Aircraft door assembly, and aircraft fuselage comprising such an aircraft door assembly

An aircraft door assembly of an aircraft, having a fuselage with a door opening and a door frame, encompassing an aircraft door fittable in the door frame. The door includes a door structure having an outer skin and is liftable from a locked closed position into a unlocked closed position, pivotable into an open position located outside the door frame and outside the fuselage, pivotable from the open position back into the unlocked closed position, and lowerable into the locked closed position such that in the locked closed position, a door gap is present between the door frame and a door edge. The gap defines a space for lifting and lowering the door. The door also includes, on its outer side and on a door edge region, a door gap covering element that extends over the door gap onto the outer side of the aircraft fuselage and covers the door gap, when the door is in the locked closed position. The door gap covering element is fastened onto the door structure and is movable relative to the outer side of the outer skin.

CROSS REFERENCE TO PRIOR APPLICATIONS

This application is a U.S. National Phase application under 35 U.S.C. §371 of International Application No. PCT/DE2006/002143, filed on Dec. 2, 2006 and claims benefit to German Patent Application No. DE 10 2005 061 127.3, filed on Dec. 19, 2005. The International Application was published in German on Jul. 12, 2007 as WO 2007/076755.

TECHNICAL FIELD

The present invention relates to an aircraft door assembly of an aircraft that possesses a fuselage having a door opening that is surrounded by a door frame, encompassing an aircraft door, in particular a passenger door, fittable in the door frame. The invention further relates to an aircraft fuselage having an aircraft door assembly of this kind.

BACKGROUND OF THE INVENTION

An aircraft door assembly of an aircraft, such as the assembly depicted in a schematic longitudinal section inFIG. 6, is known. This previously known aircraft door assembly possesses a fuselage200having a door opening that is surrounded by a door frame202, and an aircraft door204, in particular a passenger door, fittable in the door frame202. Aircraft door204possesses a door structure having an outer skin206. Aircraft door204is liftable from a locked closed position into an unlocked closed position, and from there is pivotable into an open position located outside door frame202and outside fuselage200. The lifting direction is identified inFIG. 6by an arrow205. Aircraft door204is also pivotable from the open position back into the unlocked closed position, and from there is lowerable back into the locked closed position. In the locked closed position, a door gap208(shown with cross-hatching inFIG. 6) is present between door frame202and an upper door edge210. This door edge208defines a space for lifting and lowering aircraft door204. Aircraft door204possesses, on its outer side and on a door edge region associated with door frame202, a door gap covering element212that is placed onto outer skin206and fixedly joined thereto. With aircraft door204in the locked closed position, door gap covering element212extends over door gap208onto the outer side of fuselage200, and covers door gap208.

The upper and the lower edge of door gap covering element212rest on the outer side of fuselage200, thus resulting respectively in an aerodynamically unfavorable sharp edge214that also leads to undesirable noise generation in flight.

Door gap covering element212is moreover configured in flexurally elastic fashion, so that in the locked closed position it rests tightly and fixedly against the outer skin of fuselage200. Damage to the surface protection of the outer side of the fuselage thus often occurs upon lifting and lowering of aircraft door204, since upper edge206of door gap covering element212rubs in this context against the outer side of fuselage200.

Also known are aircraft door assemblies that do not comprise a door gap covering element, but in which the door gap is simply filled with a flexible-rubber filler material. This filler material is compressed upon lifting of the door into the unlocked closed position. When the door is lowered back into the locked closed position, the filler material expands again and closes off the door gap. With this approach, however, the transition regions from the filler material to the door frame or door structure exhibit large discontinuities, so that these aircraft door assemblies have less-favorable aerodynamic properties. The filler material is moreover highly stressed during opening and closing of the door, and therefore wears very quickly and must therefore be more frequently replaced.

SUMMARY OF THE INVENTION

An object of the present invention is to provide an aircraft door assembly that to the greatest extent possible possesses improved aerodynamic properties and closes off the door gap reliably and without damage to the surface protection of the outer side of the fuselage. A further intention is to make available an aircraft fuselage having an aircraft door assembly of this kind.

In an embodiment of the present invention, the aircraft door assembly of an aircraft, that possesses a fuselage having a door opening that is surrounded by a door frame, encompasses or comprises an aircraft door, in particular a passenger door, fittable in the door frame, which door possesses a door structure having an outer skin; this aircraft door is liftable or lowerable from a locked closed position into a unlocked closed position ready for opening, and is pivotable from there into an open position located outside the door frame and outside the fuselage; in addition, the aircraft door is pivotable from the open position back into the unlocked closed position, and lowerable or liftable from there into the locked closed position; in the locked closed position, a door gap is present between the door frame and a door edge, which gap defines a space for lifting and lowering the door; the aircraft door possesses, on its outer side and on a door edge region associated with the door frame, a door gap covering element that, in the locked closed position, extends over the door gap onto the outer side of the aircraft fuselage and covers the door gap; the door gap covering element is fastened onto the door structure movably relative to the outer side of the outer skin.

With the aircraft door assembly according to the present invention, the door gap covering element can be moved independently of the door. It is possible as a result to move the door gap covering element away from the door and away from contact against the aircraft fuselage or its door frame even before the door is lifted into the unlocked closed position, and conversely to place the door gap covering element back against the door and the aircraft fuselage or its door frame when the door is already in the locked closed position. This not only eliminates unfavorable friction points with the door gap covering element and thus decreases stress on the surface protection of the fuselage outer side or of the door frame, but also allows the door gap covering element to be integrated flush, and in aerodynamically more favorable fashion, into the outer contour of the door, of the aircraft fuselage, and of the latter's door frame. Disadvantageous sharp edges at the transition region between the door gap covering element and the outer contour of the fuselage and of the door are not present in this context. An advantage is that, the overall aerodynamic properties of the aircraft door assembly are improved, undesirable noise generation is avoided, and the door gap can be closed off reliably and without damage to the surface protection of the outer side of the fuselage.

The door gap covering element can also be moved away from the door and away from contact against the aircraft fuselage or its door frame while the door is already being lifted from the locked closed position into the unlocked closed position, or while the door is being unlocked. The door gap covering element can likewise be placed back against the door and against the aircraft fuselage or its door frame while the door is still being lowered from the unlocked closed position into the locked closed position, or while the door is being locked. To prevent the door gap covering element from colliding with the door frame or fuselage, or damaging the surface protection on the outer side of the fuselage by friction, in the context of these two operations, the respective starting times of the motion of the door gap covering element may be precisely coordinated with the respective door sequence and with the starting and ending times of the lifting, lowering, unlocking and locking operations.

The aircraft fuselage according to the present invention, which is equipped in particular with a pressurized cabin, encompasses an aircraft door assembly according to the embodiments presented below. The aircraft fuselage according to the present invention is preferably configured as a fuselage of a fixed-wing aircraft, in particular of a passenger aircraft. The aircraft fuselage according to the present invention can likewise, however, also be embodied as a fuselage of a rotary-wing aircraft, in particular of a helicopter.

Advantages of the aircraft fuselage according to the present invention are substantially the same as those that have already been explained above in connection with the aircraft door assembly according to the present invention.

Preferred exemplifying embodiments of the invention, with additional configuration details and further advantages, are described and explained in more detail below with reference to the attached drawings.

DETAILED DESCRIPTION

To avoid repetition, in the description that follows and in the Figures, identical constituents and components are also labeled with identical reference characters unless further differentiation is necessary or useful.

FIG. 1is a schematic longitudinal sectional view through an aircraft door assembly according to the present invention in accordance with a first embodiment that is in a first state. In the present example, this aircraft door assembly is a component of a fixed-wing aircraft having a fuselage2equipped with a pressurized cabin. Fuselage2possesses a door opening that opens into the pressurized cabin and is surrounded by a door frame4. The aircraft door assembly comprises an aircraft door6(hereinafter called simply a door6), configured as a passenger door and as a so-called plug-in door, that can be fitted in or onto door frame4. Door6possesses a door structure having reinforcement elements and having an outer skin8. Door6is further equipped with a peripheral seal10with which door6is sealable with respect to a contact surface12of door frame4and thus with respect to the interior of the pressurized cabin.

Door6is liftable from a locked closed position, as depicted inFIG. 1as a first state of door6, into an unlocked closed position in which door6is ready for opening. The lifting direction of door6is marked inFIG. 1with an arrow14. Door6is then pivotable from the unlocked closed position into an open position located outside door frame4and outside fuselage2. Door6is furthermore pivotable from the open position back into the unlocked closed position, and from there back into the locked closed position. The door height is configured, with reference to the unobstructed internal height of door frame4, in such a way that in the locked closed position, a door gap16is present between door frame4and an upper door edge6a. Door gap16, which is identified by cross-hatching in the drawing, defines a space for lifting and lowering door6.

As is further evident fromFIG. 1, door6possesses, on its outer side and on a door edge region associated with door frame4, a movable door gap covering element18that, in the locked closed position shown inFIG. 1, extends over door gap16onto the outer side of fuselage2and of its door frame4, and covers door gap16. In this state, door gap covering element18is in a first covering element position P1. The width of door gap covering element18usefully corresponds at least to the width of door6or of its door gap16. Length L of door gap covering element18, measured in the height direction of door6or of door gap16, is greater than door gap height Hs. The ratio Hs/L of door gap height Hs to length L of door gap covering element18is preferably in a range from 1:10 to 1:1.1, in particular 1:10 to 1:5, in particular 1:6 to 1:3.5. In the present case, the ratio Hs/L is approximately 1:3, and only approximately the upper third of door gap covering element18extends over door gap16.

As is evident fromFIG. 1, the movable door gap covering element18is embodied in a panel shape. Materials suitable for door gap covering element18are, in particular, light alloy panels, for example made from an aluminum alloy, or also composite fiber panels; the latter can possess both a monolithic and a sandwich-like construction. In the longitudinal section of the aircraft door assembly shown inFIG. 1, the panel-shaped door gap covering element18is slightly curved. This curvature is adapted to the curvature of door6or of fuselage2at this location. Because aircraft fuselages, in particular those equipped with pressurized cabins, possess an approximately circular or even oval fuselage cross section or fuselage portions having a correspondingly curved conformation, door6and its door gap covering element18are consequently also adapted to this conformation.

FIG. 2is a schematic longitudinal sectional view of the aircraft door assembly according to the present invention ofFIG. 1in a second state. In this state, proceeding from the first covering element position P1sketched inFIG. 1in which door6is in the locked closed position (first state), the movable door gap covering element18is movable away from the outer side of outer skin8into a second covering element position P2so that door6is then liftable for unlocking. Proceeding from the aforementioned second covering element position P2and from a state in which door6is in the unlocked closed position (second state), the movable door gap covering element18is then movable back toward the outer side of outer skin8into first covering element position P1. Door6is then ready for locking or lowering. This movability of door gap covering element18is indicated inFIG. 2by a double arrow20.

To allow door gap covering element18to be moved in the manner described above, the aircraft door assembly according to the present invention is equipped with an actuation device for moving the movable door gap covering element18. In the present case, this actuation device is arranged at least partially inside the door structure and is functionally coupled with a locking device for locking and unlocking of door6. The locking device possesses a locking mechanism, of which a shaft22is visible inFIGS. 1 and 2. This actuation device functionally coupled with the locking device moves door gap covering element18into second covering element position P1before or during the lifting or unlocking of door6. It also moves the movable door gap covering element18back into first covering element position P1after the locking or during the locking of door6.

As a result of this functional coupling with shaft22of the locking mechanism, a separate or additional actuation device that serves exclusively to move door gap covering element18is eliminated. Instead, a part of the locking device handles the actuation of door gap covering element18and thus performs an advantageous multiple function. Even conventional door designs can thereby be retrofitted, with little complexity, with the system according to the present invention. The functional coupling moreover ensures that the motion of door gap covering element18takes place in a manner correspondingly synchronized with the lifting/unlocking or lowering/locking operation of door6. This prevents upper edge18aof door gap covering element18from bumping against door frame4or fuselage2upon lifting/unlocking of door6, since door gap covering element18is pivoted in timely fashion before the lifting/unlocking, or in timely fashion even during said operation, into second covering element position P2. Actuation of the door gap covering element18can thus be controlled as a function of actuation of the locking device, and can take place in a manner correspondingly synchronized with actuation of the locking device and with lifting/lowering and locking/unlocking of the door.

Depending on the manner in which the actuation device is functionally coupled with the locking device, it is also possible to move door gap covering element18into second covering element position P2during the actual lifting or unlocking of door6.

The actuation device comprises at least one actuation element, which engages onto the movable door gap covering element18and with which door gap covering element18is movable. In the present exemplifying embodiment, the at least one actuation element is configured as a pivoting lever24; and the movable door gap covering element18is embodied as a flap-like element pivotable relative to the outer side of outer skin8about a pivot axis A, as is clearly visible inFIGS. 1 and 2. Pivot axis A is located in the vicinity of the end of door gap covering element18facing away from door gap16, inside the door structure and in the vicinity of the inner side of outer skin8. Pivot axis A is constituted in the present case by the rotation axis of shaft22, which is joined nonrotatably to pivoting lever24. In this example, therefore, a part of the locking device simultaneously constitutes a part of the actuation device.

As is apparent in particular fromFIGS. 1 and 2, pivoting lever24is bent in stepped fashion, a first pivoting lever segment24aextending, in the state shown inFIG. 1, along the inner side of outer skin8. A second pivoting lever segment24badjoining first pivoting lever segment24ais bent to the left inFIG. 1toward door gap covering element18, and passes through outer skin8through a passthrough opening26provided in outer skin8. The portion of second pivoting lever segment24bprojecting out of outer skin8extends as far as the movable door gap covering element18. In other words, the actuation element extends from the inner side of door6, through outer skin8by way of passthrough opening26therein, to the movable door gap covering element18.

A third pivoting lever segment24cadjoining second pivoting lever segment24bis in turn bent upward and to the right inFIG. 2, and extends substantially along the outer side of outer skin8and along the underside of door gap covering element18to a point just before the latter's upper edge18a, and leaves exposed an upper edge region18bon door gap covering element18. Pivoting lever24shaped in this manner is fixedly joined to door gap covering element18in the region of second and third pivoting lever segments24b,24c. Pivoting lever24simultaneously constitutes a supporting or bracing structure that supports and holds door gap covering element18. Pivoting lever24and door gap covering element18either can be implemented as a unit or integrally (integral design), or else can be manufactured by joining two or more separate components (differential design).

It is further evident fromFIG. 1that in the locked closed position of door6or in first covering element position P1, the outer side of the movable door gap covering element18is flush with the ideal outer contour or reference outer contour of fuselage2, and with the outer contour or reference outer contour of door6. To enable this, fuselage2or its door frame4possesses on its outer side an indentation28into which, in the locked closed position of door6or in first covering element position P1, upper edge region18b(associated with door frame4) of the movable door gap covering element18is positionable flush with the reference outer contour of fuselage2.

In the present example, this indentation28is formed by a stepped edge of door frame4. An intermediate element can be arranged between the underside of edge region18band a bottom or a segment of indentation28that faces toward said edge region18b. This intermediate element is to be fastened, for example, to door gap covering element18or to indentation28. It can serve, for example, as a spacer, as a damping element upon placement of door gap covering element18against fuselage2or indentation28, or also as a seal for sealing the gap (however small) between upper edge18aof door gap covering element18and fuselage2or its door frame4.

When viewing the aircraft door assembly according to the present invention in the longitudinal section that is shown inFIGS. 1 and 2and extends in the height direction of door6, it is evident that the aircraft door assembly possesses a door edge region6b, associated with door gap16, in which outer skin8is offset, bent, or deformed toward the inner side of the door with respect to the predetermined reference outer contour of door6or with respect to a predetermined outer contour of aircraft fuselage2in the region of door6, and the movable door gap covering element18is arranged over this inwardly offset door edge region6b. The result is to create in this door edge region6b, between the reference outer contour on the one side and the outer side of the inwardly offset outer skin8on the other side, a relatively flat installation space30, substantially wedge-shaped in this case, that widens toward door frame4and serves primarily to receive the movable door gap covering element18. Although the transition from outer skin8(initially extending along the reference outer contour) to the inwardly offset door edge region6boccurs gradually in the present example, an abrupt transition can in principle also be implemented, for example by way of a step in outer skin8. A gradual transition is, however, generally preferred.

The ratio HE/D between average height HE of installation space30measured in the door thickness direction, and thickness D of door6in an upper door segment not encompassing door edge region6b, is preferably in a range from 1:12 to 1:4, in particular 1:10 to 1:6, in particular 1:8 to 1:5, in particular 1:6 to 1:4. In the present exemplifying embodiment, the ratio HE/D is approximately 1:8.5.

Although installation space30can in principle be configured so that in the state shown inFIG. 1, it is substantially completely filled up by the movable door gap covering element18, it is nevertheless preferred that in first covering element position PI, a clearance30aremain between the inner side of the movable door gap covering element18and the outer side of those regions of outer skin8located in the inwardly offset door edge region6b. In the present example, a portion of second pivoting lever segment24band of third pivoting lever segment24cextends in this clearance30a. In this fashion, pivot lever24can perform the above-described supporting or bracing function, and passthrough opening26through which pivoting lever24extends can be small.

As sketched inFIGS. 1 and 2, there is provided in the lower, tapering region of installation space30, and between a lower edge region18cof movable door gap covering element18associated with door6and a region of outer skin8contiguous with said edge region18c, a wedge-shaped fairing element32that fills up this portion of installation space30. The predetermined reference outer contour of door6at this point is thereby defined. At the same time, in first covering element position P1shown inFIG. 1, door gap covering element18is faired in aerodynamically favorable fashion at its lower edge18c. Fairing element32can also extend, with its upper edge32afacing toward door gap covering element18, partially underneath door gap covering element18. Fairing element32can thus function simultaneously as a contact surface and/or sealing element for the lower edge region18cof door gap covering element18.

FIG. 3, which is a schematic plant view of the aircraft door assembly according to the present invention ofFIGS. 1 and 2looking in a direction corresponding to arrow III inFIG. 1, illustrates further details of the aircraft door assembly according to the present invention in accordance with the first embodiment.FIG. 3, for example, shows two passthrough openings26, spaced apart from one another in the width direction of door6, through each of which can extend a pivoting lever24of the actuation device. The actuation device thus preferably possesses at least two pivoting levers24, spaced apart from one another in the width direction of door6, that serve simultaneously as a supporting or bracing structure for the movable door gap covering element18. The two pivoting levers24are joined to one another by common shaft22as also shown inFIG. 4. A larger number of pivoting levers24can also be provided, in particular as a function of the door width.

Because pivoting levers24, as previously mentioned, each extend through outer skin8by way of a passthrough opening26therein, the aircraft door assembly possesses a sealing device that seals passthrough opening26with respect to the outer side and/or inner side of door6. It is known that aircraft having pressurized cabins have, in flight and in particular at higher altitudes, an internal cabin pressure that is higher with respect to the external atmosphere. The aforesaid sealing device is therefore provided in order to prevent pressure losses from the cabin and undesirable noise generation at passthrough openings26. Although in at least one embodiment of the invention the sealing device is mounted directly on passthrough openings26, a different solution is preferred for the embodiment according toFIGS. 1 to 3.

Reference is made in this context toFIG. 4, which is a schematic perspective plan view of an upper portion of the aircraft door assembly according to the present invention ofFIGS. 1 to 3, looking in a direction corresponding to arrow III inFIG. 1.

As is evident fromFIG. 4, the actuation device with its pivoting levers24is arranged at least in part in a pressure-tight space34that is provided inside the door structure and is sealed at least with respect to the inner side of the door and thus also with respect to the interior of the pressurized cabin. In this example, there is provided for each pivoting lever24a pressure-tight space34in which at least first pivoting lever segment24aand a part of second pivoting lever segment24bare located. Pressure-tight space34is delimited by outer skin8, by two adjacent rib segments36of the door structure, and by a cover38that closes off rib segments36toward the inner side of the door. Passthrough opening26, through which a part of second pivoting lever segment24bextends outward to door gap covering element18, opens into said pressure-tight space34. Shaft22, which constitutes the common pivot axis A of pivoting lever24, is rotatably mounted in a respective opening36ain the two adjacent rib segments36. The right end as shown inFIG. 4of shaft22protrudes out of pressure-tight space34, and extends to the adjacent second pivoting lever24and into its pressure-tight space34. Shaft22is again rotatably mounted there in the same fashion. The bearing assembly for shaft22, or for opening36aprovided for the bearing assembly in rib segment36, is sealed toward the outer side of the pressure-tight space (i.e., toward the inner side of the cabin) with sealing rings. Because, as already mentioned, the respective passthrough opening26also opens into pressure-tight space34, no further sealing device is necessary, in principle, for passthrough opening26. Such a device can, however, of course be provided optionally.

In an embodiment of the invention, provision is also made to rotatably mount at least one end of shaft22in a bearing device arranged entirely inside pressure-tight space34. This bearing device can be fastened, for example, to the inner side of a rib segment36or inside a cup-like indentation or bulge of rib segment36. An opening to the outer side of pressure-tight space34thus no longer exists at this location, and this location consequently need not be separately sealed.

It should be noted that the movable door gap covering element18of the aircraft door assembly according to the present invention is surrounded on all sides, in every operating position, by the external atmosphere that exists outside fuselage2or outside door6. Even if fuselage2is equipped, as in this example, with a pressurized cabin, the movable door gap covering element18is therefore never impinged upon by the internal cabin pressure, but only impinged upon on all sides by the pressure of the surrounding atmosphere. Door gap covering element18is therefore only relatively lightly stressed, and consequently can be configured in a very lightweight, but still stable and high-strength, fashion.

FIG. 5is a schematic longitudinal sectional view through an aircraft door assembly according to the present invention in accordance with a second embodiment. The construction of door6and of the movable door gap covering element18corresponds largely to the first embodiment. Unlike the latter, however, it does not possess any pivoting levers that extend through outer skin8and are coupled with a shaft of the locking device constituting the pivot axis of the pivoting levers. Instead, in the variant according toFIG. 5an independent pivot axis A is arranged outside door6and above the outer side of outer skin8. The movable door gap covering element18is pivotable about this pivot axis A between the first and the second covering element position.

In addition, in the context of the variant ofFIG. 5the actuation device is arranged in a region (i.e., in installation space30) between the outer side of outer skin8of door6and an inner side, facing toward outer skin8, of the movable door gap covering element18. The actuation device possesses at least one actuator40that engages on door6(here on outer skin8of door6) and on door gap covering element18and actuator moves door gap covering element18. Actuator40can be, for example, a mechanical, magnetic, electrical, electromechanical, electromagnetic, electrostrictive, in particular piezoelectric, magnetostrictive, hydraulic, or pneumatic positioning device, or a mixed form of the aforesaid types of positioning device. Actuator40can, if necessary, additionally be coupled with a linkage device. In at least one embodiment, actuator40can also act in non-contact fashion.

The embodiment according toFIG. 5has the advantage that it requires no passthrough openings in outer skin8, and corresponding sealing devices, for the actuation device. As a rule, only energy supply lines, control and/or monitoring and/or sensor lines will need to be passed through outer kin8to actuator40and/or to door gap covering element18. These passthroughs contain no moving elements, however, so that sealing can be implemented more easily.

As already mentioned, in the embodiment according toFIG. 5the actuation device or its actuator40no longer possesses a mechanical coupling to the locking device or its locking mechanism that correspondingly synchronizes the motion of door gap covering element18with the lifting/unlocking or lowering/locking of door6and prevents upper edge18aof door gap covering element18from bumping against door frame4or fuselage2. For this reason, actuator40of the aircraft door assembly ofFIG. 5is coupled with a monitoring device that in turn is connected to the locking device and/or to a suitable sensor that supplies a door control signal representing the respective operating state of door6and of its locking device. Based on this door control signal, the monitoring device then supplies a suitable actuator control signal to actuator40. This actuator control signal ensures that the actuation of actuator40, and thus of door gap covering element18, is monitored as a function of the actuation of the locking device, and takes place in a manner correspondingly synchronized with the actuation of the locking device and the lifting or lowering of door6.

The monitoring device either can be completely integrated into door6or can also be located partly or completely, e.g. via an interface, outside door6, e.g. in or on a door frame region or even in a different suitable position in or on fuselage2.

Door gap covering element18and/or its actuation device can moreover be equipped with a sensor that supplies to the monitoring device a status signal representing the operating state of door gap covering element18or of its actuator40. The monitoring device can in turn be equipped with at least one output lead through which the status signal and/or the door control signal can be supplied to an indicating device or an operating device that is arranged, for example, on door6, on door frame4, on a fuselage region, or in the cockpit of the aircraft.

The embodiment according toFIG. 5is particularly suitable for aircraft door assemblies in which door control, e.g., unlocking, lifting, opening, closing, lowering, locking, and control of the actuation device of the door gap covering element18, or regulation of said components, is accomplished electrically or electronically.

The invention is not limited to the exemplifying embodiments above. The aircraft door assembly according to the present invention can instead, in the context of the scope of protection of the claims, also assume embodiments other than those described above. In particular, the movable door gap covering element18can also possess multiple movable individual door gap covering elements arranged next to one another, which moreover can partly overlap in first covering element position P1. Pivot axis A of the movable door gap covering element18can also be positioned so that it is located inside outer skin8. This is achievable, for example, by the fact that pivot axis A is arranged in corresponding indentations in outer skin8.

Although the movable door gap covering element18was moved only rotationally in the preferred embodiments explained above, it is equally possible in the context of the invention for door gap covering element18to be moved only in translation, or even in a combination of a rotational and a translational motion. Correspondingly suitable kinematics must then provided for this. Door gap covering element18can also be functionally coupled with a lifting and lowering device of the door, if said lifting and lowering device is not already per se coupled with the locking device of the door.

Reference characters in the Claims, the description, and the drawings serve exclusively for better understanding of the invention, and are not intended to limit the scope of protection.