FR3067701A1 - METHOD FOR OPENING / CLOSING A MOBILE AIRCRAFT DOOR PANEL AND DOOR EQUIPPED WITH SUCH A MOBILE PANEL - Google Patents

Abstract

The invention relates to a mobile panel (200) of an aircraft door (100) adapted to follow an optimized opening / closing kinematics with regard to the safety conditions on the ground or in flight. In this door (100), the panel (200) can move between a closed position in a cutout (110) via a peripheral seal (120) and links in abutments (211, 212; 221, 222) of paths of cams (210; 220) for guiding the panel (200) in the transverse plane (PT), and a stable opening position. Upper (201) and lower (202) arms of the panel (200) extend in the transverse plane (PT) and cooperate via the links formed between rollers (10; 20) and cam paths (210; 220). ) respectively, with a driving lever (11) rotatable about a fixed axis (X'X) perpendicular to the transverse plane (PT) and a return means (16) mounted at one end (11a). , on the lower arm (202) and, at another end (11b), on a fixed point of the door (101). The lower cam path (220) extends, in the closed position, substantially parallel to the main direction (D1) of door skin (1P).

Description

METHOD OF OPENING / CLOSING AN AIRCRAFT DOOR MOBILE PANEL AND DOOR EQUIPPED WITH SUCH A MOBILE PANEL

DESCRIPTION

TECHNICAL FIELD The invention relates to a method for opening / closing an movable panel of an aircraft door according to an optimized kinematics, as well as to an aircraft door equipped with a movable implementation panel. of such a process.

The invention relates to any passenger cabin door of an aircraft: passenger doors, emergency doors. The emergency exit doors of an aircraft are located above the wing, while the passenger doors are generally located at the ends of the passenger cabin on, respectively, one and the other side of the fuselage.

In general, the kinematics of opening an aircraft door breaks down into several successive stages: opening a safety latch, release of a lock following the opening of the latch, then opening by disengaging the door from its frame towards the outside of the cabin according to an appropriate guide. In the case of emergency doors, the clearance is generally achieved by pivoting the door using actuators in coupling with a hinge around an axis of rotation. For closing, all these movements follow one another in reverse kinematics.

The doors and their framing can also integrate additional functions: visual indicators and proximity sensors, emergency opening aid and pressurization blocking mechanism if the door is not properly closed, space reserved in the door structure for installing acoustic patches and thermal linings.

STATE OF THE ART [0005] The opening of a cabin door can generate safety problems on the ground or in flight in the following circumstances and conditions:

- when the door is not "correctly" closed - in particular in the case of a door blocked and closed but not locked - pressurization must be prevented or interrupted ("pressurization prevention" in English terminology);

- in the flight phase, the cabin being pressurized, any attempt to open the door must be preventable ("pressure lock" function in English terminology);

- in flight, strong external pressure (“negative pressure” function) can open the door;

- on the ground, the presence of residual pressure in the cabin can lead to a sudden and uncontrolled opening of the door ("residual pressure");

- the presence of ice or icing on the external fuselage prevents the door from opening on the ground ("de-icing" function in English terminology).

The integration and activation of a movable panel in the doors of aircraft have been implemented to solve one or the other problem mentioned above and thus meet the corresponding regulatory requirement.

In particular, closing the panel blocks the door in the closed and locked position, and opening the door blocks the panel in the open position. The door cannot therefore be opened as long as the panel is closed, and the panel does not close until the door is closed, locked and blocked, thereby preventing incorrect door closing.

In the event of negative pressure, the panel must be able to withstand this pressure so as not to actuate the door opening mechanism. A mechanism dedicated to an active closing function of the panel - called the "negative pressure" function - is then provided. It is notably known from patent document US 5,305,969 an aircraft door panel which opens by a dedicated mechanism, connected to a shaft actuated by the handle for releasing in rotation a cam for unlocking the door. When attempting to open the door in flight, the panel opening mechanism acts as a latch to block movement of the shaft and prevent the door from opening.

If the panel is used as the door opening handle from outside the cabin, a mechanism for deactivating the "negative pressure" function is implemented to authorize the opening of the panel.

Furthermore, document US Pat. No. 5,337,977 describes a vent panel mounted against the return spring force and coupled in rotation to a shaft also mounted in rotation on the door of an aircraft. When a locking assembly releases the door, the panel is also released by the action of a drive rod. If the internal and external pressures on the aircraft are approximately equal, the springs rotate the opening panel. The locking assembly can then continue to be actuated to open the door.

In document US 2010/0294887, provision is made to minimize the risk of freezing at the opening / closing mechanisms when the door is opened, while rain or snow passes through the panel which s 'opens when the door is unlocked. For this purpose, a control member at least partially opens the panel by pivoting before unlocking the door, then closes the panel when the door is placed in the open position.

It is also known to add a mechanism for reducing the movement of the panel by a remote axis to allow the opening of a panel when it is covered with ice.

In addition, in US patent document 5,931,415, the door is equipped with a ventilation panel activated in rotation by an internal handle. This creates an air passage to equalize the pressure between the cabin air and the outside air. The ventilation panel is used as a "pressure lock" to prevent the door from opening in the event of residual pressurization.

STATEMENT OF THE INVENTION In all these documents, the movable panel is accompanied by complex and delicate auxiliary mechanisms, the complexity and fragility being increased when these mechanisms are combined to exercise a set of functions meeting the requirements of the regulations.

The invention aims to meet the main conditions that the doors must meet according to the regulations, namely the functions of "pressurization prevention", "pressure lock", "negative pressure" and "deicing" by overcoming the combination of auxiliary mechanisms. To do this, the invention sets up a kinematics for opening a movable panel in the door first by translating the panel parallel to itself, followed by a rotation of the panel allowing it to be opened. Starting the opening movement with a translation cannot, in any case, be the result of pressure, which makes it possible to control the conditions for opening the panel.

As such, the present invention relates to an interior opening / closing process of a movable cabin door panel of an aircraft fuselage according to an optimized kinematics. The panel opening kinematics, from an initial state of the panel in the closed position in a cutout of the door in alignment with the door skin profile, follows the following steps, generated by successive pushes exerted in rotation in the same direction on the same drive lever, in connection with an upper end of the panel, around a fixed axis perpendicular to a plane transverse to the fuselage:

a step of interior opening of the panel by a translation in a direction substantially parallel to the door in the transverse plane, the panel circulating at its upper and lower ends in respectively upper and lower cam paths in order to be guided, from initial positions, according to said translation on an opening of the lower cam path;

a step for releasing the panel from the lower cam at the end of the previous translation step followed by a step for rotating an upper end of the panel around an axis parallel to said fixed axis, the lower end of the panel being driven by a restoring force;

- A step of stabilizing the panel in the open position by maintaining the upper end of the panel in position in the upper cam track and maintaining the lower guide by the restoring force.

And the panel closing kinematics consists, from the previous stabilization step of the panel in the open position, in exerting a rotation of the drive lever in the opposite direction in order to drive the panel towards its closed position. interior by a rotation then a final translation in opposite direction and in the reverse order of the panel opening kinematics, with an upper guide of the panel in the initial position of the upper cam path and a lower guide of the panel in the lower cam which returns to the initial position.

According to a preferred embodiment, the method comprises a preliminary step of detaching an upper portion of the panel out of the door cutout, in which the panel is initially inserted in the closed position, by circulation of the upper end of the panel along an upper cam track inclined, with respect to the door in the transverse plane, by an angle inducing an angular deviation in separation from the upper panel portion, the lower end of the panel pivoting in the path lower cam. An angular deviation called separation has a minimum value allowing such separation, for example from a few tenths to a few degrees. In addition, the cam tracks advantageously have clearance games in order to allow the movable panel to follow a deflection towards the outside of the door skin.

The invention also relates to an aircraft fuselage door extending in the passenger cabin along a main steering skin in a plane transverse to the fuselage and equipped with a movable panel for implementing the method defined above. -above. In this door, the panel can move between a closed position in a cutout of the door, pressing against the door via a peripheral seal and connections in upper and lower cam track stops for guiding the panel in the plane. transverse to the fuselage, and a stable opening position outside the stop link of the lower cam. Upper and lower arms of the panel extend in the transverse plane and cooperate, via the connections formed between rollers and respective cam tracks, respectively with a drive lever movable in rotation about a fixed axis perpendicular to the plane transverse and a return means mounted, at one end, on the lower arm and, at another end, on a fixed door point, this return means being able to cause the panel to rotate around said fixed axis after release of the lower roller from its cam path by an opening formed in this path. At least the lower cam track extends, in the closed position of the panel, substantially parallel to the main direction of the door skin in the transverse plane between two locking stops forming a guide path for the lower roller parallel to the main direction .

In preferred embodiments:

- the upper cam track extends, in the closed position of the panel, at an angle of inclination relative to the main direction of the door skin in the transverse plane between two locking stops, so that the circulation of the roller between these stops correspond to the passage between a position for closing the panel and a position for initiating movement of the panel by detaching an upper portion of the panel from the door cutout;

- The upper and lower cam tracks have an inner face, and respectively an outer face, hollowed out in order to allow clearance of movement of the movable panel to follow an outward deflection of the door skin, in particular under the effect of internal pressure;

- a blocking strip extends in the transverse plane of the door, in order to hold the panel after release of the lower roller from the lower cam;

- a control handle causes the rotation of the drive lever around its fixed axis;

- an external access flap is formed in an external wall of the movable panel which fits into the cutout of the door in the closed position of the panel.

In the present text, the "higher", "lower" location qualifiers relate to standard configurations for locating elements in an aircraft on the ground or in cruise flight. The qualifier "transverse" refers to an extent perpendicular to the fuselage of the aircraft. In addition, "internal" and "external" refer to the space in and out of the cabin or fuselage, respectively.

PRESENTATION OF THE FIGURES [0022] Other data, characteristics and advantages of the present invention will appear on reading which follows and which details the embodiments of the invention given solely by way of nonlimiting examples. These detailed embodiments are accompanied by figures for a better visualization and understanding of the combinations of means used, these figures representing respectively:

FIG. 1, a cross-sectional view of an aircraft fuselage at the level of an emergency evacuation door provided with an example of a movable panel according to the invention in the closed position;

- Figures 2 to 5, the cross-sectional view according to Figure 1 at different stages - respectively: detachment, translation, rotation, stabilization - of the opening kinematics according to the invention of the movable panel, and

- Figure 6, the cross-sectional view according to the preceding figures before the final translation step of the kinematics of closing said panel which results in the state of panel according to Figure 1.

DETAILED DESCRIPTION With reference to the cross-sectional view of FIG. 1, the skin 1P of an aircraft fuselage door 100 according to the invention extends in the transverse plane Pt of the figure in a main direction D1, the plane Pt extending perpendicular to the aircraft fuselage which longitudinally follows the axis F'F. Door 100 is, in the example, an emergency escape door from the passenger cabin. It is fitted with a movable panel 200 capable of implementing the door panel opening / closing kinematics according to the invention.

In Figure 1, the movable panel 200 is in the flight closed position in a cutout 110 of the door 100, and pressed against this door 100 via a peripheral seal 120 and rollers 10 and 20 in cams upper 210 and lower 220 for guiding the panel 200. The panel 200 comprises upper 201 and lower 202 guide arms which extend in the transverse plane Pt of FIG. 1. Advantageously, clearance games J1, J2 are located respectively on an internal face 21 Oi and on an external face 220e of the cams 210 and 220, so as not to lose sealing in the event of deflection of the external skin 1P of the door 100 towards the exterior of the aircraft “EX” under the effect of internal pressure. This arrangement incidentally makes it possible to reduce the diameter of the seal 120 and therefore its mass.

The upper arm 201 incorporates the upper guide cam 210 which defines a guide path for an upper roller 10 fixed at one end 11a of a drive lever 11 between a closure locking stop 211 and a stop detachment block 212 in the exemplary embodiment. This lever 11 is movable in rotation about a fixed axis X'X arranged at the other end 11b of the lever 11 perpendicular to the transverse plane Ργ. The internal door closing control handle 12 directly drives the lever 11 around its fixed axis X'X. Alternatively, a remote handle in connection with the drive lever 11 via a reduction mechanism with rods or pinions can be used.

The lower arm 202 is equipped with the roller 20 circulating in the fixed lower guide cam 220 which defines a guide path between an upper blocking stop 221 and a lower blocking stop 222 having an opening 35.

The panel 200 is also equipped with a flap 13 for access to the cabin from outside the aircraft. The flap 13 is arranged in an outer wall 230 of the movable panel 200, which fits into the cutout 110 of the door 100 in the closed position of said panel 200. The flap 13 is advantageously articulated by an extension arm 14 around an axis B'B parallel to the fuselage axis F'F, this arm 14 holding the flap 13 in a housing 15.

In addition, a return spring 16 is mounted, at one of its ends 16a, on a lower portion of the panel 200 - on the lower guide arm 202 in the example - and, at its other end 16b , on a fixed point of door 101. The return spring 16 has the function, as will appear hereinafter in detail, of driving the panel 200 in rotation about the fixed axis X'X of the drive lever 11, after release of the lower roller 20 through the opening 35 of the lower guide cam 220. A tread 130, extending in the transverse plane Pt from the door skin 1 P, makes it possible to guide the panel 200 after release of the lower roller 20 from the lower guide cam 220.

The installation of the movable panel 200 closing the cutout 110 for air passage makes pressurization impossible if it is not closed, the closure by the internal control handle 12 inducing a triple action on the door 100: actual closing, blocking ("latched" in English terminology) and locking ("locked" in English terminology).

The cross-sectional views of Figures 2 to 5 illustrate successive positions of the movable panel 200 of the door 100 at the different stages - respectively: detachment, translation, rotation, opening stabilization of this panel 200 according to the optimized kinematics of the invention. These steps are successively generated by the counterclockwise rotation R1 exerted by the control handle 12 on the drive lever 11 around its fixed axis X'X.

Referring to Figure 2, in nominal conditions of interior opening of the panel 200 on the ground, that is to say without ice or icing on the outer skin of the door and fuselage 1 P, the method comprises advantageously a preliminary step of initialization of movement by detachment of an upper portion 2s of the panel 200. The detachment makes it possible to initiate the exit of the panel 200 from the door cutout 110 in which the panel 200 is initially inserted in the position of closing. To do this, the thrust exerted by the control handle 12 on the drive lever 11 causes the upper roller 10 to roll in the upper guide cam 210 from the closing blocking stop 211 to the detaching blocking stop 212. Simultaneously, the panel 200 rotates around the lower roller 20 under the action of the return spring 16, thereby peeling off the seal 120 over approximately half up to its entire bearing surface. This detachment will make it possible to substantially reduce the friction of the seal 120 during the opening step by translation which follows.

Alternatively, the method can overcome this preliminary detachment step by providing that the upper roller 10 does not reach the detachment locking stop 210 and stops in an intermediate position between the stops 211 and 212. The upper roller 10 then drives the translation of the panel from this intermediate position.

The guide path of this upper cam 210 between the two stops 211 and 212 is generally inclined at an angle "A" relative to the skin 1P of the door 100 in the transverse plane Pt in the closed position of the panel 200. The value of this angle of inclination “A”, here equal to approximately 65 degrees, is adjusted to obtain a minimum value of angular separation of separation “E” from the front wall 230 of the panel 200 relative to the door. 100 in the transverse plane Pt. This angular deviation value “E” is here approximately 3.5 degrees, but it can reach a few tenths to several degrees, for example 3 to 5 degrees or more, depending on the configuration (the Figure 2 shows a much higher value to better represent the separation). The separation angular deviation "E" is reached when the roller 10 is locked on the separation abutment 212, the roller 20 remaining in position in the upper locking stop 221 of the lower guide cam 220.

When an internal opening of the panel 200 on the ground in the presence of ice or frost covering and securing its outer wall 230 to the outer skin 1 P, the angle of inclination "A" of the upper cam 210 allows generate sufficient force to cause the mobile panel to peel off and cause the ice film to rupture. The next translation step is then made possible. In order to eject a wedge of ice which would remain in the lower part of the panel 200, a chamfer 240 is advantageously provided on the lower edge 2i of the front wall 230 of the panel 200 facing outwards EX.

In an attempt to open the door 100 in flight by a passenger acting on the internal handle 12, the rotation of the lever 11 is stopped by the tightening 213 of the upper cam 210 when the force generated by the pressure cabin can not be countered by the inclination of the upper cam 210. If the cabin pressure is insufficient, the upper roller 10 passes the cusps 31, 32 and reaches the abutment stop 212. The continued rotation of the lever 11 causes the translation of the panel 200 and the lower roller arrives opposite the opening 35 of the lower stop 222. But the panel 200 cannot rotate around the upper roller 10 under the effect of the residual cabin pressure. The lower roller 20 cannot come out through the opening 35 of the lower stop 222: the rotation of the drive lever 11 is stopped, thus blocking the attempt to open.

The step of opening the panel 200 to the ground under nominal conditions is illustrated in the sectional view of Figure 3. In this step, the rotation of the drive lever 11 caused by the push on the handle control 12 prints a translation “T” of the panel 200 in a direction substantially parallel to the main direction D1 of the door skin 1P in the transverse plane Pt. The translation “T” takes place here downwards, that is to say ie towards a lower fuselage part or the cabin floor (not shown). The roller 20 of the lower guide arm 202 then exits from the upper locking stop 221, from the lower guide cam 220, to curl up in the lower stop 222 of this lower cam 220, along a guide path between the stops 221 and 222 oriented along the "T" translation.

The internal opening of the panel 200 from a translational movement makes it possible to resist the negative pressure - which would lead to the setting in motion of the mechanism for opening the door 100 - because the initial setting in motion of the panel 200 by translation cannot be the result of negative pressure.

It is also possible to open the panel 200 on the ground from the outside - with or without the presence of ice or frost - by pivoting the access flap 13 of the panel 200 using the extension arm 14. This pivoting provides access to a lower face 17 of the housing 15. The operator then pushes the panel 200 downward in the translation "T" directly causing this movement to rotate the drive lever 11 in the direction counterclockwise R1. The blocking presence of ice or frost can advantageously be eliminated, in this case of external opening, using auxiliary means.

This mechanism performs a phase of opening the panel 200 identical to the interior opening described above. This use of the panel 200 as an external opening handle makes it possible to dispense with a mechanism for deactivating the "negative pressure" function.

An additional rotation of the drive lever 11 by the internal control handle 12 releases the lower roller 20 from the panel 200 of the lower cam 220, as illustrated in FIG. 4. The roller 20 exits through the opening 35 in the lower locking stop 222, and the lower arm 202 is rotated by the return spring 16 towards the inside of the fuselage or cabin “IN”, up to the rotation locking surface 130. The rotation of the panel 200 takes place around the axis G'G of the upper roller 10 parallel to the fixed axis X'X of the lever 11. In the present configuration, the door 100 is still locked and the panel 200 is sufficiently open to respect the minimum leak criteria.

The rotation of the drive lever 11 continues, the upper guide cam 210 arrives substantially under the lever 11. The upper roller 10 remains in the detachment stop 212 under the effect of the traction exerted by the spring 16 , as illustrated in FIG. 5. The panel 200 is thus stabilized in the so-called open position by the upper roller 10 blocked in the detachment stop 212 and, advantageously, by the guide of the lower arm 202 on the blocking surface 130. The roller lower 20 is held in abutment by the return spring 16. As a variant, a stop can be added to the blocking surface 130 to block the internal control handle 12 in a stable intermediate position.

In order to close the panel 200 in the cutout 110 of the door 100 from its open position in Figure 5, the lever 11 is rotated by the internal control handle 12 clockwise R2 and the roller lower returns to curl in the lower stop 222 of the lower guide cam 220. The door 100 is then found in a closed, blocked and locked state. The panel is brought against the door skin 1P by exerting a manual action, in the case of the variant mentioned above, or mechanical action (by means of the lever 11) against the return force of the spring 16.

This closing kinematics first leads the panel 200 parallel and as close as possible to the door cutout 110, as illustrated in FIG. 6.

A final rotation of the drive lever 11 moves the panel 200 in a final translation "T" in a direction opposite to the translation "T" of the opening kinematics of the panel 200 (see Figure 3). At the end of this translation "T '", the lower roller 20 integrates the upper stop 221 of the lower guide cam 220 and the front wall 230 of the panel 200 returns to fit into the cutout 110, in alignment with the outer skin 1P of door 100 (see figure 1).

The invention is not limited to the embodiments described and shown. Thus the initial translation "T" of the panel can be done downwards, as above towards the floor of the cabin, or upwards, that is to say towards the ceiling of the cabin, by "balancing" the same way the orientations of the cams and the movements of the rollers in these cams.

In addition, the rotation of the panel can also be implemented from outside the fuselage, which facilitates access and facilitates closing from the outside. To implement this variant, the angle of inclination “A” of the upper guide path relative to the door skin, as well as the orientation of the opening of the lower stop and the position of the seals. The kinematics of the initial translation allow this symmetrical configuration.

Furthermore, the upper cam can be carried by the drive lever, the upper roller in this case attaching to the upper arm of the panel. Similarly, the lower roller can be fixed on the door and the lower cam is then secured to the lower arm of the panel.

In addition, the rollers can be replaced by pins, or lugs, the spring can be helical or lamella or replaced by a jack.

Claims (11)

1. Method for interior opening / closing of a mobile panel (200) of the cabin door of an aircraft fuselage (100) according to an optimized kinematics, in which the kinematics of opening of the panel (200), from an initial state of the panel (200) in the closed position in a cutout (110) of the door (100) in alignment with the door skin profile (1 P), is characterized in that it follows the steps following, generated by successive thrusts exerted in rotation in the same direction (R1; R2) on the same drive lever (11), in connection with an upper end (201) of the panel (200), around an axis fixed (X'X) perpendicular to a plane transverse to the fuselage (Pt): - A step of interior opening of the panel (200) by a translation (T) in a direction substantially parallel to the door (100) in the transverse plane (Pt), the panel (200) flowing at its upper ends (201) and lower (202) in cam tracks (210, 220) respectively upper and lower so as to be guided, from initial positions, according to said translation (T) on an opening (35) of the lower cam track (220 ); a step of releasing the panel (200) from the lower cam (220) at the end of the previous translation step followed by a step of rotating an upper end (201) of the panel (200) around an axis (G'G) parallel to said fixed axis (X'X), the lower end (202) of the panel (200) being driven by a restoring force (16); a step of stabilizing the panel (200) in the open position by maintaining the upper end (201) of the panel (200) in position in the upper cam path (210) and maintaining the lower guide by the restoring force ( 16); and in that the closing kinematics of the panel (200) consists, from the previous stabilization step of the panel (200) in the open position, in exerting a rotation (R1) of the drive lever (11) in the direction reverse in order to drive the panel (200) towards its interior closed position by a rotation then a final translation (Τ ') in opposite direction and in reverse order of the opening kinematics of the panel (200), with a upper guide of the panel (200) in the initial position of the upper cam path (210) and a lower guide of the panel (200) in the lower cam (220) which returns to the initial position during the final translation (Τ '). 2. Interior opening / closing method according to claim 1, characterized in that it comprises a preliminary step of detaching an upper portion (2s) of the panel (200) outside the door cutout (110), in which the panel (200) is initially inserted in the closed position, by circulation of the upper end (201) of the panel (200) along an inclined upper cam path (210), relative to the door (100) in the transverse plane (Pt), of an angle (A) inducing an angular difference (E) of separation of the upper portion (2s) of panel (200), the lower end (202) of the panel (200) pivoting in the lower cam path (220). 3. Aircraft fuselage door extending in the passenger cabin along a skin (1P) of main direction (D1) in a plane transverse to the fuselage (Pt) and equipped with a movable panel (200) for implementing the method according to any one of the preceding claims, in which the panel (200) can move between a closed position in a cutout (110) of the door (100), pressing against the door (100) via a peripheral seal (120) and connections (10; 20) in stops (211, 212; 221, 222) of upper (210) and lower (220) cam tracks for guiding the panel (200) in the plane transverse to the fuselage ( Pt), and a stable opening position outside the stop link (20) of the lower cam (220), the door (100) being characterized in that the upper (201) and lower (202) arms of the panel (200) extend in the transverse plane (Pt) and cooperate, via the connections formed between rollers (10; 20) and respective cam tracks (210; 220), respectively with a drive lever (11) movable in rotation about a fixed axis (X'X) perpendicular to the transverse plane (Pt) and a return means (16) mounted , at one end (11a), on the lower arm (202) and, at another end (11b), on a fixed door point (101), this return means (16) being able to drive the panel (200) into rotation about said fixed axis (X'X) after release of the lower roller (20) from its cam path (220) by an opening (35) formed in this path (220), and in that at least the path of lower cam (220) extends, in the closed position of the panel (200), substantially parallel to the main direction (D1) of the door skin (1P) in the transverse plane (Pt) between two locking stops (221, 222) forming a guide path for the lower roller (20) parallel to the main direction (D1). 4. An aircraft fuselage door according to the preceding claim, in which the upper cam track (210) extends, in the closed position of the panel (200), at an angle of inclination (A) relative to the main direction (D1) of door skin (1P) in the transverse plane (Pt) between two locking stops (211, 212), so that the circulation of the roller (10) between these stops (211, 212) corresponds to the passage between a closed position of the panel (200) and a position for initiating movement of the panel (200) by detaching an upper portion (2s) of the panel (200) outside the door cutout (110). 5. aircraft fuselage door according to the preceding claim, wherein the upper cam tracks (210) and lower (220) have an inner face (21 Oi), and respectively an outer face (220e), hollowed out in order to allow clearance games (J1; J2) of the movable panel (200) to follow an outward deflection (EX) of the door skin (1P). 6. An aircraft fuselage door according to any one of claims 3 to 5, in which a blocking strip (130) extends in the transverse plane (Pt) of the door (100), in order to hold the panel. (200) after release of the lower roller (20) from the lower cam (220). 7. An aircraft fuselage door according to any one of claims 3 to 6, in which a control handle (12) causes the rotation of the drive lever (11) about its fixed axis (X’X). 8. An aircraft fuselage door according to the preceding claim, wherein the control handle (12) is a remote handle in connection with the drive lever (11) via a reduction mechanism. 9. An aircraft fuselage door according to any one of claims 3 to 7, in which an exterior access flap (13) is formed in an exterior wall (230) of the movable panel (200) forming part of the cutout (110) of the door (100) in the closed position of the panel (200). 10. aircraft fuselage door according to the preceding claim, wherein the flap (13) is articulated by an extension arm (14) about an axis 5 (B’B) parallel to the fuselage axis (F’F), the extension arm (14) holding the flap (13) in a housing (15). 11. An aircraft fuselage door according to any one of claims 9 or 10, in which a chamfer (240) is provided on a lower edge (2i) of the outer wall (230) of the panel (200).