Abstract: A latch positioning mechanism for an aircraft door includes one or more locking members configured to be partially driven into a frame around the door via rotation of a pivot pin. A frame bumper extends outside of the door in a pre-catch position for contacting the frame. A catch bellcrank is operatively coupled to the frame bumper, and a biasing member biases rotation of the catch bellcrank to bias the frame bumper into the pre-catch position. The catch bellcrank is configured to contact a catch cam when the catch bellcrank is biased into the pre-catch position such that the catch cam prevents release of the one or more locking members for locking the door. Upon the frame bumper contacting the frame when the door is closed, the catch cam is released enabling the one or more locking members to be moved into a locked position.

Abstract: A handle assembly for an escape hatch. A handle assembly for an escape hatch comprises an interior handle and an exterior handle. The interior handle has an interior cam associated therewith and the exterior handle has an exterior cam associated therewith. The interior cam and the exterior cam each have a concave profile surface and a curved profile surface. A middle cam is sandwiched between the interior cam and the exterior cam and has a notched profile. The interior and exterior cams are associated with a tumbler having a flag. The middle cam is associated with an output rod operatively coupled to a second flag. Each of the interior handle and the exterior handle can be successively rotated in a first arc of rotation and a second arc of rotation with one hand. The first and second arcs of rotation are respectively associated with the flag and the second flag.

Abstract: A flag mechanism for an aircraft door includes a first arm and a second arm each having a flag on a first end and a catch on a second end. A first cam is operatively coupled to a first latching member and a second cam is operatively coupled a second latching member. The first and second latching members are each configured for latching the aircraft door, which are locked when the first and second cams are rotated to a locked position. A first stud extends from a side of the first cam and a second stud extends from a side of the second cam. The first and second studs are each configured to be received by a respective catch of the first and second arms while the first and second cams are rotated, thereby moving each respective flag from a first position to a second position for simultaneous visual inspection.

Abstract: An escape hatch stay system for an aircraft and methods of using the escape hatch stay system. An escape hatch stay system includes a first stop arm, a second stop arm, and a gas strut. The first stop arm is rotatably coupled to the second stop arm, and the second stop arm is pivotably coupled to the gas strut. The first and second stop arms are lockable to preclude relative movement therebetween to lock the escape hatch in an open position. When the escape hatch is in the open position, the escape hatch may not be closed shut without manual intervention. When the escape hatch is in the open position, a load applicable to push the escape hatch open past the open position is damped by the gas strut.

Abstract: An escape hatch stay system for an aircraft and methods of using the escape hatch stay system. An escape hatch stay system includes a first stop arm, a second stop arm, and a gas strut. The first stop arm is rotatably coupled to the second stop arm, and the second stop arm is pivotably coupled to the gas strut. The first and second stop arms are lockable to preclude relative movement therebetween to lock the escape hatch in an open position. When the escape hatch is in the open position, the escape hatch may not be closed shut without manual intervention. When the escape hatch is in the open position, a load applicable to push the escape hatch open past the open position is damped by the gas strut.

Abstract: A handle assembly for an escape hatch. A handle assembly for an escape hatch comprises an interior handle and an exterior handle. The interior handle has an interior cam associated therewith and the exterior handle has an exterior cam associated therewith. The interior cam and the exterior cam each have a concave profile surface and a curved profile surface. A middle cam is sandwiched between the interior cam and the exterior cam and has a notched profile. The interior and exterior cams are associated with a tumbler having a flag. The middle cam is associated with an output rod operatively coupled to a second flag. Each of the interior handle and the exterior handle can be successively rotated in a first arc of rotation and a second arc of rotation with one hand. The first and second arcs of rotation are respectively associated with the flag and the second flag.

Abstract: A flag mechanism for an aircraft door includes a first arm and a second arm each having a flag on a first end and a catch on a second end. A first cam is operatively coupled to a first latching member and a second cam is operatively coupled a second latching member. The first and second latching members are each configured for latching the aircraft door, which are locked when the first and second cams are rotated to a locked position. A first stud extends from a side of the first cam and a second stud extends from a side of the second cam. The first and second studs are each configured to be received by a respective catch of the first and second arms while the first and second cams are rotated, thereby moving each respective flag from a first position to a second position for simultaneous visual inspection.

Abstract: A latch positioning mechanism for an aircraft door includes one or more locking members configured to be partially driven into a frame around the door via rotation of a pivot pin. A frame bumper extends outside of the door in a pre-catch position for contacting the frame. A catch bellcrank is operatively coupled to the frame bumper, and a biasing member biases rotation of the catch bellcrank to bias the frame bumper into the pre-catch position. The catch bellcrank is configured to contact a catch cam when the catch bellcrank is biased into the pre-catch position such that the catch cam prevents release of the one or more locking members for locking the door. Upon the frame bumper contacting the frame when the door is closed, the catch cam is released enabling the one or more locking members to be moved into a locked position.