DOC AIRBUS | AMM A320FPASSENGER COMPARTMENT EMERGENCY EXIT - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
1. General
For the evacuation of the passengers there are four emergency exit doors as well as four regular passenger/crew doors.
The emergency exit doors are of the fail-safe and plug-type design and made of aluminum alloy.
Two emergency exit doors are installed on each side of the cabin. They open outboard and move forward parallel to the fuselage when their locking mechanism is operated from the inner or outer side of the aircraft.
The location of the four emergency exit doors in the cabin are as follows:
The forward left emergency exit door Z833 (referred to as 73" door) is usable as a normal passenger/crew door and has the subsequent technical data:
Size: 1854 x 762 mm (73.0 x 30.0 in.)
Weight (without lining): 80.0 kg (176.4 lb)
The technical data of all other emergency exit doors (referred to as 60" door) are as follows:
Size: 1524 x 762 mm (60.0 x 30.0 in.)
Weight (without lining): 68.0 kg (150.0 lb)
If an emergency occurs, the evacuation of the passengers is made through:
The two emergency exit doors have a plug-type design and are made of aluminum alloy.
One emergency exit door is installed on each side of the cabin. They open outboard and move forward, parallel to the fuselage when their locking mechanism is operated from the inner or outer side of the aircraft.
The locations of the two emergency exit doors are as follows:
The technical data of the emergency exit doors is:
The four overwing emergency-exit doors are type III doors. They have a plug-type design and are made of aluminum alloy.
Two overwing emergency-exit doors are installed on each side of the cabin. They open outboard and move up when their locking mechanism is operated from the inner or outer side of the aircraft.
The locations of the four overwing emergency-exit doors are as follows:
The technical data of the overwing emergency-exit doors is:
** ON A/C NOT FOR ALL For the evacuation of the passengers there are four emergency exit doors as well as four regular passenger/crew doors.
The emergency exit doors are of the fail-safe and plug-type design and made of aluminum alloy.
Two emergency exit doors are installed on each side of the cabin. They open outboard and move forward parallel to the fuselage when their locking mechanism is operated from the inner or outer side of the aircraft.
The location of the four emergency exit doors in the cabin are as follows:
- the forward left emergency exit door in Z833 between FR35.1 and FR35.3
- the rear left emergency exit door in Z834 between FR47.2 and FR47.4
- the forward right emergency exit door in Z843 between FR35.1 and FR35.3
- the rear right emergency exit door in Z844 between FR47.2 and FR47.4
The forward left emergency exit door Z833 (referred to as 73" door) is usable as a normal passenger/crew door and has the subsequent technical data:
Size: 1854 x 762 mm (73.0 x 30.0 in.)
Weight (without lining): 80.0 kg (176.4 lb)
The technical data of all other emergency exit doors (referred to as 60" door) are as follows:
Size: 1524 x 762 mm (60.0 x 30.0 in.)
Weight (without lining): 68.0 kg (150.0 lb)
If an emergency occurs, the evacuation of the passengers is made through:
- Two emergency exit doors
- Four overwing emergency-exit doors
- Four passenger/crew doors.
The two emergency exit doors have a plug-type design and are made of aluminum alloy.
One emergency exit door is installed on each side of the cabin. They open outboard and move forward, parallel to the fuselage when their locking mechanism is operated from the inner or outer side of the aircraft.
The locations of the two emergency exit doors are as follows:
- The left emergency-exit door at zone 835, between FR48 and FR50
- The right emergency-exit door at zone 845, between FR48 and FR50.
The technical data of the emergency exit doors is:
- Size: 1524 mm (60.00 in.) x 762 mm (30.00 in.)
- Weight (without lining): 68 kg (149.91 lb).
The four overwing emergency-exit doors are type III doors. They have a plug-type design and are made of aluminum alloy.
Two overwing emergency-exit doors are installed on each side of the cabin. They open outboard and move up when their locking mechanism is operated from the inner or outer side of the aircraft.
The locations of the four overwing emergency-exit doors are as follows:
- The forward-left overwing emergency-exit-door at zone 833, between FR38 and FR39
- The aft-left overwing emergency-exit-door at zone 834, between FR40 and FR41
- The forward-right overwing emergency-exit-door at zone 843, between FR38 and FR39
- The aft-right overwing emergency-exit-door at zone 844, between FR40 and FR41.
The technical data of the overwing emergency-exit doors is:
- Size: 1235 mm (48.62 in.) x 554 mm (21.81 in.) x 102 mm (4.02 in.)
- Weight (without lining): 25.5 kg (56.22 lb).
2. Component Location
The primary components of the emergency exit doors are:
The primary components of the overwing emergency-exit doors are:
** ON A/C NOT FOR ALL The primary components of the emergency exit doors are:
- the Door Structure ( ATA Ref. 52-22-00)
- the Cabin Window (ATA Ref. 56-21-00)
- the Door Seal (ATA Ref. 52-22-18)
- the Door Lining (ATA Ref. 25-23-47)
- the Door Suspension (ATA Ref. 52-22-12)
- the Locking Mechanism (ATA Ref. 52-22-21)
- the Escape Slide-Release Mechanism (ATA Ref. 52-22-22)
- the Door Stop and Roller Fittings (ATA Ref. 52-22-31).
- The door structure (ATA Ref. 52-22-00)
- The cabin window (ATA Ref. 56-21-00)
- The door seal (ATA Ref. 52-22-18)
- The door lining (ATA Ref. 25-23-47)
- The door suspension (ATA Ref. 52-22-12)
- The locking mechanism (ATA Ref. 52-22-21)
- The escape slide-release mechanism (ATA Ref. 52-22-22)
- The door stop and roller fittings (ATA Ref. 52-22-31).
The primary components of the overwing emergency-exit doors are:
- The overwing emergency-exit-door structure (ATA Ref. 52-22-00)
- The overwing emergency-exit-door mechanical-system (ATA Ref. 52-22-61 and Ref. 52-22-71)
- The overwing emergency-exit-door actuator-mechanisms (ATA Ref. 52-22-61)
- The overwing emergency-exit-door slide-release system (ATA Ref. 52-22-81)
- The overwing emergency-exit-door lining and the overwing emergency-exit-door insulation (ATA Ref. 25-23-47)
- The overwing emergency-exit-door seals (ATA Ref. 52-22-68)
- The overwing emergency-exit-door stop-fittings (ATA Ref. 52-22-81).
| FIN | FUNCTIONAL DESIGNATION | PANEL | ZONE | ACCESS DOOR | ATA REF |
|---|---|---|---|---|---|
| ** ON A/C NOT FOR ALL | |||||
| 1600WM | ACTUATOR EMERGENCY EXIT | 833 | 26-10-00 | ||
| 1601WM | ACTUATOR EMERGENCY EXIT | 843 | 26-10-00 | ||
| 1602WM | ACTUATOR EMERGENCY EXIT | 834 | 26-10-00 | ||
| 1603WM | ACTUATOR EMERGENCY EXIT | 844 | 26-10-00 | ||
| ** ON A/C NOT FOR ALL | |||||
| 1602WM | ACTUATOR EMERGENCY EXIT | 835 | 26-10-00 | ||
| 1603WM | ACTUATOR EMERGENCY EXIT | 845 | 26-10-00 | ||
3. Description
The emergency exit doors (referred to as doors) are installed with the support arm on the related hinge fittings of the fuselage. Each door has a locking mechanism to release or lock the door and to operate the lifting mechanism. The lifting mechanism moves the door up so that the lateral guide rollers come free from the fuselage guide fittings. The balance mechanism decreases the force necessary to operate the locking mechanism.
Each door has an escape-slide release mechanism which operates the automatic inflation system (ATA Ref. 25-62-00). There are two operation modes for the escape slide-release mechanism:
When the door is unlocked from the inner side of the cabin in the ARMED MODE:
Two proximity sensors and their targets monitor the UNLOCKED/LOCKED condition and the DISARMED/ARMED mode of the door. One proximity sensor which is part of the Escape Slide-Warning System (circuit WN) transmits a signal to the Electronic Centralized Aircraft Monitoring (ECAM) System. It indicates a warning in the cockpit on the lower ECAM display panel when a person tries to open the door in the ARMED MODE. At the same time the white indicator light SLIDE ARMED located near the door window comes on. The other proximity sensor is part of the Door Warning System (circuit WS) and also transmits a signal to the ECAM system. It shows on the lower display panel that the door is unlocked.
An additional proximity sensor and its target are installed in the fuselage above the door. This sensor is also a part of the Door Warning System (circuit WS) and monitors the OPEN/CLOSE position. When the switch mechanism of the target is operated, the sensor transmits a signal to the ECAM system. It shows on the lower ECAM control panel that the door is opened.
There is a red warning light CABIN PRESSURE near the door window. It flashes on the ground if a person tries to open the door from the inner or outer side when:
Each overwing emergency-exit door is installed on the fuselage with two actuator mechanisms and one piano type hinge. Each overwing emergency-exit door has a mechanism that releases and locks, opens and closes the overwing emergency-exit door. The actuator mechanisms move the overwing emergency-exit door up.
Each overwing emergency-exit door has an escape slide-release mechanism which operates the automatic inflation system (ATA Ref. 25-62-00). There are two operation modes for the escape slide-release mechanism:
When the overwing emergency-exit door is unlocked from the inner side of the cabin in the ARMED mode:
A system with four proximity sensors and their targets sensors monitors the main functions of the overwing emergency-exit door:
The proximity sensors transmit a signal to the ECAM system. When the overwing emergency-exit door is in the ARMED mode and a person tries to open it, a warning is shown in the cockpit, on the lower ECAM display panel. At the same time, the white SLIDE ARMED indicator-light near the overwing emergency-exit-door window comes on.
A series connection of two lock proximity switches and one handle proximity switch transmit a signal to the ECAM system. It shows on the lower display panel that the door is locked or unlocked.
One escape-slide handle proximity-switch monitors the slide release mechanism and the DISARMED and ARMED positions for each overwing emergency-exit door.
** ON A/C NOT FOR ALL The emergency exit doors (referred to as doors) are installed with the support arm on the related hinge fittings of the fuselage. Each door has a locking mechanism to release or lock the door and to operate the lifting mechanism. The lifting mechanism moves the door up so that the lateral guide rollers come free from the fuselage guide fittings. The balance mechanism decreases the force necessary to operate the locking mechanism.
Each door has an escape-slide release mechanism which operates the automatic inflation system (ATA Ref. 25-62-00). There are two operation modes for the escape slide-release mechanism:
- the DISARMED MODE for the operation during maintenance
- the ARMED MODE for the operation during the flight.
When the door is unlocked from the inner side of the cabin in the ARMED MODE:
- the emergency operation cylinder opens the door in its fully open position in 10 seconds
- the escape slide-release mechanism operates the automatic inflation system which inflates the escape slide below the applicable door.
Two proximity sensors and their targets monitor the UNLOCKED/LOCKED condition and the DISARMED/ARMED mode of the door. One proximity sensor which is part of the Escape Slide-Warning System (circuit WN) transmits a signal to the Electronic Centralized Aircraft Monitoring (ECAM) System. It indicates a warning in the cockpit on the lower ECAM display panel when a person tries to open the door in the ARMED MODE. At the same time the white indicator light SLIDE ARMED located near the door window comes on. The other proximity sensor is part of the Door Warning System (circuit WS) and also transmits a signal to the ECAM system. It shows on the lower display panel that the door is unlocked.
An additional proximity sensor and its target are installed in the fuselage above the door. This sensor is also a part of the Door Warning System (circuit WS) and monitors the OPEN/CLOSE position. When the switch mechanism of the target is operated, the sensor transmits a signal to the ECAM system. It shows on the lower ECAM control panel that the door is opened.
There is a red warning light CABIN PRESSURE near the door window. It flashes on the ground if a person tries to open the door from the inner or outer side when:
- the door is in the DISARMED MODE
- there is a difference between the inside and outside pressure
- one engine is off.
Each overwing emergency-exit door is installed on the fuselage with two actuator mechanisms and one piano type hinge. Each overwing emergency-exit door has a mechanism that releases and locks, opens and closes the overwing emergency-exit door. The actuator mechanisms move the overwing emergency-exit door up.
Each overwing emergency-exit door has an escape slide-release mechanism which operates the automatic inflation system (ATA Ref. 25-62-00). There are two operation modes for the escape slide-release mechanism:
- The DISARMED mode for the operation during maintenance
- The ARMED mode for the operation during flight.
When the overwing emergency-exit door is unlocked from the inner side of the cabin in the ARMED mode:
- The actuators open the overwing emergency-exit door in its fully open position in between 1.5 and 2.5 seconds.
- The escape slide-release mechanism operates the automatic inflation system which inflates the escape slide below the applicable overwing emergency-exit door.
A system with four proximity sensors and their targets sensors monitors the main functions of the overwing emergency-exit door:
- The lock segment position
- The slide release activation
- The handle cover position.
The proximity sensors transmit a signal to the ECAM system. When the overwing emergency-exit door is in the ARMED mode and a person tries to open it, a warning is shown in the cockpit, on the lower ECAM display panel. At the same time, the white SLIDE ARMED indicator-light near the overwing emergency-exit-door window comes on.
A series connection of two lock proximity switches and one handle proximity switch transmit a signal to the ECAM system. It shows on the lower display panel that the door is locked or unlocked.
One escape-slide handle proximity-switch monitors the slide release mechanism and the DISARMED and ARMED positions for each overwing emergency-exit door.
4. Component Description
The primary components of each emergency exit door (referred to as door) are:
The primary components of each emergency exit door (referred to as door) are:
- the Door Structure
- the Door Seal
- the Lining and Insulation
- the Door Suspension
- the Door Damper and Emergency Operation Cylinder
- the Locking Mechanism
- the Escape Slide-Release Mechanism
- the Door Stop and Roller Fittings.
- The door structure
- The door seal
- The lining and insulation
- The door suspension
- The door damper and emergency operation cylinder
- The locking mechanism
- The escape slide-release mechanism
- The door stop and roller fittings.
A. Door Structure
The primary structural elements of each door are:
These formed and milled components are made of aluminum alloy. They are riveted together to give the door its rigidity. In the outer skin panel there are cut-outs for the door window and the outboard handle. A pressure-tight handle housing covers the handle cut-out to the inner side of the door. The horizontal beams have some cut-outs and holes to decrease the weight of the door. The holes at the lowest collection points of the horizontal beams let liquids flow from the internal door structure.
The door has two hoisting points integrated in the frame segments above the door center. The hoisting points have threaded inserts to receive the hoist lugs.
To prevent the corrosion of the primary door structure, all components have a surface protection and are installed with sealing compound. The surface protection of the structure components is chromic acid anodizing plus epoxy primer and polyurethane top coat. On the inner side of the door there is a water repellent agent.
The primary structural elements of each door are:
In the outer skin panel, there are cutouts for the door window and the outboard handle. A pressure-tight handle housing is on the handle cutout of the inner side of the door. The horizontal beams have cutouts and holes to decrease the weight of the door. The holes at the lowest collection points of the horizontal beams let liquids flow from the internal door structure.
The door has two hoisting points in the frame segments above the door center. The hoisting points have inserts with threads to get the hoist lugs.
To prevent the corrosion of the primary door structure, all the components have a surface protection and are installed with sealing compound. The surface protection of the structure components is the chromic-acid anodizing-plus epoxy-primer and polyurethane top coat. On the inner side of the door, there is a water repellent agent.
The primary structural elements of each door are:
- the chemically milled outer skin
- the frame segments
- the edge members
- the upper and lower members
- the curved members
- the horizontal beams
- the window frame.
These formed and milled components are made of aluminum alloy. They are riveted together to give the door its rigidity. In the outer skin panel there are cut-outs for the door window and the outboard handle. A pressure-tight handle housing covers the handle cut-out to the inner side of the door. The horizontal beams have some cut-outs and holes to decrease the weight of the door. The holes at the lowest collection points of the horizontal beams let liquids flow from the internal door structure.
The door has two hoisting points integrated in the frame segments above the door center. The hoisting points have threaded inserts to receive the hoist lugs.
To prevent the corrosion of the primary door structure, all components have a surface protection and are installed with sealing compound. The surface protection of the structure components is chromic acid anodizing plus epoxy primer and polyurethane top coat. On the inner side of the door there is a water repellent agent.
The primary structural elements of each door are:
- The chemically-milled outer skin
- The frame segments
- The edge members
- The upper and lower members
- The members with curve
- The horizontal beams
- The window frame.
In the outer skin panel, there are cutouts for the door window and the outboard handle. A pressure-tight handle housing is on the handle cutout of the inner side of the door. The horizontal beams have cutouts and holes to decrease the weight of the door. The holes at the lowest collection points of the horizontal beams let liquids flow from the internal door structure.
The door has two hoisting points in the frame segments above the door center. The hoisting points have inserts with threads to get the hoist lugs.
To prevent the corrosion of the primary door structure, all the components have a surface protection and are installed with sealing compound. The surface protection of the structure components is the chromic-acid anodizing-plus epoxy-primer and polyurethane top coat. On the inner side of the door, there is a water repellent agent.
B. Door Seal
The door seal is an extruded rubber seal profile with equally-spaced pressurization holes. Retainers attached with bolts and nuts around the inner edge of the outer skin hold the door seal in the position. When the door is closed, the door seal touches with the sealing section of the fuselage door frame. When the cabin is pressurized, the door seal inflates and makes the door pressure-tight.
The door seal is an extruded-rubber seal profile with equal space between the pressurization holes. Retainers attached with bolts and nuts around the inner edge of the outer skin hold the door seal in position. When the door is closed, the door seal touches the sealing section of the fuselage door frame. When the cabin is pressurized, the door seal inflates and makes the door pressure tight.
The door seal is an extruded rubber seal profile with equally-spaced pressurization holes. Retainers attached with bolts and nuts around the inner edge of the outer skin hold the door seal in the position. When the door is closed, the door seal touches with the sealing section of the fuselage door frame. When the cabin is pressurized, the door seal inflates and makes the door pressure-tight.
The door seal is an extruded-rubber seal profile with equal space between the pressurization holes. Retainers attached with bolts and nuts around the inner edge of the outer skin hold the door seal in position. When the door is closed, the door seal touches the sealing section of the fuselage door frame. When the cabin is pressurized, the door seal inflates and makes the door pressure tight.
C. Lining and Insulation
Differently formed insulation packets and panels are installed in the interspaces of the primary structure for sound and thermal protection. They are attached with VELCRO tapes on the inner face of the outer skin. The insulation panels are made of polyethylene foam. They are only installed in the area where the movable components of the door mechanism are located.
The insulation packets are made of glasswool blankets which are covered with a wrapped foil. An additional insulation mat made of polyethylene foam is attached with VELCRO tapes on the inner skin of the door.
The door lining which is in several sections covers the inner side of the door. It has different cut-outs for the subsequent components:
Differently formed insulation packets and panels are installed in the interspaces of the primary structure for sound and thermal protection. They are attached with VELCRO tapes on the inner face of the outer skin. The insulation panels are made of polyethylene foam. They are only installed in the area where the movable components of the door mechanism are located.
The insulation packets are made of glasswool blankets which are covered with a wrapped foil. An additional insulation mat made of polyethylene foam is attached with VELCRO tapes on the inner skin of the door.
The door lining which is in several sections covers the inner side of the door. It has different cut-outs for the subsequent components:
- the interior control handle of the locking mechanism
- the door window and the warning indicator lights
- the LOCKING/UNLOCKING indicator
- the DISARMED/ARMED indicator.
D. Door Suspension
The primary components of the door suspension are:
The support arm and the guide arms hold the door in balance and keep it parallel to the fuselage when it moves. The support arm is a cast alloy box section with integral connection forks. It is linked to the fuselage hinge fittings and to the link lever of the door locking mechanism to connect the door with the fuselage. The guide arms are installed between the fuselage attachment fitting and the guide fitting mounted on the door.
The adjustable door buffer operates as a limit stop and a shock absorber when the door is fully opened. The door buffer is installed to the inner face of the support arm.
The door stay mechanism is installed on the support arm to lock the door in its fully open position. To close the door manually, operate the release button so that the spring-loaded linkage releases the locking hook.
The primary components of the door suspension are:
- the support arm
- the upper and lower guide arms
- the adjustable door buffer
- the door stay mechanism.
The support arm and the guide arms hold the door in balance and keep it parallel to the fuselage when it moves. The support arm is a cast alloy box section with integral connection forks. It is linked to the fuselage hinge fittings and to the link lever of the door locking mechanism to connect the door with the fuselage. The guide arms are installed between the fuselage attachment fitting and the guide fitting mounted on the door.
The adjustable door buffer operates as a limit stop and a shock absorber when the door is fully opened. The door buffer is installed to the inner face of the support arm.
The door stay mechanism is installed on the support arm to lock the door in its fully open position. To close the door manually, operate the release button so that the spring-loaded linkage releases the locking hook.
E. Door Damper and Emergency Operation Cylinder
Door Damper and Emergency Operation Cylinder ** ON A/C NOT FOR ALL
Door Damper and Emergency Operation Cylinder ** ON A/C NOT FOR ALL
The door damper and emergency operation cylinder is installed on the inner side of the support arm. The door damper operates hydraulically and limits the speed of the door under normal operation conditions (for example, heavy wind load on the door).
In emergency conditions the function of the door damper changes to an actuator to open the door. When the release lever is raised, the percussion mechanism breaks the diaphragm of the pressure accumulator. This causes the nitrogen gas from the pressure accumulator to extend the actuator piston rod.
The primary components of the door damper and emergency operation cylinder are:
The cylinder body contains the hydraulic assembly for the speed regulation and the damper assembly for smooth and safe door operation.
The accumulator pressure contains the pneumatic power necessary for the automatic emergency operation. It is filled with nitrogen to a pressure of 123 bar (1784 psi). The valve block which is installed on the cylinder body includes the charging valve and the pressure reducing valve.
The pressure gage housing which is directly mounted on the pressure accumulator includes the pressure gage and the pressure microswitch. The pressure gage has a red, yellow and green indicator area to show the actual pressure in the gas cylinder.
Door Damper and Emergency Operation Cylinder ** ON A/C NOT FOR ALL Door Damper and Emergency Operation Cylinder ** ON A/C NOT FOR ALL In emergency conditions the function of the door damper changes to an actuator to open the door. When the release lever is raised, the percussion mechanism breaks the diaphragm of the pressure accumulator. This causes the nitrogen gas from the pressure accumulator to extend the actuator piston rod.
The primary components of the door damper and emergency operation cylinder are:
- the cylinder body
- the pressure accumulator
- the valve block
- the pressure gage housing
- the percussion housing.
The cylinder body contains the hydraulic assembly for the speed regulation and the damper assembly for smooth and safe door operation.
The accumulator pressure contains the pneumatic power necessary for the automatic emergency operation. It is filled with nitrogen to a pressure of 123 bar (1784 psi). The valve block which is installed on the cylinder body includes the charging valve and the pressure reducing valve.
The pressure gage housing which is directly mounted on the pressure accumulator includes the pressure gage and the pressure microswitch. The pressure gage has a red, yellow and green indicator area to show the actual pressure in the gas cylinder.
F. Door Locking Mechanism
The door locking mechanism which is manually operated locks and keeps the door in the safety closed position. It also lifts the door before you can move the unlocked door to the open position.
The primary components of the door locking mechanism are:
The primary components of the door locking mechanism are:
The door locking mechanism which is manually operated locks and keeps the door in the safety closed position. It also lifts the door before you can move the unlocked door to the open position.
The primary components of the door locking mechanism are:
- the door handle mechanism
- the locking shaft mechanism
- the balance mechanism
- the lifting mechanism.
The primary components of the door locking mechanism are:
- The door handle mechanism
- The locking shaft mechanism
- The balance mechanism
- The lifting mechanism.
(1) Door Handle Mechanism
The door handle mechanism includes the inboard handle assembly and the outboard handle assembly.
The inboard handle assembly contains the inboard handle, the internal control shaft, the push rod and the pull rod. The inboard handle is attached to the internal control shaft which has a twin lever and a shaft lever. A push rod is installed between the shaft lever and the engaging lever of the locking shaft assembly. The pull rod connects the twin lever and the adjustment lever unit of the lifting mechanism. The movement of the inboard handle turns the internal control shaft so that the locking shaft mechanism and the lifting mechanism are operated.
The outboard handle assembly contains the outer handle, the control mechanism and the handle flap. The movement of the handle flap operates the control mechanism. This causes the outboard handle to connect with the external control shaft. A connection rod is installed between the external control shaft and the internal control shaft. Thus, the outboard handle operates the locking shaft mechanism and the lifting mechanism during its outboard movement.
On the external control shaft there is a hollow shaft with two levers. One lever is connected to the transmission shaft of the escape slide-release mechanism through the related push rod. The other lever engages with the control mechanism as soon as the handle flap is operated. This causes the transmission shaft to turn when the outboard handle is moved. It also disarms the slide-release mechanism. The control mechanism also prevents the operation of the outboard handle if the inboard handle is moved up or down.
The door handle mechanism includes the inboard handle assembly and the outboard handle assembly.
The inboard handle assembly contains the inboard handle, the internal control shaft, the push rod and the pull rod. The inboard handle is attached to the internal control shaft which has a twin lever and a shaft lever. A push rod is installed between the shaft lever and the engaging lever of the locking shaft assembly. The pull rod connects the twin lever and the adjustment lever unit of the lifting mechanism. The movement of the inboard handle turns the internal control shaft so that the locking shaft mechanism and the lifting mechanism are operated.
The outboard handle assembly contains the outer handle, the control mechanism and the handle flap. The movement of the handle flap operates the control mechanism. This causes the outboard handle to connect with the external control shaft. A connection rod is installed between the external control shaft and the internal control shaft. Thus, the outboard handle operates the locking shaft mechanism and the lifting mechanism during its outboard movement.
On the external control shaft there is a hollow shaft with two levers. One lever is connected to the transmission shaft of the escape slide-release mechanism through the related push rod. The other lever engages with the control mechanism as soon as the handle flap is operated. This causes the transmission shaft to turn when the outboard handle is moved. It also disarms the slide-release mechanism. The control mechanism also prevents the operation of the outboard handle if the inboard handle is moved up or down.
(2) Locking Shaft Mechanism
A push rod is installed between the internal control shaft and the engaging lever. It transmits the movement of the inboard or outboard handles through the fork lever to the locking shaft. The indication lever operates the locking indicator which shows the actual condition of the locking mechanism. The actuation lever is connected to the intermediate lever through the push rod. Thus, a rotation of the locking shaft turns the intermediate shaft.
On the intermediate shaft there are an actuation lever, a twin lever and a target lever. On the actuation lever there is an actuation rod to lower and lift the guide arm cover.
A connection rod is installed between the intermediate shaft and the locking hook. The locking hook which engages with the upper lock fitting of the door frame keeps the door in the closed position.
The twin lever transmits the rotation of the intermediate shaft to the drift pin assembly. Also, a spring unit is installed between the twin lever and the door structure. It makes sure that the locking shaft mechanism is always in the overcenter position.
The drift pin assembly includes the fork link, the guide fitting and the drift pin. The fork link connects the twin lever of the locking shaft to the drift pin. The extended drift pin prevents an accidental movement of the locking shaft mechanism during the flight.
The locking shaft mechanism of the 60" door contains the subsequent components:
The locking shaft assembly includes the engaging lever, the fork lever, the actuation lever, the indication lever, the double lever and the locking shaft.
A push rod is installed between the internal control shaft and the engaging lever. It transmits the movement of the inboard or outboard handles through the fork lever to the locking shaft. Then, the actuation lever operates the locking hook through the push rod. The locking hook which engages with the upper lock fitting of the door frame keeps the door in the closed position. The indication lever operates the locking indicator which shows the actual condition of the locking mechanism. The double lever transmits the rotation of the locking shaft to the drift pin assembly. Also, a spring unit is installed between the twin lever and the door structure. It makes sure that the locking shaft mechanism is always in the overcenter position.
The drift pin assembly includes the fork link, the guide fitting and the drift pin. The fork link connects the double lever of the locking shaft to the drift pin. The extended drift pin prevents an accidental movement of the locking shaft mechanism during the flight.
NOTE: The locking shaft mechanism of the 73" door and 60" doors are the same:
The locking shaft mechanism of the 73" door contains the subsequent components: - the locking shaft assembly
- the intermediate shaft assembly
- the locking indication
- the locking hook assembly
- the drift pin assembly.
A push rod is installed between the internal control shaft and the engaging lever. It transmits the movement of the inboard or outboard handles through the fork lever to the locking shaft. The indication lever operates the locking indicator which shows the actual condition of the locking mechanism. The actuation lever is connected to the intermediate lever through the push rod. Thus, a rotation of the locking shaft turns the intermediate shaft.
On the intermediate shaft there are an actuation lever, a twin lever and a target lever. On the actuation lever there is an actuation rod to lower and lift the guide arm cover.
A connection rod is installed between the intermediate shaft and the locking hook. The locking hook which engages with the upper lock fitting of the door frame keeps the door in the closed position.
The twin lever transmits the rotation of the intermediate shaft to the drift pin assembly. Also, a spring unit is installed between the twin lever and the door structure. It makes sure that the locking shaft mechanism is always in the overcenter position.
The drift pin assembly includes the fork link, the guide fitting and the drift pin. The fork link connects the twin lever of the locking shaft to the drift pin. The extended drift pin prevents an accidental movement of the locking shaft mechanism during the flight.
The locking shaft mechanism of the 60" door contains the subsequent components:
- the locking shaft assembly
- the locking indication
- the locking hook
- the drift pin assembly.
The locking shaft assembly includes the engaging lever, the fork lever, the actuation lever, the indication lever, the double lever and the locking shaft.
A push rod is installed between the internal control shaft and the engaging lever. It transmits the movement of the inboard or outboard handles through the fork lever to the locking shaft. Then, the actuation lever operates the locking hook through the push rod. The locking hook which engages with the upper lock fitting of the door frame keeps the door in the closed position. The indication lever operates the locking indicator which shows the actual condition of the locking mechanism. The double lever transmits the rotation of the locking shaft to the drift pin assembly. Also, a spring unit is installed between the twin lever and the door structure. It makes sure that the locking shaft mechanism is always in the overcenter position.
The drift pin assembly includes the fork link, the guide fitting and the drift pin. The fork link connects the double lever of the locking shaft to the drift pin. The extended drift pin prevents an accidental movement of the locking shaft mechanism during the flight.
(3) Locking Shaft Mechanism
The locking shaft mechanism of the emergency exit door contains the subsequent components:
The locking shaft assembly includes the engaging lever, the fork lever, the actuation lever, the indication lever, the twin lever and the locking shaft.
A push rod is installed between the internal control shaft and the engaging lever. It transmits the movements of the inboard and outboard handles through the fork lever to the locking shaft. Then, the actuation lever operates the locking hook through the push rod. The locking hook which engages with the upper lock fitting of the door frame keeps the door in the closed position. The indication lever operates the locking indicator which shows the condition of the locking mechanism. The twin lever transmits the rotation of the locking shaft to the drift pin assembly. Also, a spring unit is installed between the twin lever and the door structure. It makes sure that the locking shaft mechanism is always in the overcenter position.
The drift pin assembly includes the fork link, the guide fitting and the drift pin. The fork link connects the twin lever of the locking shaft to the drift pin. The extended drift pin prevents an accidental movement of the locking shaft mechanism during flight.
The locking shaft mechanism of the emergency exit door contains the subsequent components:
- The locking shaft assembly
- The locking indication
- The locking hook
- The drift pin assembly.
The locking shaft assembly includes the engaging lever, the fork lever, the actuation lever, the indication lever, the twin lever and the locking shaft.
A push rod is installed between the internal control shaft and the engaging lever. It transmits the movements of the inboard and outboard handles through the fork lever to the locking shaft. Then, the actuation lever operates the locking hook through the push rod. The locking hook which engages with the upper lock fitting of the door frame keeps the door in the closed position. The indication lever operates the locking indicator which shows the condition of the locking mechanism. The twin lever transmits the rotation of the locking shaft to the drift pin assembly. Also, a spring unit is installed between the twin lever and the door structure. It makes sure that the locking shaft mechanism is always in the overcenter position.
The drift pin assembly includes the fork link, the guide fitting and the drift pin. The fork link connects the twin lever of the locking shaft to the drift pin. The extended drift pin prevents an accidental movement of the locking shaft mechanism during flight.
(4) Balance Mechanism
Balance and Lifting Mechanism ** ON A/C NOT FOR ALL
Balance and Lifting Mechanism ** ON A/C NOT FOR ALL
The balance mechanism includes the torsion bar assembly, the pretension unit and the connection rod. All components are installed in the lower section of the door.
The torsion bar assembly contains the pretension lever, the torsion spring, the torsion lever and the torsion bar. The link connects the torsion lever and the transmission lever of the lifting shaft. The rotation of the lifting shaft causes a tension of the torsion bar and the related torsion spring.
The primary components of the pretension unit are the pretension rod and the adjustment unit. The pretension rod connects the pretension lever with the adjustment unit. The pretension condition of the torsion bar is set when the adjustment screw of the adjustment unit is turned.
Balance and Lifting Mechanism ** ON A/C NOT FOR ALL Balance and Lifting Mechanism ** ON A/C NOT FOR ALL The torsion bar assembly contains the pretension lever, the torsion spring, the torsion lever and the torsion bar. The link connects the torsion lever and the transmission lever of the lifting shaft. The rotation of the lifting shaft causes a tension of the torsion bar and the related torsion spring.
The primary components of the pretension unit are the pretension rod and the adjustment unit. The pretension rod connects the pretension lever with the adjustment unit. The pretension condition of the torsion bar is set when the adjustment screw of the adjustment unit is turned.
(5) Lifting Mechanism
Balance and Lifting Mechanism ** ON A/C NOT FOR ALL
Balance and Lifting Mechanism ** ON A/C NOT FOR ALL
The lifting mechanism is installed in the lower section of the door. It includes the lifting shaft assembly, the door detent shaft and the adjustment lever unit.
The adjustment lever unit contains the inverting lever, the lever shaft and the bellcrank. The inverting lever is connected to the transmission lever of the lifting shaft through the fork rod. The bellcrank is connected to the twin lever of the internal control shaft through the connection shaft.
The lifting shaft assembly includes the transmission lever, the blocking lever and the lifting shaft. The transmission lever is connected to the torsion lever of the torsion bar through the fork rod.
The door detent assembly contains the detent spring, the roller lever and the detent shaft. The roller lever turns the detent shaft as soon as the roller lever does no longer touch the door frame fitting. This loads the detent spring and operates the safety catch which engages with the blocking lever. The lifting mechanism is blocked to safety the opened door in its lifted position.
Balance and Lifting Mechanism ** ON A/C NOT FOR ALL Balance and Lifting Mechanism ** ON A/C NOT FOR ALL The adjustment lever unit contains the inverting lever, the lever shaft and the bellcrank. The inverting lever is connected to the transmission lever of the lifting shaft through the fork rod. The bellcrank is connected to the twin lever of the internal control shaft through the connection shaft.
The lifting shaft assembly includes the transmission lever, the blocking lever and the lifting shaft. The transmission lever is connected to the torsion lever of the torsion bar through the fork rod.
The door detent assembly contains the detent spring, the roller lever and the detent shaft. The roller lever turns the detent shaft as soon as the roller lever does no longer touch the door frame fitting. This loads the detent spring and operates the safety catch which engages with the blocking lever. The lifting mechanism is blocked to safety the opened door in its lifted position.
G. Escape Slide-Release Mechanism
The escape slide-release mechanism has the subsequent primary components:
The escape slide-release mechanism has the subsequent primary components:
- the Arm/Disarm Unit
- the Release Assembly
- the Transmission Shaft
- the Intermediate Shaft.
(1) Arm/Disarm Unit
Parts of the arm/disarm unit are the slide-control handle, the cam arrangement and the roller lever. The cam arrangement is engaged with the roller lever if the slide control handle is in the ARMED position. The operation of the roller lever via the transmission shaft sets the slide control handle in the DISARMED position automatically. When the slide control handle is in the DISARMED position, you can install a rigging pin into the related rigging bracket to safety the arm/disarm unit.
The arm/disarm unit controls the release shaft assembly through the intermediate shaft when the slide control handle is operated.
Parts of the arm/disarm unit are the slide-control handle, the cam arrangement and the roller lever. The cam arrangement is engaged with the roller lever if the slide control handle is in the ARMED position. The operation of the roller lever via the transmission shaft sets the slide control handle in the DISARMED position automatically. When the slide control handle is in the DISARMED position, you can install a rigging pin into the related rigging bracket to safety the arm/disarm unit.
The arm/disarm unit controls the release shaft assembly through the intermediate shaft when the slide control handle is operated.
(2) Release Shaft Assembly
The release shaft assembly includes the release lever, the operation lever, the spring element and the release shaft. The release lever engages with the actuation lever on the door frame if the slide- control handle is in the ARMED position. The operation lever is then in a position below the gas release lever of the door damper and emergency operation cylinder. The spring element is installed between the door structure and the lever of the release shaft. It makes sure that the release shaft is always in the overcenter position.
The release shaft assembly includes the release lever, the operation lever, the spring element and the release shaft. The release lever engages with the actuation lever on the door frame if the slide- control handle is in the ARMED position. The operation lever is then in a position below the gas release lever of the door damper and emergency operation cylinder. The spring element is installed between the door structure and the lever of the release shaft. It makes sure that the release shaft is always in the overcenter position.
(3) Transmission Shaft
The transmission shaft which transfers the operation of the outboard handle to the arm/disarm unit has two levers. One lever is connected to the external control shaft through the push rod. The other lever is connected to the roller lever of the arm/disarm unit through the connection rod.
The transmission shaft which transfers the operation of the outboard handle to the arm/disarm unit has two levers. One lever is connected to the external control shaft through the push rod. The other lever is connected to the roller lever of the arm/disarm unit through the connection rod.
(4) Intermediate Shaft
The intermediate shaft includes the two shaft levers and the combined lever. One lever shaft is connected to the linkage of the Arm/Disarm unit through the link rod. The other shaft lever is connected to the release shaft through the connection rod.
The combined lever contains the stop cam and the target lever. The stop cam limits the travel of the intermediate shaft. The target lever operates the proximity sensor of the Escape Slide-Warning System (circuit WN).
The intermediate shaft includes the two shaft levers and the combined lever. One lever shaft is connected to the linkage of the Arm/Disarm unit through the link rod. The other shaft lever is connected to the release shaft through the connection rod.
The combined lever contains the stop cam and the target lever. The stop cam limits the travel of the intermediate shaft. The target lever operates the proximity sensor of the Escape Slide-Warning System (circuit WN).
H. Door Stop Assemblies and Door Guide Assemblies
The door stop assemblies include the adjustable stops and the related stop fittings. The adjustable stops are attached to each longeron of the door. The adjustable stops touch the stop fittings and take the load when the fuselage is pressurized during the flight. The stop fittings are attached to the door frame of the fuselage.
The door guide assemblies contain the guide rollers with the related guide fittings as well as the roller guides with the related guide fittings.
The roller guides touch the guide fittings when the door is moved inboard. This causes the door to move in the correct position of the fuselage opening.
The roller guides are mounted on the rear edge member of the door structure. The guide fittings are installed at the door frame of the fuselage.
The guide rollers engage the slots of the guide fittings when the door is in the closed position. Thus, the guide rollers put the door in the correct position when the door is lowered.
The guide rollers are mounted on each edge members of the door structure. The guide fittings are installed at the door frame of the fuselage.
The door stop assemblies include the adjustable stops and the related stop fittings. The adjustable stops are attached to each longeron of the door. The adjustable stops touch the stop fittings and take the load when the fuselage is pressurized during the flight. The stop fittings are attached to the door frame of the fuselage.
The door guide assemblies contain the guide rollers with the related guide fittings as well as the roller guides with the related guide fittings.
The roller guides touch the guide fittings when the door is moved inboard. This causes the door to move in the correct position of the fuselage opening.
The roller guides are mounted on the rear edge member of the door structure. The guide fittings are installed at the door frame of the fuselage.
The guide rollers engage the slots of the guide fittings when the door is in the closed position. Thus, the guide rollers put the door in the correct position when the door is lowered.
The guide rollers are mounted on each edge members of the door structure. The guide fittings are installed at the door frame of the fuselage.
I. Overwing Emergency-Exit Door Structure
The overwing emergency-exit door structure is made of aluminum-alloy machined parts and of a sheet-metal skin. The outer skin and the vent flap assembly have only primer applied on the external surface. The other parts have a surface treatment and are painted as detailed parts.
The primary structural components of each overwing emergency-exit door are:
The structure subassembly has these parts, assembled with rivets:
The piano hinge has three parts on the overwing emergency-exit door and three other parts on the fuselage structure that are almost the same. Three pins connect together all these parts of the piano hinge.
When the operator pulls the internal handle, the latches disengage from the latch hooks. At the same time, two actuators connected to the fittings open the overwing emergency-exit door from the closed to the fully open position (0-109 degrees).
Five bushing latch brackets are riveted to the bottom of the structure subassembly to connect the parts of the latch mechanism.
The two x-stops are installed on the external vertical frames to make sure that the overwing emergency-exit door skin does not touch the fuselage skin because of the deformation of the fuselage. The two x-stops are attached to the structure subassembly with bolts and adjusted with shims.
There are three hoisting points in the structure subassembly. The hoisting points are closed with plastic plugs used as protection during flight.
The window assembly has the parts that follow:
The seal is attached to the structure subassembly with seal retainers made of an aluminum-alloy profile. The seal retainers are attached to the structure subassembly with rivets.
The overwing emergency-exit door structure is made of aluminum-alloy machined parts and of a sheet-metal skin. The outer skin and the vent flap assembly have only primer applied on the external surface. The other parts have a surface treatment and are painted as detailed parts.
The primary structural components of each overwing emergency-exit door are:
- The structure subassembly
- The piano hinge
- The fittings
- The latch brackets
- The x-stops
- The window assembly.
The structure subassembly has these parts, assembled with rivets:
- The vertical frames
- The support beams
- The corner brackets
- The intercostals
- The skin with the window frame.
The piano hinge has three parts on the overwing emergency-exit door and three other parts on the fuselage structure that are almost the same. Three pins connect together all these parts of the piano hinge.
When the operator pulls the internal handle, the latches disengage from the latch hooks. At the same time, two actuators connected to the fittings open the overwing emergency-exit door from the closed to the fully open position (0-109 degrees).
Five bushing latch brackets are riveted to the bottom of the structure subassembly to connect the parts of the latch mechanism.
The two x-stops are installed on the external vertical frames to make sure that the overwing emergency-exit door skin does not touch the fuselage skin because of the deformation of the fuselage. The two x-stops are attached to the structure subassembly with bolts and adjusted with shims.
There are three hoisting points in the structure subassembly. The hoisting points are closed with plastic plugs used as protection during flight.
The window assembly has the parts that follow:
- The window frame, made of aluminum-alloy and attached to the structure subassembly with rivets
- The window pane
- The retainer.
The seal is attached to the structure subassembly with seal retainers made of an aluminum-alloy profile. The seal retainers are attached to the structure subassembly with rivets.
J. Overwing Emergency-Exit-Door Actuator Mechanisms
Each overwing emergency-exit door has two actuator mechanisms. Each actuator mechanism has one side installed on the overwing emergency-exit door and one side installed on the fuselage.
The actuator mechanisms operate mechanically and keeps the opening speed of the overwing emergency-exit door at normal operation conditions (for example, heavy wind load on the overwing emergency-exit door). Also, they hold the overwing emergency-exit door in the open position.
The actuator mechanisms lift the overwing emergency-exit door automatically from the closed position (0 degrees) to the fully open position (109 degrees) when the inboard handle is pulled and the latches disengage from the latch hooks.
The primary components of an actuator mechanism are:
Each overwing emergency-exit door has two actuator mechanisms. Each actuator mechanism has one side installed on the overwing emergency-exit door and one side installed on the fuselage.
The actuator mechanisms operate mechanically and keeps the opening speed of the overwing emergency-exit door at normal operation conditions (for example, heavy wind load on the overwing emergency-exit door). Also, they hold the overwing emergency-exit door in the open position.
The actuator mechanisms lift the overwing emergency-exit door automatically from the closed position (0 degrees) to the fully open position (109 degrees) when the inboard handle is pulled and the latches disengage from the latch hooks.
The primary components of an actuator mechanism are:
- The actuator assembly
- The lever assembly
- The lift arm.
The actuator assemblies are mechanical springs with a damper in them which decreases the speed to: - Decrease the loads when the overwing emergency-exit door gets to the open position
- Decrease the risk of injury to personnel.
The actuator mechanisms have an internal stop to prevent damage to the hinge and to the overwing emergency-exit-door structure. The internal stop of the actuator assembly stops the overwing door rotation at 114 degrees and turns it back to a balanced position at 109 degrees.
K. Mechanical System
The inboard handle releases the mechanism system to open the overwing emergency-exit door from the inner side.
The outboard handle opens the overwing emergency-exit door from the outer side.
The primary components of the mechanism system are:
The vent flap assembly prevents the pressurization of the cabin when the overwing emergency-exit door is not closed, latched and locked. An overcenter mechanism keeps the vent flap assembly closed if there is a different outer pressure. The inboard handle controls the vent flap assembly and operates as the outer handle if the operator opens the overwing emergency-exit door from the outer side. The inboard handle unlocks the vent flap assembly through the overcenter mechanism and a small hatch in the vent flap assembly.
The ice breaking function mechanism ensures correct overwing emergency-exit door opening function when ice is accumulated on the outside of the vent flap assembly.
The inboard handle opens the overwing emergency-exit door from the inner side of the cabin.
To close the overwing emergency-exit door from the inner side, the operator must turn the inboard handle in the opposite direction.
To open the overwing emergency-exit door from the outer side, the operator must use the outboard handle which releases the internal locking device.
Before the overwing emergency-exit door is unlatched, the operator must go away from the overwing emergency-exit door or stop it with the knee. The overwing emergency-exit door opens immediately.
The handle shaft is connected with two sets of rods, rollers and clutches. The vent flap assembly rotates approximately 26 degrees before each roller engages in the related clutch and starts the unlocking and unlatching sequence. The lock system must be in the latched and locked position before the operator can close the vent flap assembly. Because of the geometry of each clutch, the vent flap assembly cannot close before the overwing emergency-exit door is closed, latched and locked. The cam roller lever locks the cam curve lever when the overwing emergency-exit door is closed, latched and locked.
The two rod assemblies connect the shaft handle assembly to the latching shaft rod assemblies. Then, they connect the latching shaft to the locking system.
The latching shaft connects the levers of the overcenter mechanism to the assembly locking system.
In the lower part of the overwing emergency-exit door, the linkage system of the inboard handle releases the locking system through the locks. The lock function prevents the latches to unlatch if a malfunction occurs. The springs at the clutch help the mechanism to keep the locks in the locked position if a malfunction occurs.
The inboard handle releases the mechanism system to open the overwing emergency-exit door from the inner side.
The outboard handle opens the overwing emergency-exit door from the outer side.
The primary components of the mechanism system are:
- The vent flap assembly
- The inboard handle
- The outboard handle
- The rod assemblies
- The latching shaft
- The locking system.
The vent flap assembly prevents the pressurization of the cabin when the overwing emergency-exit door is not closed, latched and locked. An overcenter mechanism keeps the vent flap assembly closed if there is a different outer pressure. The inboard handle controls the vent flap assembly and operates as the outer handle if the operator opens the overwing emergency-exit door from the outer side. The inboard handle unlocks the vent flap assembly through the overcenter mechanism and a small hatch in the vent flap assembly.
The ice breaking function mechanism ensures correct overwing emergency-exit door opening function when ice is accumulated on the outside of the vent flap assembly.
The inboard handle opens the overwing emergency-exit door from the inner side of the cabin.
To close the overwing emergency-exit door from the inner side, the operator must turn the inboard handle in the opposite direction.
To open the overwing emergency-exit door from the outer side, the operator must use the outboard handle which releases the internal locking device.
Before the overwing emergency-exit door is unlatched, the operator must go away from the overwing emergency-exit door or stop it with the knee. The overwing emergency-exit door opens immediately.
The handle shaft is connected with two sets of rods, rollers and clutches. The vent flap assembly rotates approximately 26 degrees before each roller engages in the related clutch and starts the unlocking and unlatching sequence. The lock system must be in the latched and locked position before the operator can close the vent flap assembly. Because of the geometry of each clutch, the vent flap assembly cannot close before the overwing emergency-exit door is closed, latched and locked. The cam roller lever locks the cam curve lever when the overwing emergency-exit door is closed, latched and locked.
The two rod assemblies connect the shaft handle assembly to the latching shaft rod assemblies. Then, they connect the latching shaft to the locking system.
The latching shaft connects the levers of the overcenter mechanism to the assembly locking system.
In the lower part of the overwing emergency-exit door, the linkage system of the inboard handle releases the locking system through the locks. The lock function prevents the latches to unlatch if a malfunction occurs. The springs at the clutch help the mechanism to keep the locks in the locked position if a malfunction occurs.
L. Slide Release System
The slide release system has a shaft (a turning axle) connected to the shaft lever assembly. The shaft is installed through the upper actuation bracket. The link between them gives the best position related to the opening sequence.
When the operator pulls the shaft out and turns it clockwise until the slide release lever is behind the disarm bracket of the overwing emergency-exit-door structure, the slide release system is disarmed. This disengages the shaft from the lever the inboard handle controls. The spring of the slide release mechanism holds the shaft behind the disarm bracket.
To arm the slide release system the operator must push the shaft in to release it from the disarm bracket and turn it counterclockwise. The operator can push the shaft to the left until the clutch is engaged. The spring in the slide release mechanism holds the shaft in the engage position.
The slide release system is activated and deactivated from the cabin.
The slide release system has a shaft (a turning axle) connected to the shaft lever assembly. The shaft is installed through the upper actuation bracket. The link between them gives the best position related to the opening sequence.
When the operator pulls the shaft out and turns it clockwise until the slide release lever is behind the disarm bracket of the overwing emergency-exit-door structure, the slide release system is disarmed. This disengages the shaft from the lever the inboard handle controls. The spring of the slide release mechanism holds the shaft behind the disarm bracket.
To arm the slide release system the operator must push the shaft in to release it from the disarm bracket and turn it counterclockwise. The operator can push the shaft to the left until the clutch is engaged. The spring in the slide release mechanism holds the shaft in the engage position.
The slide release system is activated and deactivated from the cabin.
M. Electrical System
The electrical system of the overwing emergency-exit door has a harness that connects four proximity switches, a call-light and a flight lock actuator.
The four proximity switches monitor:
The proximity switches are circular proximity sensors and their counter parts are adjustable targets.
The harness has a connector that connects it to the interface installed in the aircraft.
The harness is attached to the overwing emergency-exit-door structure with clamps and goes through the holes in the overwing emergency-exit-door structure. In the areas where the harness is near movable parts, a protective heat-shrinkable tube is installed.
The Flight Lock Actuator (FLA) is an electrical actuator that uses an external signal to lock the overwing emergency-exit door.
The FLA includes a flight lock-actuator mechanism, a sealed enclosure, power electronics and positioning sensors.
The FLA is attached to the structure below the window. If it is activated, it locks one shaft in the clutch mechanism. In engaged mode, the inboard handle is locked in the flight position and it is not possible to operate it.
The FLA is used for:
The FLA also gives all the necessary outputs to the other aircraft systems to show of the engaged or disengaged position.
The electrical system of the overwing emergency-exit door has a harness that connects four proximity switches, a call-light and a flight lock actuator.
The four proximity switches monitor:
- The two proximity switches monitor the latch/lock function.
- One proximity switch monitors the overwing emergency-exit door and makes sure that the cabin lining flap is in the correct position.
- One proximity switch monitors the connected/disconnected condition of the slide release mechanism.
The proximity switches are circular proximity sensors and their counter parts are adjustable targets.
The harness has a connector that connects it to the interface installed in the aircraft.
The harness is attached to the overwing emergency-exit-door structure with clamps and goes through the holes in the overwing emergency-exit-door structure. In the areas where the harness is near movable parts, a protective heat-shrinkable tube is installed.
The Flight Lock Actuator (FLA) is an electrical actuator that uses an external signal to lock the overwing emergency-exit door.
The FLA includes a flight lock-actuator mechanism, a sealed enclosure, power electronics and positioning sensors.
The FLA is attached to the structure below the window. If it is activated, it locks one shaft in the clutch mechanism. In engaged mode, the inboard handle is locked in the flight position and it is not possible to operate it.
The FLA is used for:
- Electrical control
- Actuation
- Mechanical locking
- Monitoring.
The FLA also gives all the necessary outputs to the other aircraft systems to show of the engaged or disengaged position.
N. Overwing Emergency-Exit Door Electrical Bonding
The vent flap assembly has two bonding braids that are connected to the overwing door structure.
Each of the four overwing emergency-exit door is connected to the cabin with two bonding braids (not shown in this manual). They give lightning protection and grounding to the electrical components installed in the overwing emergency-exit door.
The structure parts of the overwing emergency-exit door are electrically bonded together with fasteners.
The vent flap assembly has two bonding braids that are connected to the overwing door structure.
Each of the four overwing emergency-exit door is connected to the cabin with two bonding braids (not shown in this manual). They give lightning protection and grounding to the electrical components installed in the overwing emergency-exit door.
The structure parts of the overwing emergency-exit door are electrically bonded together with fasteners.
O. Lining and Insulation of the Overwing Emergency-Exit Door
All the pocket areas in the overwing emergency-exit door, have a thermal and acoustic insulation. There are two different types of insulation, the blanket type and the foam type, in relation to the location where it is installed. In the areas with mechanical systems and with small spaces, the foam is attached to the skin with hook/loop tape. In the areas where there are no mechanisms, a layer of glass wool with a cover foil is installed with hook/loop tape.
All the pocket areas in the overwing emergency-exit door, have a thermal and acoustic insulation. There are two different types of insulation, the blanket type and the foam type, in relation to the location where it is installed. In the areas with mechanical systems and with small spaces, the foam is attached to the skin with hook/loop tape. In the areas where there are no mechanisms, a layer of glass wool with a cover foil is installed with hook/loop tape.
P. Seals
There are three seals in the overwing emergency-exit door:
The overwing emergency-exit-door seal is made of an omega shaped section made of silicone rubber, inner polyester fabric and glass fabric. The seal has drainage holes in the cabin side. Thus, the pressurization has a sealing function. The drainage holes are installed in the top horizontal zone of the seal. The overwing emergency-exit-door seal is attached with machined aluminum-alloy retainers to the overwing emergency-exit-door structure.
The flap vent-assembly seal is an v-section seal made of silicone rubber, inner and outer polyester fabric with low friction treatment and glass fabric. The vent-flap assembly seal is bonded to the vent flap assembly with silicone.
The handle assembly seal is made of silicone rubber. The handle assembly seal is bonded to the handle assembly with silicone.
There are three seals in the overwing emergency-exit door:
- The overwing emergency-exit-door seal
- The flap vent-assembly seal
- The handle assembly seal.
The overwing emergency-exit-door seal is made of an omega shaped section made of silicone rubber, inner polyester fabric and glass fabric. The seal has drainage holes in the cabin side. Thus, the pressurization has a sealing function. The drainage holes are installed in the top horizontal zone of the seal. The overwing emergency-exit-door seal is attached with machined aluminum-alloy retainers to the overwing emergency-exit-door structure.
The flap vent-assembly seal is an v-section seal made of silicone rubber, inner and outer polyester fabric with low friction treatment and glass fabric. The vent-flap assembly seal is bonded to the vent flap assembly with silicone.
The handle assembly seal is made of silicone rubber. The handle assembly seal is bonded to the handle assembly with silicone.
5. Operation
A. Opening of the Emergency Exit Door from the Passenger Compartment (Armed Mode)
To get access to the inboard handle, the operator must pull the handle cover from the inboard handle. When the inboard handle is moved from its LOCKED position, this operates the internal control shaft so that the locking shaft turns. Thus, the target lever moves away so that the target does not align to the proximity sensor. The proximity sensor then gives two different signals to warn the crew that the door is not correctly locked.
One signal is sent to the ECAM system so that the MASTER CAUTION LIGHT in the cockpit comes on. At the same time it gives a single chime warning for the flight crew. The other signal causes the white indicator light SLIDE ARMED to come on.
When the inboard handle moves from the LOCKED to the UNLOCKED position, the subsequent occurs:
When the door is lifted, the operation lever of the escape slide-release mechanism operates the release lever of the door damper and the emergency operation cylinder. The percussion mechanism is activated and the door moves automatically in the open direction. In the door open sequence a short interruption of maximum 10 seconds occurs before the door is fully opened to make sure that the related escape-slide is deployed.
During the door movement the release lever of the escape-slide release mechanism operates the actuation lever on the door frame. Thus, the escape- slide control mechanism inflates the emergency escape-slide below the door.
When the door moves in the forward direction, the guide arms keep the door parallel to the fuselage. The door buffer at the support arm stops the door travel when it touches the fuselage. Then, the latch of the door stay mechanism engages with the latch fitting mounted on the door frame and the door is locked in its fully open position.
NOTE: In the subsequent description the emergency exit door is referred to as door.
To get access to the inboard handle, the operator must pull the handle cover from the inboard handle. When the inboard handle is moved from its LOCKED position, this operates the internal control shaft so that the locking shaft turns. Thus, the target lever moves away so that the target does not align to the proximity sensor. The proximity sensor then gives two different signals to warn the crew that the door is not correctly locked.
One signal is sent to the ECAM system so that the MASTER CAUTION LIGHT in the cockpit comes on. At the same time it gives a single chime warning for the flight crew. The other signal causes the white indicator light SLIDE ARMED to come on.
When the inboard handle moves from the LOCKED to the UNLOCKED position, the subsequent occurs:
- The drift pin retracts and the locking hook disengages from the lock fitting of the door frame. This releases the spring-loaded switch mechanism so that its target is not aligned with the related proximity switch. It sends a signal to the ECAM system to warn the flight crew that the door is in the UNLOCKED condition.
- The indication window shows the red color UNLOCKED.
- The cover mechanism lowers the guide arm cover of the door lining so that the guide arms come free.
- The lifting shaft turns and lifts then the door until its guide rollers are clear from the fuselage guide fitting. The support arm holds the door in balance.
When the door is lifted, the operation lever of the escape slide-release mechanism operates the release lever of the door damper and the emergency operation cylinder. The percussion mechanism is activated and the door moves automatically in the open direction. In the door open sequence a short interruption of maximum 10 seconds occurs before the door is fully opened to make sure that the related escape-slide is deployed.
During the door movement the release lever of the escape-slide release mechanism operates the actuation lever on the door frame. Thus, the escape- slide control mechanism inflates the emergency escape-slide below the door.
When the door moves in the forward direction, the guide arms keep the door parallel to the fuselage. The door buffer at the support arm stops the door travel when it touches the fuselage. Then, the latch of the door stay mechanism engages with the latch fitting mounted on the door frame and the door is locked in its fully open position.
B. Opening of the Emergency Exit Door from the Passenger Compartment (DISARMED Mode)
This operation turns the intermediate shaft so that the target on the combined lever is no longer aligned with the proximity sensor. This gives a signal to the ECAM system to show that the door is in the disarmed condition.
The connection rod transmits the rotation of the intermediate shaft to the release shaft which then turns. Thus, the release lever does not engage with the actuation lever on the door frame. This prevents the operation of the escape-slide control mechanism when the door is manually opened during maintenance. At the same time the operation lever is no longer engaged with the release lever of the door damper. This prevents its operation when the door is open.
When the inboard handle is moved, this operates the internal control shaft so that the locking shaft turns. Thus, the target lever moves away so that the target is no longer aligned to the proximity sensor. The proximity sensor then gives two different signals to warn the crew that the door is not correctly locked.
One signal is sent to the ECAM system so that the MASTER CAUTION LIGHT in the cockpit comes on. At the same time it gives a single chime warning for the flight crew. The other signal causes the white indicator light SLIDE ARMED to come on.
During the movement of the inboard handle from the LOCKED to the UNLOCKED position, the subsequent occurs at the same time:
When the door is lifted, the lowered operation lever prevents the operation of the gas release lever. Thus, the door damper and emergency operation cylinder does not open the lifted door.
To open the door, the operator must push against the assist handle so that the door moves outboard and forward. When the door moves forward, the guide arms keep the door parallel to the fuselage. When the opening is free, the door buffer at the support arm touches the fuselage and stops the door movement. The latch of the door stay mechanism then engages with the latch fitting mounted on the door frame. Thus, the door is locked in its fully opened position.
NOTE: In the subsequent description the emergency exit door is referred to as door.
For the maintenance procedure only, the operator must open the apron cover to get access to the slide control handle. To set the escape-slide release mechanism to the disarmed condition, the operator must pull the slide control handle. In the indication window you can see the green "DISARMED" indication. This operation turns the intermediate shaft so that the target on the combined lever is no longer aligned with the proximity sensor. This gives a signal to the ECAM system to show that the door is in the disarmed condition.
The connection rod transmits the rotation of the intermediate shaft to the release shaft which then turns. Thus, the release lever does not engage with the actuation lever on the door frame. This prevents the operation of the escape-slide control mechanism when the door is manually opened during maintenance. At the same time the operation lever is no longer engaged with the release lever of the door damper. This prevents its operation when the door is open.
When the inboard handle is moved, this operates the internal control shaft so that the locking shaft turns. Thus, the target lever moves away so that the target is no longer aligned to the proximity sensor. The proximity sensor then gives two different signals to warn the crew that the door is not correctly locked.
One signal is sent to the ECAM system so that the MASTER CAUTION LIGHT in the cockpit comes on. At the same time it gives a single chime warning for the flight crew. The other signal causes the white indicator light SLIDE ARMED to come on.
During the movement of the inboard handle from the LOCKED to the UNLOCKED position, the subsequent occurs at the same time:
- The cover mechanism lowers the guide arm cover of the door lining so that the guide arms come free.
- The drift pin retracts and the locking hook disengages from the upper lock fitting of the door frame. This releases the spring-loaded switch mechanism so that its target is not aligned with the related proximity switch. It sends a signal to the ECAM system to warn the flight crew that the door is unlocked.
- The indication window shows the red color UNLOCKED.
- The lifting shaft turns and lifts then the door until its guide rollers are clear of the fuselage guide fitting. The support arm then holds the door in balance.
When the door is lifted, the lowered operation lever prevents the operation of the gas release lever. Thus, the door damper and emergency operation cylinder does not open the lifted door.
To open the door, the operator must push against the assist handle so that the door moves outboard and forward. When the door moves forward, the guide arms keep the door parallel to the fuselage. When the opening is free, the door buffer at the support arm touches the fuselage and stops the door movement. The latch of the door stay mechanism then engages with the latch fitting mounted on the door frame. Thus, the door is locked in its fully opened position.
C. Opening of the Emergency Exit Door from the Outer Side
When the door lifts, the lowered operation lever prevents an operation of the gas release lever. Thus, the door damper and the emergency operation cylinder do not open the lifted door.
To open the door, the operator must pull on the outboard handle so that the door moves outboard and forward. When the door moves forward, the guide arms keep the door parallel to the fuselage. When the opening is free, the door buffer of the door arm touches the fuselage and stops the door movement. The latch of the door stay mechanism then engages with the latch fitting mounted on the door frame. Thus, the door is locked in its fully open position.
NOTE: In the subsequent description, the emergency exit door is referred to as door.
To get access to the outboard handle, the operator must push the handle flap inboard. This operates the control mechanism so that the outboard handle engages with the external control shaft. When the outboard handle is pulled away from the door to release the locking mechanism, the subsequent occurs: - The transmission shaft turns and operates the arm/disarm unit so that the intermediate shaft turns. This causes the release shaft to turn and its release lever does not engage with the actuation lever on the door frame. This prevents the operation of the escape slide-control mechanism when the door is opened from the outer side.
- The external control shaft turns and operates the internal control shaft so that the locking shaft turns. Thus, the drift pin retracts and the locking hook disengages from the upper lock fitting.
- The lifting shaft then turns and lifts the door until its guide rollers are clear of the guide fittings. The support arm then holds the door in balance.
When the door lifts, the lowered operation lever prevents an operation of the gas release lever. Thus, the door damper and the emergency operation cylinder do not open the lifted door.
To open the door, the operator must pull on the outboard handle so that the door moves outboard and forward. When the door moves forward, the guide arms keep the door parallel to the fuselage. When the opening is free, the door buffer of the door arm touches the fuselage and stops the door movement. The latch of the door stay mechanism then engages with the latch fitting mounted on the door frame. Thus, the door is locked in its fully open position.
D. Closing of the Emergency Exit Door
When one of these handles is moved to the LOCKED position, the locking shaft turns and the subsequent occurs:
The intermediate shaft transmits the movement of the slide control handle to the release shaft which then turns. Thus, the release lever engages with the actuation lever on the door frame. This causes the escape-slide control mechanism to operate when you open the door in the ARMED mode. The operation lever is in position below the gas release lever. Thus, the door damper can open the armed door when it is in the unlocked condition.
At the same time the target of the combined lever is aligned with the proximity sensor. It then gives a signal to the ECAM system to show that the door is in the armed condition.
To complete the procedure, the operator must push the handle cover over the inboard handle. Thus, the inboard lever is safetied to prevent an accidental operation.
NOTE: In the subsequent description the emergency exit door is referred to as door.
To close the door, the operator must push the release button in the grip fitting on the support arm. This operates the spring-loaded linkage of the door stay mechanism so that its latch disengages from the latch fitting. The operator must pull on the assist handle or the outboard handle to move the door to the closing position. The guide rollers are in position so that they engage with the guide fittings when the door lowers. The roller of the door detent shaft touches the related frame fitting and operates the shaft assy. The safety shaft turns and moves the safety catch so that it disengages from the blocking hook. This releases the blocking of the lifting mechanism and the operator can pull down the inboard or outboard handle. When one of these handles is moved to the LOCKED position, the locking shaft turns and the subsequent occurs:
- The other handle automatically moves down and is safetied in its locking position.
- The lifting shaft turns and lowers the door until the guide rollers touch the integral stops of the guide fittings.
- The drift pin extends and the locking hook engages with the upper lock fitting of the door frame. This operates the spring-loaded switch mechanism so that its target aligns with the related proximity switch. Then it sends a signal to the ECAM system to inform the flight crew that the door is locked.
- The indication window shows the green color LOCKED.
- The cover mechanism lifts the guide arm cover of the door lining so that the guide arms are no more visible.
- The target lever of the locking shaft is aligned with the proximity sensor. It then gives a signal to the ECAM system to show that the door is correctly locked.
The intermediate shaft transmits the movement of the slide control handle to the release shaft which then turns. Thus, the release lever engages with the actuation lever on the door frame. This causes the escape-slide control mechanism to operate when you open the door in the ARMED mode. The operation lever is in position below the gas release lever. Thus, the door damper can open the armed door when it is in the unlocked condition.
At the same time the target of the combined lever is aligned with the proximity sensor. It then gives a signal to the ECAM system to show that the door is in the armed condition.
To complete the procedure, the operator must push the handle cover over the inboard handle. Thus, the inboard lever is safetied to prevent an accidental operation.
E. Opening of the Overwing Emergency-Exit Door from the Passenger Compartment (Armed Mode)
To get access to the inboard handle, the operator must remove the handle cover first.
With the handle cover removed, the operator can pull the inboard handle.
After a 10 degrees turn of the inboard handle, the vent flap assembly opens with no movement in the latch/lock mechanism.
The clutch between the inboard handle rod and the latch/lock mechanism engages after a turn of 35 degrees of the inboard handle. When the handle turned 43,5 degrees, there is a minimum open area of 4.06 m2 (43.70 ft.2).
The overcenter mechanism moves to the neutral position when the inboard handle is turned to 47.5 degrees.
The two circular proximity sensors switch gives the indication "target far" when the handle shaft turns to 52 degrees. The lock segments change from locked to unlock when the handle shaft has a turn of 55 degrees. The switch gives the indication "target near" when the handle shaft is at 47.5 degrees.
The latch overcenter springs turn to their neutral position and move the mechanism to the open position when the handle shaft turned 64 degrees. The slide release mechanism operates the mechanism on the fuselage side. The slide release mechanism starts the "in-flight" lock actuator when the inboard handle shaft is turned.
The neutral position of the latch rollers on the latch hooks is when the handle shaft turns to 79 degrees.
When the handle shaft turns to 95 degrees, the overwing emergency-exit door is fully unlocked and unlatched. The lifting system (springs of the actuator mechanisms) immediately opens the overwing emergency-exit door when the latches are unlatched.
The force of the two actuators automatically turns the overwing emergency-exit door. The overwing emergency-exit door opens until the actuators touch their internal stops (overwing emergency-exit door rotation 114 degrees). The remaining actuator load (overwing emergency-exit door rotation 109 degrees) makes sure that the overwing emergency-exit door does not close accidentally. The vent flap assembly and the inboard handle stop against a built-in stop.
To get access to the inboard handle, the operator must remove the handle cover first.
With the handle cover removed, the operator can pull the inboard handle.
After a 10 degrees turn of the inboard handle, the vent flap assembly opens with no movement in the latch/lock mechanism.
The clutch between the inboard handle rod and the latch/lock mechanism engages after a turn of 35 degrees of the inboard handle. When the handle turned 43,5 degrees, there is a minimum open area of 4.06 m2 (43.70 ft.2).
The overcenter mechanism moves to the neutral position when the inboard handle is turned to 47.5 degrees.
The two circular proximity sensors switch gives the indication "target far" when the handle shaft turns to 52 degrees. The lock segments change from locked to unlock when the handle shaft has a turn of 55 degrees. The switch gives the indication "target near" when the handle shaft is at 47.5 degrees.
The latch overcenter springs turn to their neutral position and move the mechanism to the open position when the handle shaft turned 64 degrees. The slide release mechanism operates the mechanism on the fuselage side. The slide release mechanism starts the "in-flight" lock actuator when the inboard handle shaft is turned.
The neutral position of the latch rollers on the latch hooks is when the handle shaft turns to 79 degrees.
When the handle shaft turns to 95 degrees, the overwing emergency-exit door is fully unlocked and unlatched. The lifting system (springs of the actuator mechanisms) immediately opens the overwing emergency-exit door when the latches are unlatched.
The force of the two actuators automatically turns the overwing emergency-exit door. The overwing emergency-exit door opens until the actuators touch their internal stops (overwing emergency-exit door rotation 114 degrees). The remaining actuator load (overwing emergency-exit door rotation 109 degrees) makes sure that the overwing emergency-exit door does not close accidentally. The vent flap assembly and the inboard handle stop against a built-in stop.
F. Opening of the Overwing Emergency-Exit Door from the Passenger Compartment (DISARMED Mode)
For the maintenance procedure only, the operator must remove the handle cover to get access to the inboard handle. The escape-slide release mechanism is in the disarmed condition when the operator pulls the shaft out.
Then, the operator must push the unlock lever to turn the shaft clockwise. After, the operator must turn the shaft clockwise until the unlock lever is behind the disarm bracket.
On the visual lock indicator, the related black arrow points to the red segment (DISARMED mode).
Then, the operator must attach an Airbus jig (SLING-CLOSURE,OWE) or a rope to the fitting installed at the center of the lower edge of the overwing emergency-exit door.
Then, the operator must pull down the internal handle.
For the maintenance procedure only, the operator must remove the handle cover to get access to the inboard handle. The escape-slide release mechanism is in the disarmed condition when the operator pulls the shaft out.
Then, the operator must push the unlock lever to turn the shaft clockwise. After, the operator must turn the shaft clockwise until the unlock lever is behind the disarm bracket.
On the visual lock indicator, the related black arrow points to the red segment (DISARMED mode).
Then, the operator must attach an Airbus jig (SLING-CLOSURE,OWE) or a rope to the fitting installed at the center of the lower edge of the overwing emergency-exit door.
Then, the operator must pull down the internal handle.
G. Opening of the Overwing Emergency-Exit Door from the Outer Side
To open the overwing emergency-exit door from the outer side, the operator must push the outboard handle assembly that unlocks the vent flap assembly.
The vent flap assembly turns freely and controls the mechanism as the inboard handle does.
A label on the outer side of the overwing emergency-exit door gives the necessary instructions to operate the overwing emergency-exit door and to prevent injuries to the personnel.
To open the overwing emergency-exit door from the outer side, the operator must push the outboard handle assembly that unlocks the vent flap assembly.
The vent flap assembly turns freely and controls the mechanism as the inboard handle does.
A label on the outer side of the overwing emergency-exit door gives the necessary instructions to operate the overwing emergency-exit door and to prevent injuries to the personnel.
H. Closing of the Overwing Emergency-Exit Door
The closing sequence is only possible from the inner side.
The operator must attach an Airbus jig (SLING-CLOSURE,OWE) or a rope to the fitting installed at the centre of the lower edge of the overwing emergency-exit door.
The operator must pull the Airbus jig or the rope to move the overwing emergency-exit door in the closed position with the pressure seal in contact.
When the overwing emergency-exit door is in the closed position, the operator must disconnect the Airbus jig or the rope from the related fitting.
With the overwing emergency-exit door in the closed position, the operator must operate the inner handle to fully latch and lock the overwing emergency-exit door. Then the handle cover must be installed.
The closing sequence is only possible from the inner side.
The operator must attach an Airbus jig (SLING-CLOSURE,OWE) or a rope to the fitting installed at the centre of the lower edge of the overwing emergency-exit door.
The operator must pull the Airbus jig or the rope to move the overwing emergency-exit door in the closed position with the pressure seal in contact.
When the overwing emergency-exit door is in the closed position, the operator must disconnect the Airbus jig or the rope from the related fitting.
With the overwing emergency-exit door in the closed position, the operator must operate the inner handle to fully latch and lock the overwing emergency-exit door. Then the handle cover must be installed.