudinal axis of the aircraft. The double handle 568 traverses in a sealed way the upper element 20 so as to be accessible on both sides of the latter.
As shown also on figure 2, a horizontal rod 62 connects the double handle 58 to two sliding bolts 64 able to slide into approximately vertical guiding grooves opening onto the upper horizontal edge of the upper element 20 opposite two latch catches 65 mounted on the upper horizontal edge of the framing 18.
The disposition described above makes it possible, by activating the double handle 58 from inside or outside the aircraft, to move the sliding bolts 69 from their locked gosition shown on figures 1 and 2, in which these sliding 2p bolts project into the latch catches 65, into an unlocked position in which these sliding bolts 64 are totally retracted inside the upper element 20.
So as to complete the description of the emergency exit shown on figures 1 and 2, it shall be observed that the upper element 20 like the lower element 22 of the door of this emergency exit are disposed in such a way so that the pressure which normally exists during flight inside the fuselage of the aircraft applies each of the elements 20 and 22 against the surface of the framing 18 orientated towards '~0 the inside of the cabin 12.
More specifically, the upper element 20 comprises on its upper edge two stops 68 which proaect beyond this edge so as to normally abut against the lower face of the upper SP 8320.69 GP
7. 0 horizontal edge of the framing 18.
The upper element 20 of the door of the emergency exit also comprises on each of its lateral edges a stop 70 which projects beyond this edge so as to normally abut against the lower faces of the lateral edges of the framing 18 in the upper portion of these edges.
In the lower portion of the upper element 20 of the door, the journals 59 also play the r8le of stops which abut against one portion opposite the anchorage hooks 56 under the effect of the internal pressure of the fuselage of the aircraft.
Similarly, the lower element 22 of the door of the emergency exit comprises on its lower horizontal edge two stops 72 which project towards the bottom so as to be normally in support against anchorage surfaces orientated towards the inside of the aircraft. These anchorage surfaces are formed on anchorage elements 74 secured to the lower edge of the framing 18, as shown in more detail on figure 1.
The upper horizontal edge of the lower element 22 of the door also includes two stops 76 which project upwards so as to be normally in support against anchorage surfaces orientated towards the inside of the aircraft. These anchorage surfaces are formed on anchorage elements 78 mounted on the lower edge of the upper element 20, as shown more specifically on figure 1.
So as to complete the description of the emergency exit of the invention, the upper element 20 and the lower element 22 are equipped with gaskets (not shown) which conventionally preserve the confinement of the cabin 12 with respect to the 3p outside when the emergency exit is closed.
In normal flight conditions, the main locking device manoeuvered in the embodiment example described by the double handle 58 occupies its locked position. On the other hand, SP 8320.69 GP
the secondary locking device activated by the operating handle 30 is normally unlocked. In fact, keeping of the lower element 22 of the door in a closed position is then ensured by the upper element 20.
When it is essential to evacuate the aircraft on land, the manoeuvering of the double control handle 58 of the main control device from inside or outside the aircraft immediately frees the upper element 20 of the door, said element pivoting via gravity towards the inside of the cabin in the direction of the arrow F2 on figure 1 around latch catches 54. This pivoting is accompanied by a progessive upwards removal of the anhorage elements 78 on which the stops 76 take support. As a result, when the pivoting of the upper element 20 reaches a predetermined angle, the support is elements ?8 axe totally removed with respect to the stops 76.
Given the fact that the secondary locking device is then unlocked, there is nothing to oppose the pivoting of the lower element 22 towards the outside of the aircraft in the direction of the arrow F1 on figure 1. It is to be noted that z0 this pivoting, as that o~ the upper element 20 around the latch catches 54, is effected by means of gravity.
So as to completely free the opening delimited by the framing 18, it merely remains to extract the upper element 20 by freeing the latch catches 54 of the hooks 56 so as to 25 reject this upper element towards the inside or outside of the cabin 12. This latter movement is symbolized by the arrow F3 on figure 1.
The emergency exit of the invention then has the configuration shown on figure 3 in which an opening having, 30 for example, a height of 1.42 m (56 inches) and a width of about 0.51 m (20 inches) is freed in the aircraft fuselage.
In addition, this opening has a threshold situated at the level of the floor 14 of the cabin. In this first SP 3320.59 GP
configuration, the emergency exit of the invention thus satisfies all current statutory requirements.
When it is anticipated to make an alighting on water of an aircraft equipped with emergency exits conforming to the invention, a member of the the cabin personnel, prior to this alighting, orders the locking of the secondary locking device of each emergency exit with the aid of operating handles 30.
When the aircraft needs to be evacuated following an alighting on water, the opening of the emergency exits is controlled, as in the case of a land evacuation, by manoeuvering the double handle 58, either from inside or outside the aircraft.
As in the case of a land evacuation, the unlocking of the main locking device results in an immediate pivoting of the upper element 20 around the horizontal spindle materialized by the latch catches 59 under the effect of gravity. However, when the pivoting of the upper elmeent 20 exceeds the predetermined angle so that the strips 76 no longer abut against the anchorage elements 78, the tilting of the lower element 22 does not take place as this element has previously been locked by means of the secondary locking device controlled by the operating handle 30.
The opening of the emergency exit, which occurs after having freed the upper element 20 from its supports constituted by the hooks 56 and after having rejected this element inside or outside the cabin, thus only concerns the upper portion of the opening normally sealed off by the upper element 20, whereas the lower portion of the opening remains sealed off by the lower element 22.
As shown on figure 4, the dimensions of the emergency exit of the invention after said exit has been opened are 0.91 m (36 inches) as regards its height and 0.51 m (20 inches) as regards its width. Moreover, its threshold is SP $320.69 GP
situated 0.51 m (20 inches) above the level of the floor 19 of the cabin above the float line of the device. The configuration exhibited by the emergency exit of the invention then satisfies the conditions required by current statutory regulations for carrying out an evacuation of an aircraft following an alighting on water.
Of course, the invention is not merely limited to the embodiment described above by way of example, but on the other hand covers all possible variants. Thus, it can be readily understood that the main locking device and the secondary locking device described above may assume different shapes, especially as regards the control of the locking sliding bolts and for the convenience of the crew. Cable transmission mechanisms may in particular be envisaged for the secondary locking device.
sP 83zo.69 GP
The secondary locking device is normally unlocked when in flight so that, after a forced alighting at sea, the emergency exit has a configuration in which the two elements of the door open when the main locking device is operated.
If a risk of forced alighting on water is detected, a member of the crew locks the secondary locking device. After alighting on water, a manoeuvering of the main locking device is thus expressed by an opening of solely the upper element of the door.
In one preferred embodiment of the invention, the lower element is joined to one lower horizontal edge of the framing so as to be able to pivot towards the outside of the aircraft after disposing of at least one anchorage surface farmed on a lower horizontal edge of the upper element when the secondary locking device is unlocked.
Moreover, the upper element is joined to the framing ' close to the lower element so as to be able to pivot towards the inside of the aircraft when the main locking device is unlocked, the removal of at least one anchorage surface being ensured via a pivoting of the upper element beyond a predetermined angle. In this preferred embodiment, the upper element is joined to the framing by journal mechanisms able to extract this upper element from the framing following a pivoting greater than said predetermined angle.
The lower element advantageously comprises on its lower edge and on its upper edge at least one stop able to abut respectively against a surface of the framing orientated towards the inside of the cabin and against said anchorage surface under the effect of the internal pressure of the cabin.
Similarly, the upper element preferably comprises on its 5P 8320.69 GP
upper edge and on each of its lateral edges at least one stop normally applied against one surface of the framing orientated towards the inside of the cabin under the effect of the internal pressure of the latter.
In these cireumstances, the door of the emergency exit is kept in place and plated against its fuselage supports by means of the internal pressure of the cabin.
The main locking device is accessible from both inside and outside the aircraft, whereas the secondary locking device is solely accessible from the inside of the aircraft.
BRIEF DESCRIPTION OF THE DRAWINGS
There now follows a non-restrictive example of one preferred embodiment of the invention with reference to the accompanying drawings on which - figure 1 is a partial transverse cutaway view of the cabin of an aircraft shown at the level of an emergency exit embodied in accordance with the invention ;
- figure 2 is a view taken from inside the aircraft and representing the front of the emergency exit shown on figure 1 ~
- figure 3 is a diagrammatic transverse cutaway view similar to that of figure 1 showing the emergency exit of figures 1 and 2 in the position it occupies after being opened for evacuating passengers on land, and - figure 4 is a view similar to figure 3 showing the position occupied by the emergency exit when passengers are evacuated following a forced alighting on water.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
On figures 1 and 2, the reference 10 denotes the portion of the fuselage of an aircraft delimiting the cabin 12 of the SP 8320.69 GP
latter. The floor of the cabin 12 is denoted by the reference 14.
Figures 1 and 2 more particularly represent one portion of the fuselage equipped with an emergency exit 16 embodied in accordance with the invention.
This emergency exit 16 comprises a framing 18 which forms an integral part of the fuselage 10 so as to define in the latter a generally rectangular opening whose lower horizontal edge is approximately situated at the level of the floor 14 and whose upper edge is situated, for example, about 1.92 m (56 inches) above this lower edge. The width o~ the opening delimited by the framing 18 is, for example, about 0.51 m (20 inches).
The emergency exit 16 according to the invention further includes a door normally blocking off the opening delimited by the framing 18 and which is composed in accordance with the invention of one upper element 20 and one lower element 22 separated from each other. As shall be seen subsequently in detail, the fitting of these two elements 230 and 22 constituting the door of the emergency exit 16b is embodied in such as way that it is possible to either open solely the upper element 20 to enable passengers to be evacuated after a forced alighting on water, or open in a single operation the upper element 20 and the lower element 22 so a5 to enable evacuation to be effected on land.
In the preferred embodiment shown on figures 1 and 2, the height of the upger element 20 of the door is about 0.91 m (36 inches), whereas the height of the lower element 22 is about 0.51 m (20 inches).
The lower element 22 of the door of the emergency exit 16 is joined via its lower horizontal edge to the lower horizontal edge of the opening delimited by the framing 18 by means of a double hinge 24. This double hinge 24 has two SP 8320.69 GP
horizontal and parallel hinge pins situated close to the outer casing of the fuselage 10 of the aircraft. This disposition enables the lower element 22 of the door of the emergency exit to be opened via gravity towards the outside of the aircraft, as shown diagrammatical:Ly by the arrow Fl on figure 1.
The tilting of the lower element 22 towards the inside of the aircraft is prevented by the step shape shown at the section by the lateral edges of the element 22 and the corresponding Iower portion of the opening delimited by the framing 18. In fact, this shape is such that the width of the portion of the element 22 orientated towards the outside of the aircraft is larger than the width of the corresponding portion of the opening orientated towards the inside of the aircraft.
The locking of the lower element 22 of the door of the emergency exit 16, used to evacuate following a forced alighting at sea, is ensured by a secondary locking device which includes in the embodiment shown on figure 2 two sliding bolts 26 and 27 able to slide along a common horizontal axis into guiding grooves (not shown) formed to this effect in the framing 18 slightly below the upper horizontal edge of the lower element 22. These sliding bolts 26, 2? may occupy one unlocked position shown on figure 2 in which they are totally retracted inside grooves and free the lower element 22, as well as one locked position in which they penetrate into latch catches 28, 29 mounted in the lateral edges of the lower element 22.
The control for the simultaneous displacement of the sliding bolts 26, 27 between their locked position and their unlocked position is ensured, for example, by an operating handle 30 accessible from inside the cabin of the aircraft.
The operating handle 30 is mounted pivoting on the fuselage SP 8320.68 GP
~:~~'s~~~
by a spindle 32 and is integral with a triangular anchorage element 34. The handle 30 and the anchorage element 39 are mounted in the fuselage 210 above and on the side of the opening delimited by the framing 18.
A first linking rod 36 is joined by one of its extremities to the anchorage element 39 and extends towards the bottom so as to be joined via its lower extremity to an anchorage element 38, also triangular, mounted pivoting by a spindle 90 in the fuselage 10 close to the sliding bolt 26.
10 This sliding bolt is joined with a certain play to the anchorage element 38 so that a movement of the operating handle 30 between its unlocking position shown on figure 2 and its locking position makes it possible to move the sliding bolt 26 between its unlocked position as shown on figure 2 and its locked position where it penetrates into the corresponding latch catch 28.
A first extremity of a second linking rod 92 is also fixed to the anchorage element 3A. From the latter, the linking rod 92 extends approximately horizontally above the opening delimited by the framing 18 and its opposing extremity is joined to an intermediate element 94 mounted pivoting in the fuselage ZO by a spindle 96 approximately to the vertical line of the second sliding bolt 27.
The upper extremity of a third linking rod 98 is joined 2~ to the intermediate element 94 and this linking rod 48 extends towards the bottom in the fuselage 10 opposite the linking rod 36 with respect to the opening delimited by the framing 18. The lower extremity of the linking rod 48 is joined to a triangular anchorage element 50 mounting pivoting by a spindle 52 inside the fuselage 10 close to the second sliding bolt 27. This sliding bolt is joined with a certain play to the anchorage element 50 so that a movement of the operating handle 30 between its unlocked position and its SP 8320.(9 GP
>:~~'~ ~~~
locked position also has the effect of moving this second sliding bolt 27 between its unlocked position shown on figure 2 and its lacked position in which it penetrates into the latch catch 29.
The upper element 20 of the door of the emergency exit 16 is joined close to its lower horizontal edge to the lateral edges of the framing 18 around a horizontal axis so as to be able to pivot towards the inside of the aircraft cabin from its closed position shown on figures 1 and 2.
This articulation is ensured by two stops. These stops include two coaxial journals 54 which project laterally on both sides of the upper element 20 beyond the lower casing of the fuselage 10 so as to rest normally on two anchorage hooks 56 fixed to the lateral edges of the framing immediately above the lower element 22 of the door. These two anchorage hooks 56 project towards the inside of the fuselage 10 and open upwards so as to receive the journals 54. As shown by the dot-and-dash lines on figure 1, this disposition enables the upper element 20 to tilt towards the inside of the cabin 12 from its closed position (arrow F2) and then be extracted from the anchorage hooks 56 (arrow FZ) when it is desired to open the emergency exit.
The escaping of the upper element 20 of the door of the emergency exit towards the outside of the aircraft is prevented by the complementary shape presented in a section by the lateral and upper edges of this upper element and by the corresponding edges of the ogening formed in the framing 18. More specifically, these edges possess a step-shaped section so that the portion of the upper element 20 orientated towards the inside of the aircraft is larger than the corresponding portion of the opening orientated towards the outside of the aircraft.
The opening and closing of the emergency exit are SP 8'20.69 GP
controlled by a main locking device accessible from inside and outside the aircraft.
In the embodiment shown on figure :1, this main locking device includes a double handle 58 mounted pivoting in the upper portion of the upper element 20 by a horizontal spindle 60 orientated parallel to the longitudinal axis of the aircraft. The double handle 568 traverses in a sealed way the upper element 20 so as to be accessible on both sides of the latter.
As shown also on figure 2, a horizontal rod 62 connects the double handle 58 to two sliding bolts 64 able to slide into approximately vertical guiding grooves opening onto the upper horizontal edge of the upper element 20 opposite two latch catches 65 mounted on the upper horizontal edge of the framing 18.
The disposition described above makes it possible, by activating the double handle 58 from inside or outside the aircraft, to move the sliding bolts 69 from their locked gosition shown on figures 1 and 2, in which these sliding 2p bolts project into the latch catches 65, into an unlocked position in which these sliding bolts 64 are totally retracted inside the upper element 20.
So as to complete the description of the emergency exit shown on figures 1 and 2, it shall be observed that the upper element 20 like the lower element 22 of the door of this emergency exit are disposed in such a way so that the pressure which normally exists during flight inside the fuselage of the aircraft applies each of the elements 20 and 22 against the surface of the framing 18 orientated towards '~0 the inside of the cabin 12.
More specifically, the upper element 20 comprises on its upper edge two stops 68 which proaect beyond this edge so as to normally abut against the lower face of the upper SP 8320.69 GP
7. 0 horizontal edge of the framing 18.
The upper element 20 of the door of the emergency exit also comprises on each of its lateral edges a stop 70 which projects beyond this edge so as to normally abut against the lower faces of the lateral edges of the framing 18 in the upper portion of these edges.
In the lower portion of the upper element 20 of the door, the journals 59 also play the r8le of stops which abut against one portion opposite the anchorage hooks 56 under the effect of the internal pressure of the fuselage of the aircraft.
Similarly, the lower element 22 of the door of the emergency exit comprises on its lower horizontal edge two stops 72 which project towards the bottom so as to be normally in support against anchorage surfaces orientated towards the inside of the aircraft. These anchorage surfaces are formed on anchorage elements 74 secured to the lower edge of the framing 18, as shown in more detail on figure 1.
The upper horizontal edge of the lower element 22 of the door also includes two stops 76 which project upwards so as to be normally in support against anchorage surfaces orientated towards the inside of the aircraft. These anchorage surfaces are formed on anchorage elements 78 mounted on the lower edge of the upper element 20, as shown more specifically on figure 1.
So as to complete the description of the emergency exit of the invention, the upper element 20 and the lower element 22 are equipped with gaskets (not shown) which conventionally preserve the confinement of the cabin 12 with respect to the 3p outside when the emergency exit is closed.
In normal flight conditions, the main locking device manoeuvered in the embodiment example described by the double handle 58 occupies its locked position. On the other hand, SP 8320.69 GP
the secondary locking device activated by the operating handle 30 is normally unlocked. In fact, keeping of the lower element 22 of the door in a closed position is then ensured by the upper element 20.
When it is essential to evacuate the aircraft on land, the manoeuvering of the double control handle 58 of the main control device from inside or outside the aircraft immediately frees the upper element 20 of the door, said element pivoting via gravity towards the inside of the cabin in the direction of the arrow F2 on figure 1 around latch catches 54. This pivoting is accompanied by a progessive upwards removal of the anhorage elements 78 on which the stops 76 take support. As a result, when the pivoting of the upper element 20 reaches a predetermined angle, the support is elements ?8 axe totally removed with respect to the stops 76.
Given the fact that the secondary locking device is then unlocked, there is nothing to oppose the pivoting of the lower element 22 towards the outside of the aircraft in the direction of the arrow F1 on figure 1. It is to be noted that z0 this pivoting, as that o~ the upper element 20 around the latch catches 54, is effected by means of gravity.
So as to completely free the opening delimited by the framing 18, it merely remains to extract the upper element 20 by freeing the latch catches 54 of the hooks 56 so as to 25 reject this upper element towards the inside or outside of the cabin 12. This latter movement is symbolized by the arrow F3 on figure 1.
The emergency exit of the invention then has the configuration shown on figure 3 in which an opening having, 30 for example, a height of 1.42 m (56 inches) and a width of about 0.51 m (20 inches) is freed in the aircraft fuselage.
In addition, this opening has a threshold situated at the level of the floor 14 of the cabin. In this first SP 3320.59 GP
configuration, the emergency exit of the invention thus satisfies all current statutory requirements.
When it is anticipated to make an alighting on water of an aircraft equipped with emergency exits conforming to the invention, a member of the the cabin personnel, prior to this alighting, orders the locking of the secondary locking device of each emergency exit with the aid of operating handles 30.
When the aircraft needs to be evacuated following an alighting on water, the opening of the emergency exits is controlled, as in the case of a land evacuation, by manoeuvering the double handle 58, either from inside or outside the aircraft.
As in the case of a land evacuation, the unlocking of the main locking device results in an immediate pivoting of the upper element 20 around the horizontal spindle materialized by the latch catches 59 under the effect of gravity. However, when the pivoting of the upper elmeent 20 exceeds the predetermined angle so that the strips 76 no longer abut against the anchorage elements 78, the tilting of the lower element 22 does not take place as this element has previously been locked by means of the secondary locking device controlled by the operating handle 30.
The opening of the emergency exit, which occurs after having freed the upper element 20 from its supports constituted by the hooks 56 and after having rejected this element inside or outside the cabin, thus only concerns the upper portion of the opening normally sealed off by the upper element 20, whereas the lower portion of the opening remains sealed off by the lower element 22.
As shown on figure 4, the dimensions of the emergency exit of the invention after said exit has been opened are 0.91 m (36 inches) as regards its height and 0.51 m (20 inches) as regards its width. Moreover, its threshold is SP $320.69 GP
situated 0.51 m (20 inches) above the level of the floor 19 of the cabin above the float line of the device. The configuration exhibited by the emergency exit of the invention then satisfies the conditions required by current statutory regulations for carrying out an evacuation of an aircraft following an alighting on water.
Of course, the invention is not merely limited to the embodiment described above by way of example, but on the other hand covers all possible variants. Thus, it can be readily understood that the main locking device and the secondary locking device described above may assume different shapes, especially as regards the control of the locking sliding bolts and for the convenience of the crew. Cable transmission mechanisms may in particular be envisaged for the secondary locking device.
sP 83zo.69 GP
Claims (10)
1. A double configuration emergency exit for evacuating an aircraft cabin comprising a framing delimiting an opening normally tightly sealed by a door and including a lower element, an upper element, and locking means for locking the exit in a closed position, said locking means comprising a first locking device inserted between the upper element and the framing, and a second locking device inserted between the lower element and the framing, said first locking means and said second locking means comprising mobile bolts whose displacement ensure a locking and an unlocking of said upper and said lower elements without any displacement thereof so that a freeing of the first locking device controls an opening of the lower and upper elements when the second locking device is unlocked, and an opening of solely the upper element, whose base is above a flotation line of the aircraft, when the second locking device is locked.
2. The emergency exit according to claim 1, characterized in that the lower element is joined to a lower horizontal edge of the framing to pivot outside the aircraft after at least one anchorage surface formed on a lower horizontal edge of the upper element has been removed when the second locking means is unlocked.
3. The emergency exit according to claim 2, characterized in that the upper element is joined to the framing close to the lower element to pivot towards an inside of the aircraft cabin when the first locking means is freed, a removal of the at least one anchorage surface being ensured by a pivoting of the upper element beyond a predetermined angle.
4. The emergency exit according to claim 3, characterized in that the upper element is joined to the framing by latch-catch mechanisms enabling said upper element to be extracted following a pivoting greater than the predetermined angle.
5. The emergency exit according to claim 4, characterized in that the latch-catch mechanisms include two coaxial latch-catches which project beyond two lateral edges of the upper element and two anchorage hooks fixed to lateral edges of the framing on which the latch-catch mechanisms normally take support.
6. The emergency exit according to any one of claims 3 to 5, characterized in that the lower element comprises on a lower edge thereof and on an upper edge thereof at least one stop able to abut against a surface of the framing orientated towards the inside of the aircraft cabin and against the at least one anchorage surface respectively under an effect of an internal pressure of the aircraft cabin.
7. The emergency exit according to any one of claims 3 to 5, characterized in that the upper element comprises on an upper edge thereof and on each lateral edges thereof at least one stop normally applied against a surface of the framing orientated towards the inside of the aircraft cabin under an effect of an internal pressure of the aircraft cabin.
8. The emergency exit according to any one of claims 1 to 7, characterized in that the first locking device is accessible from both inside and outside the aircraft cabin.
9. The emergency exit according to any one of claims 1 to 8, characterized in that the second locking device is accessible from inside the aircraft cabin.
10. The emergency exit according to any one of claims 2 to 9, characterized in that the lower horizontal edge of the framing is situated at a level of a floor of the aircraft cabin.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR9212033 | 1992-10-09 | ||
| FR9212033A FR2696706B1 (en) | 1992-10-09 | 1992-10-09 | Double configuration emergency exit for land evacuation and after landing of an aircraft cabin. |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2107809A1 CA2107809A1 (en) | 1994-04-10 |
| CA2107809C true CA2107809C (en) | 2005-12-06 |
Family
ID=9434340
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2107809 Expired - Fee Related CA2107809C (en) | 1992-10-09 | 1993-10-06 | Double configuration emergency exit for land evacuation and following alighting on water of an aircraft cabin |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0592317B1 (en) |
| CA (1) | CA2107809C (en) |
| DE (1) | DE69304853T2 (en) |
| FR (1) | FR2696706B1 (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1999007600A1 (en) * | 1997-08-05 | 1999-02-18 | Her Majesty The Queen As Represented By The Minister Of National Defence Of Her Majesty's Canadian Government | Emergency exit system |
| US9248913B2 (en) * | 2013-06-18 | 2016-02-02 | The Boeing Company | Attitude control of an aircraft in a ditching condition |
| JP6333633B2 (en) | 2013-08-22 | 2018-05-30 | ザ・ボーイング・カンパニーＴｈｅ Ｂｏｅｉｎｇ Ｃｏｍｐａｎｙ | Aircraft with multi-deck fuselage on the mezzanine floor |
| FR3018064B1 (en) | 2014-03-01 | 2018-02-23 | Latecoere | METHOD FOR OPENING / CLOSING AN AIRCRAFT CABIN DOOR AND CABIN DOOR ASSEMBLY SYSTEM IN AIRCRAFT FUSELAGE |
| CN106628196B (en) * | 2017-02-14 | 2023-05-09 | 成都飞机工业（集团）有限责任公司 | Aircraft drag parachute cabin with combined rear cover |
| CN107487434B (en) * | 2017-08-01 | 2020-05-15 | 中国航空工业集团公司西安飞机设计研究所 | Fixed wing aircraft cockpit |
| FR3081827B1 (en) * | 2018-06-02 | 2022-03-25 | Latecoere | DEVICE AND METHOD FOR OPENING/CLOSING AN EMERGENCY EXIT DOOR WITH OPENING ASSISTANCE, OF AN AIRCRAFT CABIN |
| EP3628584A1 (en) * | 2018-09-28 | 2020-04-01 | Bombardier Inc. | Aircraft door and method of operating the same |
| US11530023B2 (en) * | 2018-09-28 | 2022-12-20 | Bombardier Inc. | Aircraft emergency door and method of operating the same |
| CN109878694A (en) * | 2019-04-03 | 2019-06-14 | 西安飞机工业（集团）有限责任公司 | A kind of aircraft escape hatch baffle device for water and water blocking method |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR1042885A (en) * | 1950-04-15 | 1953-11-04 | Tecalemit | Aircraft cabin door |
| US4453684A (en) * | 1981-12-09 | 1984-06-12 | Omac, Inc. | Step operated locking mechanism for aircraft lower door |
| DE9100826U1 (en) * | 1990-01-31 | 1991-06-27 | SUT-Sicherheit, Umwelt und Technik GmbH, 3380 Goslar | Bulkhead for liquid-tight sealing of the lower part of a door opening or similar, in particular for retaining fire-fighting water |
-
1992
- 1992-10-09 FR FR9212033A patent/FR2696706B1/en not_active Expired - Fee Related
-
1993
- 1993-10-06 CA CA 2107809 patent/CA2107809C/en not_active Expired - Fee Related
- 1993-10-07 DE DE1993604853 patent/DE69304853T2/en not_active Expired - Lifetime
- 1993-10-07 EP EP19930402471 patent/EP0592317B1/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| CA2107809A1 (en) | 1994-04-10 |
| FR2696706A1 (en) | 1994-04-15 |
| DE69304853D1 (en) | 1996-10-24 |
| EP0592317A1 (en) | 1994-04-13 |
| EP0592317B1 (en) | 1996-09-18 |
| DE69304853T2 (en) | 1997-04-03 |
| FR2696706B1 (en) | 1994-12-23 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |