Systems and methods for securing an emergency exit door on an armrest of a seat are provided. A system includes a latch connected to an armrest of a seat of a vehicle. The latch is moveable relative to the armrest between a stowed position and a deployed position. The latch is structured and arranged to engage an edge of a door that is associated with an exit of the vehicle to hold the door on the armrest.

Systems and methods for operating an aircraft door including an airstair are disclosed. In one embodiment, the system includes a hinge configured to pivotally couple a lower portion of the door to a fuselage of an aircraft, a lift mechanism and an interlock. The lift mechanism causes a movement of the door relative to the hinge between a lowered position and a lifted position. The interlock is configurable between: a locked configuration where the movement of the door relative to the hinge is prevented; and an unlocked configuration where the movement of the door relative to the hinge is permitted.

A door that is adapted to separating two environments with different pressures and to an aircraft with such a door. The door may include a door leaf, a door frame having a door stop and a roller, and an actuating system having a latch element and an inward-moving drive system. The inward-moving drive system may include a puller shaft and a puller that is non-rotatably attached to the puller shaft. The puller may include a guide rail that moves along the roller during a rotation of the puller such that the puller moves the door leaf in direction of the first environment thereby disengaging the latch element from the door stop.

In order to simplify the kinematics involved in opening an aircraft door, a plurality of mobile stop members is provided at the periphery of the door, these being intended to press against complementary stop arrangement provided on the door frame. A door control device is configured to bring the door from its closed position into a set-back intermediate position by moving it towards the interior of the compartment, and a stop arrangement control device is configured to allow the mobile stop members to be moved, when the door is occupying its set-back intermediate position, from a deployed locking position to a retracted unlocking position, allowing the door to be moved outward through the opening in the fuselage.

An aircraft door, an aircraft region and an aircraft with an aircraft door. The aircraft door through which passengers enter and leave the aircraft and is held towards the outer side by stops and is locked exclusively on a hinge side opposite the stops. Also, an aircraft region and an aircraft with such an aircraft door.

The present disclosure provides an aircraft door system including an aircraft door configured to translate from a closed position to an open position. The aircraft door system further includes a plurality of door pressure stops positioned along a length of the aircraft door and a handle coupled to the aircraft door. A rotation of the handle causes a first translation of the aircraft door in an inward direction and a forward direction. The aircraft door system further includes a hinge system coupled to the aircraft door. An outward force applied to the aircraft door causes a second translation of the aircraft door in an outward direction and a forward direction. The hinge system causes the aircraft door to translate such that the aircraft door remains parallel to the aircraft fuselage throughout an entirety of the second translation until the aircraft door reaches the open position.

Aircraft door including a support arm (10) connecting a door leaf (5) and a door frame (13), the locking/unlocking mechanism of which includes: a control shaft (17) extending along a substantially vertical axis; a guide track (29); an actuating finger (32) attached to the support arm (10); the locking/unlocking mechanism having: an actuating configuration in which the actuating finger (32) is inserted into the guide track (29), the rotation of the control shaft (17) causing the actuating finger (32) to move along the guide track (29); a release configuration in which the actuating finger (32) is outside the guide track (29).

An aircraft door including a retaining device for a deployable evacuation device (6), the retain9ng device having at least: a beam (8); a first retention member (10) fixed on a second end (11) of the beam (8) by a detachable clip (16, 17), the first retention member (10) being connected to the deployable evacuation device (6); a second retention member (12), which can be coupled to the first retention member (10), mounted on the door frame (3); retraction devices (22, 23, 25) that can move between: an activated position, in which the second retention member (12) is on the trajectory of the first retention member (10), and a deactivated position, in which the second retention member (12) is outside the trajectory of the first retention member (10).

There is disclosed an emergency door positionable in an exit opening of an aircraft. The door has door supports mountable to the lower wall and each having a pivot point. A first pivot axis is defined between the pivot points. A block is mountable to the lower wall and is offset from a center of the lower wall. A door body is mountable within the opening to the door supporting structure and pivotally mountable to the door supports. The door body is pivotable about the first pivot axis from an initial position in which the door body is within the opening, until the door body is disengaged from the door supports. A bottom portion of the door body abuts against the block to define a removal pivot point. The door body is pivotable about the removal pivot point to remove the door body from the exit opening.

An aircraft safety lifesaving system, disclosing an aircraft body, wherein an openable safety cabin is provided at the top of the aircraft body, a deceleration device is provided in the safety cabin, and the deceleration device is capable of being ejected from the safety cabin to enable the aircraft body to decelerate and land; a damping and buffering mechanism provided at the bottom of the aircraft body, the damping and buffering mechanism is telescopically provided in the vertical direction, and the damping and buffering mechanism is capable of extending to the position below the aircraft wheel body. A safety cabin is provided at the top of the aircraft body, and a deceleration device in the safety cabin is ejected in an emergency to assist the aircraft body to decelerate; the damping and buffering mechanism extends below the wheel body, and the damping and buffering mechanism contacts with the ground first.