Note: Descriptions are shown in the official language in which they were submitted.
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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,
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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
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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
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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.
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