FR3067701B1 - METHOD FOR OPENING / CLOSING A MOBILE AIRCRAFT DOOR PANEL AND DOOR EQUIPPED WITH SUCH A MOBILE PANEL - Google Patents

Abstract

The invention relates to a mobile panel (200) of an aircraft door (100) adapted to follow an optimized opening / closing kinematics with regard to the safety conditions on the ground or in flight. In this door (100), the panel (200) can move between a closed position in a cutout (110) via a peripheral seal (120) and links in abutments (211, 212; 221, 222) of paths of cams (210; 220) for guiding the panel (200) in the transverse plane (PT), and a stable opening position. Upper (201) and lower (202) arms of the panel (200) extend in the transverse plane (PT) and cooperate via the links formed between rollers (10; 20) and cam paths (210; 220). ) respectively, with a driving lever (11) rotatable about a fixed axis (X'X) perpendicular to the transverse plane (PT) and a return means (16) mounted at one end (11a). , on the lower arm (202) and, at another end (11b), on a fixed point of the door (101). The lower cam path (220) extends, in the closed position, substantially parallel to the main direction (D1) of door skin (1P).

Description

METHOD FOR OPENING / CLOSING A MOBILE AIRCRAFT DOOR PANEL AND DOOR EQUIPPED WITH SUCH A MOBILE PANEL

DESCRIPTION

TECHNICAL AREA

The invention relates to a method of opening / closing an aircraft door movable panel in an optimized kinematic, and to an aircraft door equipped with a mobile panel implementation of such a method.

The invention relates to any aircraft passenger cabin door: passenger doors, emergency doors. The emergency exit doors of an aircraft are located above the wing, while the passenger doors are generally at the ends of the passenger cabin on respectively the one and the other side of the fuselage.

In general, the kinematic opening of an aircraft door is broken down into several steps that follow one another: opening a safety latch, releasing a latch after opening the latch, then opening by disengage the door from its frame towards the outside of the cabin in a suitable guide. In the case of emergency doors, the clearance is generally achieved by a pivoting of the door with actuators in coupling with a hinge about an axis of rotation. For closure, all these movements follow one another in inverse kinematics.

The doors and their frame may also include ancillary functions: visual indicators and proximity sensors, emergency opening aid and pressurization locking mechanism if the door is not properly closed, space reserved in the door structure to install acoustic patches and thermal packings.

STATE OF THE ART

The opening of a cabin door can generate safety problems on the ground or in flight under the following circumstances and conditions: - when the door is not "correctly" closed - especially in the case of a blocked door and closed but not locked - pressurization should be prevented or interrupted ("pressurization prevention" in English terminology); - In the flight phase, the cabin being pressurized, any attempt to open the door must be prevented (function "pressure look" in English terminology); - in flight, a strong external pressure (function "negative pressure") can open the door; - On the ground, the presence of a residual pressure in the cabin can lead to a sudden and uncontrolled opening of the door ("residual pressure"); - the presence of ice or icing on the outer fuselage prevents the door from opening on the ground ("de-icing" function in English terminology).

The integration and activation of a mobile panel in the aircraft doors have been implemented to solve one or the other problem mentioned above and thus meet the corresponding regulatory requirement.

In particular, the closing of the panel blocks the door in the closed position and locking, and the opening of the door blocks the panel in the open position. An opening of the door can not occur as long as the panel is closed and the closure of the panel intervenes only after closing, locking and locking the door, which avoids incorrect door closure.

In case of negative pressure, the panel must be able to withstand this pressure to not operate the door opening mechanism. A mechanism dedicated to an active closure function of the panel - the so-called "negative pressure" function - is then provided. It is particularly known from US Patent 5,305,969 an aircraft door panel which opens with a dedicated mechanism, connected to a shaft actuated by the rotational release handle of a door unlocking cam. When attempting to open the door in flight, the opening mechanism of the panel serves as a latch to block the movement of said shaft and prevent the opening of the door.

If the panel is used as a handle for opening the door from outside the cabin, a mechanism for deactivating the "negative pressure" function is implemented to allow the panel to open.

Furthermore, US 5,337,977 discloses a vent panel mounted against the spring restoring force and coupled in rotation to a shaft also rotatably mounted on the door of an aircraft. When a locking assembly releases the door, the panel is also released by the action of a drive rod. If the internal and external pressures to the aircraft are approximately equal, the springs pivot the opening panel. The lock assembly can then continue to be operated to open the door.

In the document US 2010/0294887, it is expected to minimize the risk of frost at the opening / closing mechanisms when opening the door, while rain or snow through the panel that s opens when the door is unlocked. For this purpose, a control member at least partially opens the panel by pivoting before unlocking the door, then closes the panel when the door is placed in the open position.

It is also known to add a mechanism for reducing the movement of the panel by a remote axis to allow the opening of a panel when covered with ice.

In addition, in US Pat. No. 5,931,415, the door is equipped with a ventilation panel activated in rotation by an internal handle. This forms an air passage to equalize the pressure between the cabin air and the outside air. The vent panel is used as a "pressure lock" to prevent opening of the door in the event of residual pressurization.

STATEMENT OF THE INVENTION

In all these documents, the mobile panel is accompanied by complex and delicate auxiliary mechanisms, the complexity and fragility being increased when these mechanisms are combined to perform a set of functions meeting the requirements of the regulations.

The invention aims to meet the main requirements that must fulfill the doors according to the regulations, namely the functions of "pressurization prevention", "pressure look", "negative pressure" and "de-icing" in freeing of the combination of auxiliary mechanisms. To do this, the invention sets up a movable panel opening kinematic in the door first by a translation of the panel parallel to itself, followed by a rotation of the panel allowing its opening. To start the opening movement by a translation can not, under any circumstances, be the result of pressure, which allows to control the opening conditions of the panel.

As such, the present invention relates to an inner opening / closing process of a movable cabin door panel of an aircraft fuselage according to an optimized kinematics. The panel opening kinematics, from an initial state of the panel in the closed position in a door cut in alignment with the door skin profile, follow the following steps, generated by successive thrusts exerted in rotation in the same direction on the same drive lever, in connection with an upper end of the panel, about a fixed axis perpendicular to a plane transverse to the fuselage: - an inner opening step of the panel by a translation in a direction substantially parallel to the door in the transverse plane, the panel flowing at its upper and lower ends in respectively upper and lower cam paths to be guided, from initial positions, according to said translation on an opening of the lower cam path ; a step of releasing the panel of the lower cam at the end of the preceding translation step followed by a step of rotation of an upper end of the panel about an axis parallel to said fixed axis, the lower end of the panel being driven by a restoring force; a step of stabilizing the panel in the open position by holding the upper end of the panel in position in the upper cam path and maintaining the lower guide by the restoring force.

And the closing kinematics of the panel consists, from the previous stabilization step of the panel in the open position, to rotate the drive lever in the opposite direction to drive the panel to its closed position interior by a rotation then a final translation in the opposite direction and in the inverse order of the opening kinematics of the panel, with an upper guide of the panel in the initial position of the upper cam path and a lower guide of the panel in the lower cam which returns to the initial position.

According to a preferred embodiment, the method comprises a preliminary step of detaching an upper portion of the panel from the door blank, wherein the panel is initially inserted in the closed position, by circulation of the door. upper end of the panel according to an upper cam path inclined, with respect to the door in the transverse plane, an angle inducing an angular separation separation of the upper portion of the panel, the lower end of the pivoting panel in the path lower cam. An angular separation gap separation has a minimum value allowing such a detachment, for example from a few tenths to a few degrees. In addition, the cam paths advantageously have clearance games to allow the movable panel to follow a deflection outwardly of the door skin.

The invention also relates to an aircraft fuselage door extending in a passenger cabin according to a main steering skin in a plane transverse to the fuselage and equipped with a movable panel for implementing the method defined herein. -above. In this door, the panel can move between a closed position in a door cutout, resting against the door via a peripheral seal and connections in upper and lower cam guide stops of the panel in the plane. transverse to the fuselage, and a stable open position out of the stop link of the lower cam. Upper and lower arms of the panel extend in the transverse plane and cooperate, via the links formed between rollers and respective cam paths, respectively with a drive lever movable in rotation about a fixed axis perpendicular to the plane transverse and a return means mounted at one end on the lower arm and, at another end, on a fixed point of the door, the biasing means being able to cause the panel to rotate about said fixed axis after release of the lower roller of its cam path through an opening formed in this path. At least the lower cam path extends, in the closed position of the panel, substantially parallel to the main direction of door skin in the transverse plane between two locking stops forming a guide path of the lower roller parallel to the main direction .

In preferred embodiments: the upper cam path extends, in the closed position of the panel, at an angle of inclination with respect to the main direction of the door skin in the transverse plane between two stops; locking, so that the circulation of the roller between these stops correspond to the passage between a closed position of the panel and a motion initiation position of the panel by detachment of an upper portion of the panel out of the door cutout; the upper and lower cam paths have an inner face, and respectively an outer face, hollowed out in order to allow the movement clearance of the movable panel to follow a deflection towards the outside of the door skin, in particular under the effect of internal pressure; - A locking strip extends in the transverse plane of the door, to maintain the panel after release of the lower roller of the lower cam; - A control handle causes the rotation of the drive lever around its fixed axis; an outer access flap is formed in an outer wall of the movable panel forming part of the cutout of the door in the closed position of the panel.

In the present text, the "upper", "lower" location qualifiers refer to standard location configurations of elements in a plane on the ground or in cruising flight. The term "transverse" refers to an extension perpendicular to the fuselage of the airplane. In addition, "internal" and "external" refer to the space respectively in and out of the cabin or fuselage.

PRESENTATION OF FIGURES

Other data, features and advantages of the present invention will become apparent on reading which follows and which details embodiments of the invention given solely by way of non-limiting examples. These detailed embodiments are accompanied by figures for a better visualization and understanding of the combinations of means implemented, these figures respectively representing: FIG. 1, a cross-sectional view of an aircraft fuselage at the level of a door; emergency evacuation provided with an example of movable panel according to the invention in closed position; - Figures 2 to 5, the cross-sectional view according to Figure 1 at different stages - respectively: detachment, translation, rotation, stabilization - of the opening kinematics according to the invention of the movable panel, and - Figure 6, the cross-sectional view according to the preceding figures before the final translation step of the closing kinematics of said panel which ends in the panel state according to FIG. 1.

DETAILED DESCRIPTION

With reference to the cross-sectional view of FIG. 1, the skin 1P of an aircraft fuselage door 100 according to the invention extends in the transverse plane Pt of the figure along a main direction D1, the plane Pt extending perpendicularly to the aircraft fuselage which follows longitudinally the axis F'F. The door 100 is, in the example, an emergency escape door of the passenger cabin. It is equipped with a movable panel 200 able to implement the opening / closing kinematics of the door panel according to the invention.

In Figure 1, the movable panel 200 is in the flight closure position in a blank 110 of the door 100, and pressed against this door 100 via a peripheral seal 120 and rollers 10 and 20 in cams The panel 200 includes lower guide arms 201 and lower 202 which extend in the transverse plane Pt of FIG. 1. Advantageously, deflection games J1, J2 are located respectively. on an inner face 21 Oi and on an outer face 220e of the cams 210 and 220, so as not to lose watertightness in the case of deflection of the outer skin 1P of the door 100 towards the outside of the plane "EX" under the effect of the internal pressure. This arrangement incidentally makes it possible to reduce the diameter of the gasket 120 and therefore its mass.

The upper arm 201 incorporates the upper guide cam 210 which defines a guide path of an upper roller 10 fixed at one end 11a of a drive lever 11 between a closure locking stop 211 and a stop blocking block 212 in the embodiment. This lever 11 is rotatable about a fixed axis X'X arranged at the other end 11b of the lever 11 perpendicularly to the transverse plane Ργ. The internal door closing control handle 12 directly rotates the lever 11 about its fixed axis X'X. Alternatively, a remote handle in connection with the drive lever 11 via a rod or pinion gear mechanism can be used.

The lower arm 202 is equipped with the roller 20 flowing in the fixed lower guide cam 220 which defines a guide path between an upper locking stop 221 and a lower locking abutment 222 having an opening 35.

The panel 200 is also equipped with a flap 13 to access the cabin from the outside of the aircraft. The flap 13 is arranged in an outer wall 230 of the movable panel 200, forming part of the blank 110 of the door 100 in the closed position of said panel 200. The flap 13 is advantageously articulated by an extension arm 14 around the door. an axis B'B parallel to the fuselage axis F'F, this arm 14 holding the flap 13 in a housing 15.

In addition, a return spring 16 is mounted at one of its ends 16a, on a lower portion of the panel 200 - on the lower guide arm 202 in the example - and at its other end 16b , at a fixed point of door 101. The function of the return spring 16 is, as will be detailed hereinafter, to cause the panel 200 to rotate about the fixed axis X'X of the driving lever. 11, after release of the lower roller 20 through the opening 35 of the lower guide cam 220. A rolling strip 130, extending in the transverse plane Pt from the door skin 1 P, guides the panel 200 after release of the lower roller 20 from the lower guide cam 220.

The installation of the movable panel 200 closing the 110 passage of air passage makes pressurization impossible if it is not closed, the closure by the internal control handle 12 inducing a triple action on the door 100: closing properly, latched in English terminology and locked in English terminology.

The cross-sectional views of Figures 2 to 5 illustrate successive positions of the movable panel 200 of the door 100 in the different steps - respectively: detachment, translation, rotation, stabilization -opening of this panel 200 according to the optimized kinematics of the invention. These steps are generated successively by the rotation in the counterclockwise direction R1 exerted by the control handle 12 on the drive lever 11 around its fixed axis X'X.

Referring to Figure 2, in the nominal conditions of the inner opening of the panel 200 to the ground, that is to say without ice or icing on the outer skin door and fuselage 1 P, the method comprises advantageously a preliminary step of initialization of movement by detachment of an upper portion 2s of the panel 200. The detachment is used to initiate the output of the panel 200 out of the door blank 110 in which the panel 200 is initially inserted in the position of closing. To do this, the thrust exerted by the control handle 12 on the drive lever 11 rolls the upper roller 10 in the upper guide cam 210 of the closing locking stop 211 to the detachment stop 212. Simultaneously, the panel 200 rotates around the lower roller 20 under the action of the return spring 16, thereby detaching the seal 120 about half to the entire of its bearing surface. This separation will substantially reduce the friction of the seal 120 during the translational opening step that follows.

Alternatively, the method can be freed from this preliminary detachment step by providing that the upper roller 10 does not reach the abutment locking stop 210 and stops at an intermediate position between the abutments 211 and 212. The upper roller 10 then causes the translation of the panel from this intermediate position.

The guide path of the upper cam 210 between the two stops 211 and 212 is generally inclined at an angle "A" relative to the skin 1P of the door 100 in the transverse plane Pt in the closed position of the panel 200. The value of this angle of inclination "A", here equal to about 65 degrees, is set to obtain a minimum value of angular separation distance "E" of the front wall 230 of the panel 200 with respect to the door This angular deviation value "E" is here about 3.5 degrees, but it can reach a few tenths to several degrees, for example 3 to 5 degrees or more, depending on the configuration (the Figure 2 shows a much higher value to better represent the detachment). The angular separation distance "E" is reached when the roller 10 is locked on the detachment stop 212, the roller 20 remaining in position in the upper locking stop 221 of the lower guide cam 220.

When an inner opening of the panel 200 on the ground in the presence of ice or frost covering and securing its outer wall 230 to the outer skin 1 P, the angle of inclination "A" of the upper cam 210 allows to generate a sufficient force to cause the detachment of the movable panel and cause a rupture of the ice sheet. The next step of translation is then made possible. In order to eject a wedge of ice that would remain in the lower part of the panel 200, a chamfer 240 is advantageously provided on the lower edge 2i of the front wall 230 of the panel 200 facing outwards EX.

In case of attempt to open the door 100 in flight by a passenger acting on the inner handle 12, the rotation of the lever 11 is stopped by the constriction 213 of the upper cam 210 when the force generated by the pressure cabin can not be countered by the inclination of the upper cam 210. If the cabin pressure is insufficient, the upper roller 10 passes the cusp points 31, 32 and reaches the abutment stop 212. The further rotation of the lever 11 causes the translation of the panel 200 and the lower roller arrives opposite the opening 35 of the lower stop 222. But the panel 200 can not rotate around the upper roller 10 under the effect of the residual cabin pressure. The lower roller 20 can not exit through the opening 35 of the lower stop 222: the rotation of the drive lever 11 is stopped, thus blocking the attempt to open.

The step of opening the panel 200 to the ground in the nominal conditions is illustrated in the sectional view of Figure 3. In this step, the rotation of the drive lever 11 caused by the thrust on the handle of command 12 prints a translation "T" of the panel 200 in a direction substantially parallel to the main direction D1 of the door skin 1P in the transverse plane Ργ. The translation "T" operates here downwards, that is to say towards a lower fuselage or the cabin floor (not shown). The roller 20 of the lower guide arm 202 then leaves the upper locking stop 221, the lower guide cam 220, to lover in the lower stop 222 of the lower cam 220, along a guide path between the stops 221. and 222 oriented according to the translation "T".

The internal opening of the panel 200 from a translational movement makes it possible to withstand the negative pressure - which would lead to the setting in motion of the opening mechanism of the door 100 - since the initial movement of the panel 200 by a translation can not be the result of a negative pressure.

It is also possible to open the panel 200 on the ground from the outside - with or without the presence of ice or frost - by pivoting the access flap 13 of the panel 200 with the extension arm 14. This pivoting allows access to a lower face 17 of the housing 15. The operator then pushes the panel 200 downwards according to the translation "T" causing directly by this movement the rotation of the drive lever 11 in the direction counterclockwise R1. The blocking presence of ice or frost may advantageously be eliminated, in this case of external opening, using auxiliary means.

This mechanism performs an opening phase of the panel 200 identical to the inner opening described above. This use of the panel 200 as an external opening handle makes it possible to dispense with a mechanism for deactivating the "negative pressure" function.

An additional rotation of the drive lever 11 by the internal control handle 12 releases the lower roller 20 of the panel 200 of the lower cam 220, as shown in Figure 4. The roller 20 exits through the opening 35 of the lower locking abutment 222, and the lower arm 202 is rotated by the return spring 16 towards the fuselage or cabin interior "IN", to the rotational locking surface 130. The rotation of the panel 200 takes place around the axis G'G of the upper roller 10 parallel to the fixed axis X'X of the lever 11. In the present configuration, the door 100 is still locked and the panel 200 is open enough to respect the minimum leakage criteria.

The rotation of the driving lever 11 is continued, the upper guide cam 210 substantially under the lever 11. The upper roller 10 remains in the detachment stop 212 under the effect of the traction exerted by the spring 16 as shown in FIG. 5. The panel 200 is thus stabilized in the so-called open position by the upper roller 10 locked in the detachment stopper 212 and, advantageously, by the guide of the lower arm 202 on the blocking surface 130. The roller lower 20 is held in abutment by the return spring 16. Alternatively, a stop may be added to the locking surface 130 to lock the internal control handle 12 in a stable intermediate position.

To close the panel 200 in the blank 110 of the door 100 from its open position of Figure 5, the lever 11 is rotated by the internal control handle 12 in the clockwise direction R2 and the roller lower the lower limit stop 222 of the lower guide cam 220. The door 100 is then in a closed state, blocked and locked. The panel is brought against the door skin 1P by exerting a manual action, in the case of the variant mentioned above, or mechanical (by means of the lever 11) against the restoring force of the spring 16.

This closing kinematics first leads the panel 200 parallel and closer to the door cutout 110, as shown in FIG. 6.

A last rotation of the drive lever 11 moves the panel 200 according to a final translation "T '" in a direction opposite to the translation "T" of the opening kinematics of the panel 200 (see Figure 3). At the end of this translation "T '", the lower roller 20 integrates the upper stop 221 of the lower guide cam 220 and the front wall 230 of the panel 200 returns to register in the cutout 110, in alignment with the outer skin 1P of the gate 100 (see Figure 1).

The invention is not limited to the embodiments described and shown. Thus the initial translation "T" of the panel can be downward, as above to the floor of the cabin, or upwards, that is to say towards the ceiling of the cabin, "symmetrizing" in the same way the directions of the cams and the movements of the rollers in these cams.

In addition, the rotation of the panel can also be implemented from outside the fuselage, which facilitates access and facilitates the closure from the outside. To implement this variant, it is necessary to "symmetrize" the angle of inclination "A" of the upper guide path with respect to the door skin, as well as the orientation of the opening of the lower stop and the position of the joints. The kinematics of the initial translation allows this symmetrical configuration.

Furthermore, the upper cam can be carried by the drive lever, the upper roller being fixed in this case on the upper arm of the panel. Similarly, the lower roller can be fixed on the door and the lower cam is then secured to the lower arm of the panel.

In addition, the rollers may be replaced by pins, or lugs, the spring may be helical or slat or replaced by a cylinder.

Claims (11)

A method of opening / closing a movable cabin door panel (200) of an aircraft fuselage (100) in an optimized kinematic, wherein the panel opening kinematics (200), at from an initial state of a panel (200) in a closed position in a cutout (110) of the door (100) in alignment with the door skin profile (1P), is characterized in that it follows the following steps , generated by successive thrusts exerted in rotation in the same direction (R1; R2) on the same drive lever (11), in connection with an upper end (201) of the panel (200), around a fixed axis (X'X) perpendicular to a plane transverse to the fuselage (Pt): - an inner opening step of the panel (200) by a translation (T) in a direction substantially parallel to the door (100) in the transverse plane ( Pt), the panel (200) flowing at its upper (201) and lower (202) ends ) in cams (210, 220) respectively upper and lower so as to be guided, from initial positions, according to said translation (T) on an aperture (35) of the lower cam path (220); a step of releasing the panel (200) of the lower cam (220) at the end of the preceding translation step followed by a step of rotation of an upper end (201) of the panel (200) around an axis (G'G) parallel to said fixed axis (X'X), the lower end (202) of the panel (200) being driven by a restoring force (16); a step of stabilizing the panel (200) in the open position by holding the upper end (201) of the panel (200) in position in the upper cam path (210) and maintaining the lower guide by the restoring force ( 16); and in that the closing kinematics of the panel (200) consist, from the previous stabilizing step of the panel (200) in the open position, to exert a rotation (R1) of the drive lever (11) in the direction reverse order to drive the panel (200) towards its inner closing position by a rotation and then a final translation (Τ ') in the opposite direction and in the reverse order of the opening kinematics of the panel (200), with a upper guide of the panel (200) in the initial position of the upper cam path (210) and a lower guide of the panel (200) in the lower cam (220) which returns to the initial position during the final translation (Τ '). 2. Inner opening / closing process according to claim 1, characterized in that it comprises a preliminary step of detachment of an upper portion (2s) of the panel (200) from the door blank (110), in which the panel (200) is initially inserted in the closed position, by circulating the upper end (201) of the panel (200) in an inclined upper cam path (210), relative to the door (100) in the transverse plane (Pt), an angle (A) inducing an angular separation (E) of separation of the upper portion (2s) of panel (200), the lower end (202) of the panel (200) pivoting in the lower cam path (220). 3. Aircraft fuselage door extending in a passenger compartment according to a skin (1P) of main direction (D1) in a plane transverse to the fuselage (Pt) and equipped with a movable panel (200) for implementing the A method according to any one of the preceding claims, wherein the panel (200) is movable between a closed position in a cutout (110) of the door (100), bearing against the door (100) via a peripheral seal (120) and links (10; 20) in abutments (211, 212, 221, 222) of the upper (210) and lower (220) guide paths of the panel (200) in the plane transverse to the fuselage ( Pt), and a stable open position out of the stop link (20) of the lower cam (220), the door (100) being characterized in that upper (201) and lower (202) arms of the panel (200) extend in the transverse plane (Pt) and cooperate, via the links formed between rollers (10; respective cam paths (210, 220) respectively with a driving lever (11) rotatable about a fixed axis (X'X) perpendicular to the transverse plane (Pt) and a return means (16) mounted , at one end (11a), on the lower arm (202) and, at another end (11b), on a fixed point of the door (101), this return means (16) can cause the panel (200) to rotating about said fixed axis (X'X) after releasing the lower roller (20) from its cam path (220) through an opening (35) formed in this path (220), and in that at least the path of lower cam (220) extends, in the closed position of the panel (200), substantially parallel to the main direction (D1) of door skin (1P) in the transverse plane (Pt) between two locking stops (221, 222) forming a guide path of the lower roller (20) parallel to the main direction (D1). 4. aircraft fuselage door according to the preceding claim, wherein the upper cam path (210) extends, in the closed position of the panel (200), at an angle of inclination (A) relative to the main direction (D1) of door skin (1P) in the transverse plane (Pt) between two locking stops (211, 212), so that the circulation of the roller (10) between these stops (211, 212) corresponds to the transition between a closed position of the panel (200) and a motion initiation position of the panel (200) by detaching an upper portion (2s) of the panel (200) from the door cutout (110). Aircraft fuselage door according to the preceding claim, wherein the upper (210) and lower (220) cam paths have an inner face (21 Oi), and an outer face (220e), respectively, cut in order to allowing clearance sets (J1; J2) of the movable panel (200) to follow an outward deflection (EX) of the door skin (1P). An aircraft fuselage door according to any one of claims 3 to 5, wherein a locking strip (130) extends in the transverse plane (Pt) of the door (100) to hold the panel (200) after release of the lower roller (20) from the lower cam (220). 7. aircraft fuselage door according to any one of claims 3 to 6, wherein a control handle (12) causes the rotation of the drive lever (11) about its fixed axis (X'X). 8. aircraft fuselage door according to the preceding claim, wherein the control handle (12) is a remote handle in connection with the drive lever (11) via a reduction mechanism. Aircraft fuselage door according to any one of claims 3 to 7, wherein an outer access flap (13) is formed in an outer wall (230) of the movable panel (200) forming part of the cutting (110) the door (100) in the closed position of the panel (200). 10. Aircraft fuselage door according to the preceding claim, wherein the flap (13) is articulated by an extension arm (14) about an axis (B'B) parallel to the fuselage axis (F). 'F), the extension arm (14) holding the flap (13) in a housing (15). An aircraft fuselage door according to any one of claims 9 or 10, wherein a chamfer (240) is provided on a lower edge (2i) of the outer wall (230) of the panel (200).