Patent ID: 8632381

Claim:
An aircraft cabin pressure control system thrust recovery outflow valve, comprising: a frame configured to be mounted on an aircraft exterior skin, the frame having an inner surface and an outer surface, the inner surface defining a flow passage through the frame; a first shaft rotationally mounted on the frame, the first shaft extending through the frame between the inner surface and the outer surface, the first shaft coupled to receive an aft door drive torque and responsive thereto to rotate about a first hinge axis; a second shaft rotationally mounted on the frame and configured to rotate about the first hinge axis; a third shaft rotationally mounted on the frame, the third shaft extending through the frame between the inner surface and the outer surface, the third shaft coupled to receive a forward door drive torque and responsive thereto to rotate about a second hinge axis; a fourth shaft rotationally mounted on the frame and configured to rotate about the second hinge axis; an aft door disposed within the flow port and coupled to the first shaft and the second shaft, the aft door configured, in response to rotation of the first shaft, to rotate to between a closed position and a plurality of open positions; a forward door disposed within the flow port and coupled to the third shaft and the fourth shaft, the forward door configured, in response to rotation of the third shaft, to rotate to between a closed position and a plurality of open positions; a first swing arm disposed external to the frame and non-rotationally coupled to the first shaft, the first swing arm coupled to receive an actuation drive force and responsive thereto to rotate and supply the aft door drive torque to the first shaft; a master link disposed external to the frame and rotationally coupled to the first swing arm, the master link coupled to receive an input drive force and responsive thereto to supply the actuation drive force to the first swing arm; a crank arm disposed external to the frame and rotationally coupled to the master link, the crank arm adapted to receive an actuator output drive torque and responsive thereto to rotate and supply the input drive force to the master link; a second swing arm disposed external to the frame and rotationally coupled to the third shaft; and a slave link rotationally coupled between the first swing arm and the second swing arm.