A handle for opening and closing a door of an aircraft is provided. The handle has a base part lockable to a rotatable shaft of an opening mechanism of the door, a hand gripping part connected to the base part, and a hinge connecting the base part to the hand gripping part to allow relative rotation of the hand gripping part with respect to the base part about a first axis. At least one seat is integral with the base part and at least one seat is integral with the hand gripping part, the seats being adjacent and aligned along a second axis parallel to the first axis. A mechanical fuse element of constraint is received in the seats, such that by applying to the hand gripping part a bending stress around the hinge greater than a predetermined threshold, the mechanical fuse element of constraint shears between the seats.

A hatch locking device for an aircraft hatch includes an eccentric bush which can be connected to a hatch bulkhead of the aircraft hatch panel, an inner lining which is introduced into the eccentric bush and has a bolt receptacle which is oriented centrally along a bolt receptacle axis for receiving a locking bolt, a conical pressing sleeve in the inner lining, a conical clamping sleeve, the outer conical shell face of which is in displaceable engagement with an inner conical shell face of the conical pressing sleeve, and the inner cylindrical shell face of which is flush with the outer wall of the bolt receptacle, and linear actuators which are mounted on in each case two opposite sides of the conical pressing sleeve in the inner lining and are designed to displace the conical pressing sleeve along the bolt receptacle axis with respect to the conical clamping sleeve.

A door unit for an aircraft includes a door which is configured, in a closed position, to cover an opening in the vehicle and to delimit a vehicle interior from a vehicle environment; a pressure compensation flap which is configured, in a sealing position, to cover a pressure compensation opening in the door and, in a pressure compensation position, to at least partially release the pressure compensation opening; a locking element which is configured, in a locking state, to lock the door in the closed position and, in an unlocking state, to unlock the door; and a blocking element which is configured, in the sealing position of the pressure compensation flap, to block a movement of the locking element from the locking state into the unlocking state, wherein the blocking element is arranged on the pressure compensation flap.

A securing mechanism for a vehicle door. The securing mechanism includes: a locking system which includes a locking element configured, in a locking position of the locking element, to lock the vehicle door in a closed position and, in an unlocking position of the locking element, to unlock the vehicle door; a securing element configured, in a securing position, to block a locking element movement from the locking position into the unlocking position in a first direction and, in a release position, to release the movement of the locking element from the locking position into the unlocking position in the first direction; and an actuator configured to move the securing element from the release position into the securing position and/or from the securing position into the release position. The securing element is configured, in the securing position, to release a movement of the locking element in a second direction.

An emergency exit door (2) for an aircraft cabin, the door includes an opening-assist mechanism and an opening/closing device having a control lever (7), which can selectively be actuated to either unlock the door (2) and permit the action of the door (2) opening assist mechanism or to lock the door (2). The control lever (7) includes an adaptation mechanism (10) for adjusting the lever arm, the adaptation mechanism (10) being moveable between at least two positions: an opening-action position and a closing-action position, the lever arm (LO) of the control lever (7) in the opening-action position being shorter than the lever arm (LF1, LF2) of the control lever (7) in the closing-action position.

An emergency exit door (2) for an aircraft cabin, the door includes an opening-assist mechanism and an opening/closing device having a control lever (7), which can selectively be actuated to either unlock the door (2) and permit the action of the door (2) opening assist mechanism or to lock the door (2). The control lever (7) includes an adaptation mechanism (10) for adjusting the lever arm, the adaptation mechanism (10) being moveable between at least two positions: an opening-action position and a closing-action position, the lever arm (LO) of the control lever (7) in the opening-action position being shorter than the lever arm (LF1, LF2) of the control lever (7) in the closing-action position.

An aircraft including a fuselage, an aircraft fuselage end cargo door, and a fuselage end cargo door mechanism. The aircraft fuselage end cargo door couples to the fuselage at a major joint line. The fuselage end cargo door mechanism including a hinge rotatably coupling an aircraft fuselage end cargo door to a fuselage, the hinge being coupled to both the aircraft fuselage end cargo door and the fuselage so that an axis of rotation of the aircraft fuselage end cargo door, defined by the hinge, relative to the fuselage is located forward of a major joint line between the aircraft fuselage end cargo door and the fuselage, wherein an uppermost portion of the major joint line comprises a joint line radius where a portion of the joint line radius formed by the aircraft fuselage end cargo door pivots within another portion of the joint line radius formed by the fuselage.

An aircraft door translation hinge assembly connects a passenger door of an aircraft to the aircraft fuselage structure and enables the passenger door to move through a desired opening motion. The opening motion of the passenger door is controlled by a simplified mechanism that utilizes a pair of linkages connected by a cam surface follower that engages in sliding engagement with a cam surface. The simplified mechanism controls a pivoting movement of the passenger door as the passenger door is first opened, and then controls a translation movement of the passenger door as the passenger door is continued to be opened from a passenger door opening in the aircraft fuselage.

Provided is an air-ground use vehicle capable of opening and closing a door, while a main wing is folded along a fuselage, without interfering with the main wing. The air-ground use vehicle includes: a main wing; a fuselage; a sliding door provided in a side surface of the fuselage; and a hinge mechanism that connects the main wing to the fuselage and that is capable of rotating between a first state, in which the main wing 4 is folded along the fuselage, and a second state, in which the main wing is opened to a side of the fuselage. In the first state, the sliding door opens and closes by sliding in a space formed between the main wing and the fuselage, with an outer surface of the fuselage and an inner surface of the sliding door facing each other.

An aircraft cabin door system has a cabin door having an outer side and an inner side, a drive device coupled to the cabin door for moving the cabin door into an open position, a first actuation device, a second actuation device, and an emergency chute unit coupled to the cabin door and having an emergency chute and an actuation mechanism. The emergency chute unit can be moved into an active state, in which opening the cabin door leads to activation of the emergency chute, and an inactive state, in which opening the cabin door does not lead to activation of the emergency chute. The emergency chute unit is in the inactive state when the cabin door is opened after actuation of the first actuation device. The emergency chute unit is in the active state when the cabin door is opened after actuation of the second actuation device.