Patent Description:
Doors and hatches are movable barriers that close an opening in a boundary between two environments and provide time-limited access between these two environments. Doors and hatches can be found in many technical applications. Examples for such applications include doors and hatches in aircraft, spacecraft, submarines, trains, vehicles, etc..

In the closed position, a door leaf of an aircraft door needs to be adjusted relative to its opening (i.e., the door frame) in the aircraft's fuselage. This adjustment is necessary to compensate for tolerances of the complex assembly of the door leaf and the door frame, to optimize the opening motion of the door leaf, and to optimize the position of the door leaf relative to the door frame in the closed position during flight due to aerodynamic reasons.

In general, an aircraft door consists of a door leaf, a door frame, and a support arm. Typically, the support arm is rotatably mounted to the door frame, and rotatably mounted to the door leaf. Often, the door leaf - support arm connection is mounted rotatably around two axes, the vertical aircraft axis and the longitudinal aircraft axis. To center the door leaf relative to the door frame in the closed position, the rotatably mounted support arm is adjustably arranged on the door leaf and the door frame.

Typically, a central element is held by the fork-shaped outer element. The fork-shaped outer element is rotatably mounted around the vertical aircraft axis to the support arm. The central element is surrounded by a fork-shaped inner element, which is part of the door leaf. The relative position between the fork-shaped inner element and the central element can be adjusted by filling the gaps between these elements with washers or by removing excess washers.

Document <CIT> describes an aircraft door comprising a support arm connected to a support forearm by a first pivot connection about a first pivot axis, the support forearm being connected to the leaf by a second pivot connection about a second pivot axis parallel to the first pivot axis. The support arm is connected to the door frame by two hinges each comprising a pivot for rotating the support arm about a third pivot axis which is parallel to the first pivot axis and to the second pivot axis, this pivot being connected to the door frame by an attachment that is translatably adjustable in two directions orthogonal to one another and orthogonal to the third pivot axis. However, only the rotary section is tightened against the shoe by means of the lock nut and is thus supported without play. The connections between the shoe and the bolts, between the yoke and the sleeve and between the bolt and the yoke cannot be braced against each other and the play of the X-adjustment is therefore dependent solely on the manufacturing tolerances of these components to each other. The same applies to the lower X-Axis Adjustment device. As a result of this support arm adjustment, all axes respectively positioning directions are depending on the precision of the manufacturing tolerances between these parts. The prior art is also illustrated by documents <CIT> and <CIT>.

Furthermore, during adjustment of the state-of-the-art aircraft doors, the fork-shaped inner element and the central element and thus the door leaf and the support arm need to be disconnected. During this operation, the door leaf needs to be lifted by a separate unit to ensure a force free connection between door leaf and support arm that enable the removal of a horizontal axle such that washers can be removed or added between the fork-shaped inner element and the central elements.

After reconnecting the fork-shaped inner element with the central element, the separate unit is removed and the position of the door leaf relative to the door frame has to be checked. If the position of the door leaf relative to the door frame is still unsatisfactory, the position can be adjusted in additional iterative staggered loops. This adjustment procedure is obviously time-consuming.

Furthermore, it was shown that the procedure of adding or removing washers causes damage to the central element and/or to the fork-shaped inner element. The damage often requires high effort exchange or repair of parts.

Moreover, the horizontal axle is usually designed as a bolt which is clamping the washers and the central element by sleeves. This means that the bolt and the central element have no axial fixation during the adjustment, which can result in unexpected wear between the central element and the horizontal axle.

It is, therefore, an objective to provide a new aircraft door that overcomes the above limitations. In particular, it is an objective to provide a new aircraft door with an adjustment system that enables the adjustment of the position of the door leaf relative to the door frame without disconnecting the door leaf from the support arm. The new aircraft door should prevent any damage or unexpected wear during the adjustment process. Furthermore, it is an objective to simplify the adjustment procedure and reduce or eliminate the need of an iterative adjustment process.

This objective is solved by the features of claim <NUM>.

More specifically, an aircraft door for closing an opening in a fuselage of an aircraft in a closed position and for providing access to the aircraft through the opening in the fuselage in a fully open position, comprises a door frame with a door frame bracket, a door leaf with stiffening structures, a support arm assembly with first and second fork-shaped ends, and first and second connecting elements. The first connecting element connects the first fork-shaped end of the support arm assembly with the stiffening structures and comprises a first adjustment unit that is adapted for adjusting the position of the door leaf relative to the door frame along a first axis. The second connecting element connects the second fork-shaped end of the support arm assembly with the door frame bracket and comprises a second adjustment unit that is adapted for adjusting the position of the door leaf relative to the door frame along a second axis that is perpendicular to the first axis.

Advantageously, the adjustment of the door leaf in longitudinal direction (i.e., x-direction or between front and aft) of the aircraft and/or in vertical direction (i.e., z-direction or between bottom and top) of the aircraft can be performed decentralized at a location that is apart from the root of the support beam at the mounting on the door frame. Placing the adjustment units at a location apart from the root of the support beam at the mounting on the door frame has the advantage that the adjustment devices (screws, bolts, brackets etc.. ) for the adjustment units can be designed light-weight, because the adjustment units avoid carrying the whole weight of the door leaf. Furthermore, placing the first adjustment unit in the center of the door leaf has the advantage that the adjustment along the first axis (x-axis or longitudinal direction of the aircraft) is independent and does not affect the positioning of the door leaf relative to the door frame along the second axis (z-axis or vertical direction of the aircraft).

Moreover, placing the location of the adjustment sleeve for the adjustment along the second axis (z-axis or vertical direction of the aircraft) on the upper side of the support arm connection at the door frame makes the adjustment unit easy to reach for performing the adjustment. Moreover, the securing element and the adjustment unit are both located on the same side, thereby improving the accessibility of the adjustment unit for performing the adjustment process. This results in a simplified and less time-consuming adjustment process.

The fork-shaped ends of the support arm assembly help to reduce the forces and/or loads in the rotation bearings, resulting in lower frictional forces and therefore less wear and increased service life. An additional gliding element may ease the turning of the adjustment sleeve.

Compared to prior art solutions, the present technology reduces the adjustment effort as lifting of the door leaf during the adjustment, a disassemble-assemble procedure of the door leafsupport arm connection during adjustment, as well as adjustment iteration loops are avoided such that the result of the adjustment along the first and second axes with the adjustment units is immediately visible.

Furthermore, the present technology ensures damage free parts during the adjustment process, less loose parts, less wear, and no play during door operation, and a play-free adjustment. Moreover, the present technology improves the adjustment process by providing for a stepless adjustment and an improved accessibility of the adjustment unit.

According to one aspect, at least one of the first adjustment unit or the second adjustment unit is adapted for enabling a continuous adjustment of the position of the door leaf relative to the door frame.

In some implementations, the first connecting element further comprises a central element that extends parallel to the second axis between at least two prongs of the first fork-shaped end of the support arm assembly, wherein the central element is rotatably attached to the at least two prongs of the first fork-shaped end of the support arm assembly.

If desired, the first connecting element further comprises a fork-shaped inner element that is attached to the stiffening structures.

According to one aspect, the first adjustment unit further comprises an adjustment axle that extends parallel to the first axis through at least two prongs of the fork-shaped inner element, and a fixation element that rigidly attaches the adjustment axle to the central element.

Illustratively, the first adjustment unit further comprises at least one socket that is rotatably attached to the adjustment axle.

In some implementations, the fork-shaped inner element has inner threads and the first adjustment unit further comprises at least one adjustment element that is rigidly attached with the at least one socket, wherein the at least one adjustment element has an outer thread that is adapted for engaging with at least one of the inner threads of the fork-shaped inner element such that a rotation of the at least one adjustment element moves the fork-shaped inner element relative to the adjustment axle along the first axis, thereby adjusting the position of the door leaf relative to the door frame along the first axis.

According to one aspect, the first adjustment unit further comprises at least one securing element that is adapted for preventing a rotation of the at least one adjustment element.

If desired, the first adjustment unit is arranged in the center of the door leaf.

Illustratively, the second adjustment unit further comprises a central element that is attached to the door frame bracket.

In some implementations, the second adjustment unit further comprises an adjustment axle that extends parallel to the second axis through at least two prongs of the second fork-shaped end of the support arm assembly, and first and second clamping sleeves that attach the adjustment axle to the central element and prevent a movement of the adjustment axle relative to the central element along the second axis.

According to one aspect, at least one of the at least two prongs of the second fork-shaped end has an inner thread and the second adjustment unit further comprises an adjustment sleeve with an outer thread that is rotatably mounted to one of the first and second clamping sleeves to prevent a movement of the adjustment sleeve relative to the adjustment axle along the second axis, wherein the outer thread is adapted for engaging with the at least one of the at least two prongs of the second fork-shaped end that has the inner thread such that a rotation of the adjustment sleeve moves the adjustment axle along the second axis, thereby adjusting the position of the door leaf relative to the door frame along the second axis.

If desired the second adjustment unit further comprises at least one securing element that is adapted for preventing a rotation of the adjustment sleeve.

Furthermore, a method of operating the above-described aircraft door to adjust the position of the door leaf relative to the door frame, comprises rotating at least one adjustment element of the first adjustment unit in a first predetermined rotation direction around the first axis to move the position of the door leaf relative to the door frame along the first axis in a first direction, and rotating the at least one adjustment element of the first adjustment unit in a second predetermined rotation direction that is opposite the first predetermined rotation direction around the first axis to move the position of the door leaf relative to the door frame along the first axis in a second direction that is opposite the first direction.

According to one aspect, the method further comprises rotating the adjustment sleeve of the second adjustment unit in a third predetermined rotation direction around the second axis to move the position of the door leaf relative to the door frame along the second axis in a third direction, and rotating the adjustment sleeve of the second adjustment unit in a fourth predetermined rotation direction that is opposite the third predetermined rotation direction around the second axis to move the position of the door leaf relative to the door frame along the second axis in a fourth direction that is opposite the third direction.

Preferred embodiments are outlined by way of example in the following description with reference to the attached drawings.

Exemplary embodiments may be used with any door or hatch that closes a boundary between two environments. Preferably, the door or hatch closes an outside boundary of the vehicle, whereby the door or hatch provides access to the interior of the vehicle from the outside of the vehicle. Examples for vehicles may include aircraft such as airplanes, quadcopters, helicopters, and drones.

<FIG> shows an aircraft <NUM> with an aircraft airframe <NUM>, which is sometimes also referred to as fuselage <NUM>. Illustratively, the aircraft <NUM> comprises a passenger cabin 103a, a cargo deck 103b, and a flight deck or cockpit 103c. If desired, the aircraft <NUM> is accessible via a plurality of aircraft doors <NUM>, which exemplarily comprises several cabin access doors 104a, 104b, 104c, and 104d, as well as one or more cargo deck access doors 104e. By way of example, the passenger cabin 103a and the flight deck 103c are accessible via the cabin access doors 104a, 104b, 104c and 104d, and the cargo deck 103b is accessible via the one or more cargo deck access doors 104e.

Illustratively, each aircraft door of the plurality of aircraft doors <NUM> may be adapted for closing an opening in the fuselage <NUM> of the aircraft <NUM> in a closed position, thereby preventing access from outside the aircraft <NUM>, and for providing access to the aircraft <NUM> through the opening in the fuselage <NUM> (e.g., to the aircraft passenger cabin 103a, the aircraft cargo deck 103b, and/or the aircraft flight deck 103c) in a fully open position.

If desired, at least one of the plurality of aircraft doors <NUM> is a swiveling aircraft door that closes the opening in the fuselage <NUM> in a fluid-tight manner.

At least one aircraft door of the plurality of aircraft doors <NUM> includes a door frame, a door leaf, a support arm assembly, and first and second connecting elements that connect the support arm assembly with the door leaf and the door frame, respectively.

As shown in <FIG>, aircraft <NUM> is embodied by an airplane. By way of example, the present door may alternatively be applied to other aircrafts such as helicopters, drones, multicopters, etc..

Hereinafter, the x-axis refers to the longitudinal axis of the aircraft <NUM> that extends through the front and the aft of the aircraft, the y-axis refers to the transversal axis of the aircraft <NUM> that extends through the starboard side and the port side of the aircraft <NUM>, and the z-axis refers to the vertical axis of the aircraft <NUM> that extends through the bottom and the top of the aircraft <NUM>.

<FIG> is a diagram of an illustrative aircraft door <NUM> with adjustment units <NUM>, <NUM> that are adapted for adjusting the position of the door leaf <NUM> relative to the door frame.

Illustratively, the aircraft door <NUM> has a door leaf <NUM> with stiffening structures. The stiffening structures may be beam-like or truss-like. If desired, the stiffening structures may have an I-shaped, H-shaped, U-shaped, or T-shaped cross section, any combination thereof, or any other shape that is suitable to reinforce the door leaf <NUM>.

As shown in <FIG>, the aircraft door <NUM> has a support arm assembly <NUM> and first and second connecting elements. The first connecting element connects the support arm assembly <NUM> with the stiffening structures of the door leaf <NUM> and the second connecting element connects the support arm assembly <NUM> with the door frame.

The support arm assembly <NUM> has a first fork-shaped end, and the first connecting element connects the first fork-shaped end of the support arm assembly <NUM> with the stiffening structures.

The support arm assembly <NUM> has a second fork-shaped end, and the second connecting element connects the second fork-shaped end of the support arm assembly <NUM> with a door frame bracket of the door frame.

The first connecting element includes a first adjustment unit that is adapted for adjusting the position of the door leaf <NUM> relative to the door frame along a first axis (e.g., the x-axis). The first adjustment unit may be arranged in the center of the door leaf and is described in more detail with reference to <FIG>, <FIG>, and <FIG>.

The second connecting element includes a second adjustment unit that is adapted for adjusting the position of the door leaf <NUM> relative to the door frame along a second axis (e.g., the z-axis). The second adjustment unit is described in more detail below with reference to <FIG> and <FIG>.

<FIG> is a diagram of an illustrative first adjustment unit <NUM> that is adapted for adjusting the position of the door leaf relative to the door frame along a first axis (i.e., the x-axis) seen from a first perspective. For example, the first perspective may be from above the aircraft door (i.e., in negative z-direction).

Illustratively, the first adjustment unit <NUM> is adapted for enabling a continuous adjustment of the position of the door leaf <NUM> relative to the door frame. For example, the adjustment unit <NUM> may enable a stepless adjustment of the position of the door leaf <NUM> relative to the door frame.

As shown in <FIG>, the door leaf <NUM> may have stiffening structures <NUM>, and the support arm assembly <NUM> may have a first fork-shaped end <NUM>.

Illustratively, the aircraft door may include a first connecting element <NUM> that connects the first fork-shaped end <NUM> of the support arm assembly <NUM> with the stiffening structures <NUM> of the door leaf <NUM>.

In some implementations, the first connecting element <NUM> may include a central element <NUM>. The central element <NUM> may extend parallel to the second axis (i.e., along the z-axis) between at least two prongs of the first fork-shaped end <NUM> of the support arm assembly <NUM>. Illustratively, the central element <NUM> is rotatably attached to the at least two prongs of the first fork-shaped end <NUM> of the support arm assembly <NUM>.

Illustratively, the first connecting element <NUM> may include an inner element <NUM> that is attached to the stiffening structures <NUM>. If desired, the inner element <NUM> may be a fork-shaped inner element <NUM>. The fork-shaped inner element <NUM> may have at least two prongs. For example, the fork-shaped inner element <NUM> may have three, four, five, six, or more prongs. As shown in <FIG>, the fork-shaped inner element <NUM> may have two prongs.

In some implementations, the first adjustment unit <NUM> of the first connecting element <NUM> may include an adjustment axle <NUM>. The adjustment axle <NUM> may extend parallel to the first axis (i.e., along the x-axis) through at least two prongs of the at least two prongs of the fork-shaped inner element <NUM>. The at least two prongs of the at least two prongs of the fork-shaped inner element <NUM>, through which the adjustment axle <NUM> extends, may have inner threads.

Illustratively, the first adjustment unit <NUM> may include a fixation element <NUM>. As shown in <FIG>, the fixation element <NUM> may rigidly attach the adjustment axle <NUM> to the central element <NUM>. For example, the fixation element <NUM> may be a pin, a bolt, or a rivet that rigidly attaches the adjustment axle <NUM> to the central element <NUM>.

By way of example, the first adjustment unit <NUM> may include at least one adjustment element <NUM>. As shown in <FIG>, the first adjustment unit <NUM> includes two adjustment elements <NUM> that are rotatably mounted to the adjustment axle <NUM> at two opposite sides of the central element <NUM>.

Illustratively, the at least one adjustment element <NUM> has an outer thread. For example, each one of the at least one adjustment element <NUM> may be a threaded sleeve. The outer thread of the at least one adjustment element <NUM> is adapted for engaging with a corresponding at least one of the inner threads of the fork-shaped inner element <NUM>. Thus, a rotation of the at least one adjustment element <NUM> may move the fork-shaped inner element <NUM> relative to the adjustment axle <NUM> along the first axis (i.e., the x-axis), thereby adjusting the position of the door leaf <NUM> relative to the door frame along the first axis (i.e., the x-axis).

The at least one adjustment element <NUM> may be rotated as long as a contact surface (e.g., a bush flange or a lining coating) of the at least one adjustment element <NUM> is in contact with the central element <NUM>. During adjustment of the door leaf's position along the first axis (i.e., the x-axis), the at least one adjustment element <NUM> may be counter-rotated on the adjustment axle <NUM> to move the door leaf <NUM> relative to the support arm assembly <NUM>.

In some implementations, the first adjustment unit <NUM> may include at least one securing element <NUM>. The at least one securing element may be adapted for preventing a rotation of the at least one adjustment element <NUM>.

For example, when the final position of the door leaf <NUM> relative to the door frame along the first axis (i.e., the x-axis) is found, the securing element <NUM> may secure the at least one adjustment element <NUM> against rotation. If desired, the securing element <NUM> may hold the head of the at least one adjustment element <NUM>. For example, the at least one adjustment element <NUM> may have a hexagonal head, a polygonal head, a drilling hole for wire securing or other means that the securing element <NUM> may use for preventing a rotation of the at least one adjustment element <NUM>. The securing element <NUM> may include a clamp or a wire, if desired.

<FIG> is a diagram showing the illustrative first adjustment unit <NUM> of <FIG> from a second perspective that is perpendicular to the first perspective. For example, the second perspective may be from the port side to the starboard side of the airplane (i.e., in negative y-direction).

Illustratively, the central element <NUM> is rotatably attached to the at least two prongs of the first fork-shaped end <NUM> of the support arm assembly <NUM>, the fixation element <NUM> rigidly attaches the adjustment axle <NUM> to the central element <NUM>, and the adjustment axle <NUM> is attached to the fork-shaped inner element <NUM> via the at least one adjustment element <NUM>. Thus, the door leaf is rotatable around the z-axis relative to the support arm assembly <NUM> through a rotation of the central element <NUM> relative to the first fork-shaped end <NUM> of the support arm assembly <NUM>. If desired, sockets <NUM>, washers <NUM>, and sleeve <NUM> may facilitate the rotation of the central element <NUM> relative to the at least two prongs of the first fork-shaped end <NUM> of the support arm assembly <NUM>.

In some implementations, the first adjustment unit <NUM> may include at least one socket <NUM>. The at least one socket <NUM> may be rotatably attached to the adjustment axle <NUM>.

Illustratively, the fork-shaped inner element <NUM> has inner threads and the first adjustment unit <NUM> includes at least one adjustment element <NUM>. The at least one adjustment unit <NUM> may be rigidly attached with the at least one socket <NUM>. If desired, the first adjustment unit <NUM> may have as many adjustment elements and sockets as the fork-shaped inner element <NUM> has prongs. As shown in <FIG>, the fork-shaped inner element <NUM> has two prongs, the first adjustment unit <NUM> has two adjustment elements <NUM> with two sockets <NUM> each, and the two sockets <NUM> and associated adjustment elements <NUM> are arranged on the adjustment axle <NUM> at opposite sides of the central element <NUM> in direction of the x-axis.

The at least one adjustment element <NUM> may have an outer thread that is adapted for engaging with at least one of the inner threads of the fork-shaped inner element <NUM> such that a rotation of the at least one adjustment element <NUM> moves the fork-shaped inner element <NUM> relative to the adjustment axle <NUM> along the first axis (i.e., the x-axis), thereby adjusting the position of the door leaf relative to the door frame along the first axis (i.e., the x-axis).

In the final position of the door leaf relative to the door frame along the first axis (i.e., the x-axis), the at least one adjustment element <NUM> has two adjustment elements <NUM> that clamp the central element <NUM> from two sides.

If desired, the first adjustment unit <NUM> may include at least one securing element <NUM>. The at least one securing element <NUM> may be adapted for preventing a rotation of the at least one adjustment element <NUM>. For example, when the final position of the door leaf relative to the door frame along the first axis (i.e., the x-axis) is found, the securing element <NUM> may secure the at least one adjustment element <NUM> against rotation.

If desired, at least one securing element <NUM> may secure each adjustment element <NUM> of the at least one adjustment element <NUM> against rotation. As shown in <FIG>, the adjustment unit <NUM> includes two adjustment elements <NUM> and two securing elements <NUM>, one for each adjustment element <NUM>.

If desired, the securing element <NUM> may hold the head of the at least one adjustment element <NUM>. For example, the at least one adjustment element <NUM> may have a hexagonal head, a polygonal head, a drilling hole for wire securing or other means that the securing element <NUM> may use for preventing a rotation of the at least one adjustment element <NUM>. The securing element <NUM> may include a tab washer, a key washer, a notch washer, a cotter pin (e.g., if the at least one adjustment element <NUM> has a crown nut), a clamp, or a wire, if desired.

<FIG> is a three-dimensional diagram of the illustrative adjustment unit <NUM> of <FIG> and <FIG>. <FIG> further illustrates the arrangement of the central element <NUM>, the adjustment axle <NUM>, the fixation element <NUM>, the adjustment element <NUM>, the fork-shaped inner element <NUM>, and the securing element <NUM>.

As shown in <FIG>, the securing element <NUM> is a nut guard that has a polygonal inside and a protrusion with a hole. The polygonal inside fits over the adjustment element <NUM> such that the nut guard can be installed non-rotatably over the adjustment element <NUM>. A screw through the hole in the protrusion can attach the nut guard to the fork-shaped inner element <NUM> such that the adjustment element <NUM> is prevented from rotating relative to the adjustment axle <NUM>.

<FIG> is a three-dimensional diagram of an illustrative adjustment unit <NUM> that is adapted for adjusting the position of a door leaf relative to a door frame <NUM> along a second axis (i.e., the z-axis) that is perpendicular to the first axis (i.e., the x-axis).

Illustratively, the second adjustment unit <NUM> is adapted for enabling a continuous adjustment of the position of the door leaf relative to the door frame <NUM>. For example, the adjustment unit <NUM> may enable a stepless adjustment of the position of the door leaf relative to the door frame <NUM>.

As shown in <FIG>, the door frame <NUM> may have a door frame bracket <NUM>, and the support arm assembly <NUM> may have a second fork-shaped end <NUM> that is different than the first fork-shaped end <NUM> of <FIG>. The second fork-shaped end <NUM> may have at least two prongs. If desired, the second fork-shaped end <NUM> may have more than two prongs. For example, the second fork-shaped end <NUM> may have three, four, five, six, or more prongs.

Illustratively, the support arm assembly <NUM> may have a third fork-shaped end that engages with another door frame bracket <NUM> of the door frame. The additional connection of the third fork-shaped end with the other door frame bracket <NUM> may be rotatable and axially displaceable by means of two bushings in the support arm assembly <NUM> and a clamping sleeve. Thus, the additional connection simply follows the movement of the adjustment along the second axis (i.e., the z-axis) that occurs as a result of operating the second adjustment unit <NUM>.

Illustratively, the aircraft door may include a second connecting element <NUM> that connects the second fork-shaped end <NUM> of the support arm assembly <NUM> with the door frame bracket <NUM> of the door frame <NUM>.

By way of example, the second adjustment unit <NUM> may include an adjustment element <NUM>. If desired, the second adjustment unit <NUM> may include a securing element <NUM>. The securing element <NUM> may be adapted for preventing a rotation of the adjustment element <NUM>.

<FIG> is a diagram showing a detailed two-dimensional representation of the illustrative adjustment unit <NUM> of <FIG>.

Illustratively, the second adjustment unit <NUM> may include a central element <NUM>. The central element <NUM> may be attached to the door frame bracket (e.g., door frame bracket <NUM> of <FIG>). If desired, the central element <NUM> may extend along the x-axis.

By way of example, the second adjustment unit <NUM> may include an adjustment axle <NUM>. The adjustment axle <NUM> may extend parallel to the second axis (i.e., the z-axis) along the adjustment axis <NUM> through at least two prongs <NUM> of the second fork-shaped end <NUM> of the support arm assembly <NUM>. As shown in <FIG>, the second fork-shaped end <NUM> has two prongs <NUM>, and the adjustment axle <NUM> extends along the adjustment axis <NUM> through the two prongs <NUM> of the support arm assembly <NUM>.

Illustratively, the second adjustment unit <NUM> may include first and second clamping sleeves <NUM>, <NUM>. The first and second clamping sleeves <NUM>, <NUM> may attach the adjustment axle <NUM> to the central element <NUM>. In some implementations, the first and second clamping sleeves <NUM>, <NUM> prevent a movement of the adjustment axle <NUM> relative to the central element <NUM> along the second axis (i.e., the z-axis) and thereby a movement of the adjustment axle <NUM> relative to the door frame bracket along the second axis (i.e., the z-axis).

If desired, a spherical bearing <NUM> may be arranged inside the central element <NUM>. The spherical bearing <NUM> may enable a rotation of the central element <NUM> about the adjustment axis <NUM>.

Illustratively, at least one of the at least two prongs <NUM> of the second fork-shaped end <NUM> of the support arm assembly may have an inner thread. For example, a threaded bushing <NUM> may be located at one of the at least two prongs <NUM> to provide the inner thread. As shown in <FIG>, the upper prong <NUM> (i.e., the prong which is further away from the origin on the z-axis) may have an inner thread while the lower prong <NUM> is missing an inner thread.

By way of example, the second adjustment unit <NUM> includes an adjustment sleeve <NUM>. The adjustment sleeve <NUM> may be rotatably mounted to one of the first and second clamping sleeves <NUM>, <NUM> to prevent a movement of the adjustment sleeve <NUM> relative to the adjustment axle <NUM> along the second axis (i.e., the z-axis). As shown in <FIG>, the adjustment sleeve <NUM> is mounted to the first clamping sleeve <NUM>.

The adjustment sleeve <NUM> may have an outer thread. The outer thread may be adapted for engaging with the at least one of the at least two prongs <NUM> of the second fork-shaped end <NUM> that has the inner thread or the threaded bushing <NUM>. Thus, a rotation of the adjustment sleeve <NUM> moves the adjustment axle <NUM> along the second axis (i.e., the z-axis), thereby adjusting the position of the door leaf relative to the door frame along the second axis (z-axis).

In some implementations, a trapezoidal thread may be selected between the threaded bushing <NUM> and the adjustment sleeve <NUM>.

The adjustment sleeve <NUM> may be supported by means of a carrying ring <NUM> and a gliding element <NUM> that separate the clamp sleeve <NUM> from the central element <NUM>, respectively the door frame bracket and facilitate the rotational movement of the central element <NUM> relative to the door frame bracket about the adjustment axis <NUM>.

Consider the scenario in which the adjustment sleeve <NUM> is rotated on the adjustment axle <NUM>. In this scenario, the outer thread of the adjustment sleeve <NUM> engages with the inner thread of the prong <NUM> of the second fork-shaped end <NUM> or the threaded bushing <NUM> and moves the support arm assembly and thereby the door leaf along the second axis (i.e., the z-axis) either upward or downward relative to the door frame.

Illustratively, the second adjustment unit <NUM> includes at least one securing element <NUM>. The at least one securing element <NUM> is adapted for preventing a rotation of the adjustment sleeve <NUM>.

Thus, when the final position of the door leaf relative to the door frame along the second axis (i.e., the z-axis) is found, the securing element <NUM> may secure the adjustment sleeve <NUM> against rotation.

If desired, the securing element <NUM> may hold the head of the adjustment sleeve <NUM>. For example, the adjustment sleeve <NUM> may have a hexagonal head, a polygonal head, a drilling hole for wire securing or other means that the securing element <NUM> may use for preventing a rotation of the adjustment sleeve <NUM>. The securing element <NUM> may include a tab washer, a key washer, a notch washer, a cotter pin (e.g., if the adjustment sleeve <NUM> has a crown nut), a clamp, or a wire, if desired.

Since the securing element <NUM> secures the adjustment sleeve <NUM> against rotation, installing the securing element <NUM> on the adjustment sleeve <NUM> ensures the maintenance of the position of the door leaf relative to the door frame along the second axis (i.e., the z-axis).

<FIG> is a flowchart of a method <NUM> showing operations that an operator may perform for adjusting the position of a door leaf (e.g., door leaf <NUM> of <FIG>) relative to a door frame (e.g., door frame <NUM> of <FIG>).

During operation <NUM>, the operator rotates at least one adjustment element of the first adjustment unit in a first predetermined rotation direction around the first axis (x-axis) to move the position of the door leaf relative to the door frame along the first axis (x-axis) in a first direction (i.e., in positive or negative direction along the x-axis).

For example, the operator may rotate the two adjustment elements <NUM> of the first adjustment unit <NUM> of <FIG>, <FIG>, or <FIG> in a first predetermined rotation direction <NUM> about the adjustment axle <NUM> (i.e., the x-axis) to move the position of the door leaf <NUM> relative to the door frame along the first axis (i.e., the x-axis) in a first direction (e.g., in positive direction along the x-axis).

During operation <NUM>, the operator may rotate the at least one adjustment element of the first adjustment unit in a second predetermined rotation direction that is opposite the first predetermined rotation direction around the first axis (x-axis) to move the position of the door leaf relative to the door frame along the first axis (i.e., the x-axis) in a second direction that is opposite the first direction (i.e., in negative or positive direction along the x-axis).

For example, the operator may rotate the two adjustment elements <NUM> of the first adjustment unit <NUM> of <FIG>, <FIG>, or <FIG> in a second predetermined rotation direction <NUM> that is opposite the first predetermined rotation direction <NUM> about the adjustment axle <NUM> (i.e., the x-axis) to move the position of the door leaf <NUM> relative to the door frame along the first axis (i.e., the x-axis) in a second direction that is opposite the first direction. (e.g., in negative direction along the x-axis).

If desired, during operation <NUM>, the operator may rotate the adjustment sleeve of the second adjustment unit in a third predetermined rotation direction around the second axis (z-axis) to move the position of the door leaf relative to the door frame along the second axis (i.e., the z-axis) in a third direction (i.e., in positive or negative direction along the z-axis).

For example, the operator may rotate the adjustment sleeve <NUM> of the second adjustment unit <NUM> of <FIG> in a third predetermined rotation direction <NUM> about the adjustment axis <NUM> (i.e., the z-axis) to move the position of the door leaf relative to the door frame along the second axis (i.e., the z-axis) in a third direction (e.g., in positive direction along the z-axis).

In some implementations, during operation <NUM>, the operator may rotate the adjustment sleeve of the second adjustment unit in a fourth predetermined rotation direction that is opposite the third predetermined rotation direction around the second axis (z-axis) to move the position of the door leaf relative to the door frame along the second axis (i.e., the z-axis) in a fourth direction that is opposite the third direction (i.e., in negative or positive direction along the z-axis).

For example, the operator may rotate the adjustment sleeve <NUM> of the second adjustment unit <NUM> of <FIG> in a fourth predetermined rotation direction <NUM> that is opposite the third predetermined rotation direction <NUM> about the adjustment axis <NUM> (i.e., the z-axis) to move the position of the door leaf relative to the door frame along the second axis (i.e., the z-axis) in a fourth direction that is opposite the third direction (e.g., in negative direction along the z-axis).

It should be noted that modifications to the above described embodiments are within the common knowledge of the person skilled in the art and, thus, also considered as being part of the present invention.

For example, the lower prong <NUM> of <FIG> (i.e., the prong which is closer to the origin on the z-axis) may have an inner thread while the upper prong <NUM> is missing an inner thread, and the adjustment sleeve <NUM> of the second adjustment unit <NUM> may be mounted to the second clamping sleeve <NUM>.

Claim 1:
An aircraft door (<NUM>) for closing an opening in a fuselage (<NUM>) of an aircraft (<NUM>) in a closed position and for providing access to the aircraft (<NUM>) through the opening in the fuselage (<NUM>) in a fully open position, comprising:
a door frame (<NUM>) with a door frame bracket (<NUM>);
a door leaf (<NUM>) with stiffening structures (<NUM>);
a support arm assembly (<NUM>), comprising:
a first fork-shaped end (<NUM>), and
a second fork-shaped end (<NUM>);
a first connecting element (<NUM>) that connects the first fork-shaped end (<NUM>) of the support arm assembly (<NUM>) with the stiffening structures (<NUM>) and comprises:
a first adjustment unit (<NUM>) that is adapted for adjusting the position of the door leaf (<NUM>) relative to the door frame (<NUM>) along a first axis (x); and
a second connecting element (<NUM>) that connects the second fork-shaped end (<NUM>) of the support arm assembly (<NUM>) with the door frame bracket (<NUM>) and comprises:
a second adjustment unit (<NUM>) that is adapted for adjusting the position of the door leaf (<NUM>) relative to the door frame (<NUM>) along a second axis (z) that is perpendicular to the first axis (x).