Hot answers tagged

76

It's an emergency escape hatch. There are inertial reels in the cockpit ceiling adjacent to the hatch to allow the cockpit crew to exit the airplane. See this link for an account of their use escaping the aircraft during a hijacking. There were five reels in the 747-100/200 aircraft. The cockpit had five seats: pilot, co-pilot, flight engineer, and two ...


73

It depends on the exact model. Bobby pins or any key that physically fits will get you into some, you'll need real picks for others, and some custom jobs may require a police snap gun or a locksmith's services. This doesn't correlate with aircraft price: the larger and more advanced, the less likely it is to have any locks at all. At the high end, jumbo jets ...


47

These are rain gutters. They are designed to catch rain that runs off the upper surface of the aircraft fuselage and channel it away from the open aircraft door so that the water does not enter the cabin. This is a close up of the rain gutter over the main cabin door of a Beechcraft King Air B200, showing the channel that would catch and redirect water ...


38

For all air transport operating under 14 CFR 121, 121.313(f) requires a door to be installed between passenger compartment and cockpit. 14 CFR 25.795(a) outlines the relevant design requirements for such a door: (a) Protection of flightcrew compartment. If a flightdeck door is required by operating rules: (1) The bulkhead, door, and any other ...


31

The crew has already secured the door just before leaving the gate, cross-checked them and the pilots saw the sensors indicate closed. So if the warning goes off during take-off roll, it is not somebody's simple mistake, but something is broken. It might be the sensor, but it might be something on the door and that might be pretty bad. So as the old saying ...


27

The crew of Rockwell B-1 Lancer (4 in total) enter or exit the cockpit from the underside, using a ladder. It can be seen in this video. This picture shows the ladder (the one on the right): Image Source On the top of the ladder, there is a door, which looks like this: Image Source


22

The only key lock you might encounter on a corporate jet will be a pin/tumbler lock securing the outside operating handle of the main entry door. You won't find anything exotic unless the owner has gone out of his way to install something. Just about all pin tumber and disc detainer locks can be picked fairly easily with some skill and practice and the ...


19

This picture shows a ladder behind the front landing gear. Image Source


18

Yes if prior to V1 (takeoff decision speed). On most modern airliners there are proximity sensors that monitor the latching system at various points, that will produce various warning or advisory messages (for example, a single sensor out of an array of several on a given door may provide only an advisory, whereas more than one sensor agreeing may produce a ...


15

It's for the passengers on a rainy day. If this strip would not be diverting the rainwater flowing from the upper fuselage, a curtain of water would soak the passengers upon entering or leaving the aircraft, and the cabin floor.


14

Bulletproof cockpit doors are required by ICAO Annex 6, however only for larger passenger aircraft (above 45.5 t or above 60 passengers): 13.2.1 In all aeroplanes which are equipped with a flight crew compartment door, this door shall be capable of being locked, and means shall be provided by which cabin crew can discreetly notify the flight crew in the ...


12

Having one door is just a design preference which makes the aircraft simpler, and lighter to build. There are many other light aircraft with only one door. Besides Piper, most Mooney, Beechcraft, and Bellanca aircraft only have one door. Even the high wing Cessna 195, 206, P210, 337, and low wing Cessna 310 and 340 have only one door.


12

There is a hatch and a ladder in the bottom of the front fuselage, through which the pilots enter the bomber, as seen here:


12

It contains the evacuation slide. From airspacemag: An escape slide sits inside a carbon fiber pressure cap covered by a casing of material similar to the aircraft interior walls—that big square box at the bottom of an airliner’s interior door. Here's an image from Boeing: Image from Boeing.com According to Boeing, the positioning of evacuation slides ...


10

A door that is, say, 36" x 80" (0.9m x 2m), with a surface area of 2880 sq/in (1.8m2), at 8 psi (55kPa) max cabin pressure differential, which most airliners run at, will have roughly 12 tons (102kN) acting on the perimeter fittings trying to blow it out. Any other forces acting on it are microscopic in comparison. For non plug type doors that depend on ...


9

Normally there is some kind of barrier, a bulkhead or curtain, separating the business class and the common folk in steerage. In such a case the sign is to indicate that there is an exit somewhere down yonder beyond the bulkhead. In this case the curtain is not there so the sign kind of hangs there with its nonsensical implication that maybe there is an ...


8

Aircraft have a maximum gear extension speed (V$_{LO}$, as in maximum landing gear operating speed), which is normally 1.6 times stall speed, so when the doors move, the dynamic pressure is rather low. Therefore, the forces during gear extension are not the only ones to check. In cruise, suction on the gear doors might be the limiting factor for both ...


8

The only one I can think of is the Junkers F13. It has an open cockpit and an enclosed 6 passenger cabin. There's no access between the two areas; only a small window. Credit:THOMAS LÜTHI / RIMOWA 2016 The CEO of Remowa is having recreations made of the aircraft which first flew in 1919. It was (according to Rimowa) the world’s first all-metal commercial ...


8

Another possible way in would be through the emergency exits. Emergency exits are designed to allow them to be opened from the inside or the outside in case rescue is needed. Many planes that I fly have a pin that is engaged inside the cabin that is to be used when the jet is parked and removed for flight. In almost every case, the pin is virtually never ...


7

The flight deck door lock system is normally turned on while on the ground and remains on for the entire flight. Once the system is turned on, the door DOES lock automatically when closed and can only be opened by the pilots in the flight deck. If both pilots left the flight deck, the door would lock automatically behind them unless the door lock system ...


7

Testing the doors (and windows) by pressurizing the cabin eats into the aircraft's pressurization cycles. Instead vacuum is used to simulate the in-flight conditions. A special fabric and a sheet with attachments to hoses are attached to the outside where the door/windows are to be tested. Vacuum is created between the fabric and fuselage, thereby locally ...


7

Most of the airline doors are plug type- i.e. they are wedge shaped, so that the pressure differential pushes it against the fuselage and prevents opening. For example, the following image shows the Boeing 737 door. Image from airteamimages.com Note that the door is bigger on the inside, so that when it is locked in position, the pressure will push it ...


7

The McDonnell Douglas DC-10 and Lockheed L-1011 are wide body "heavy" aircraft with all door exits, no overwing window exits. Mid fuselage doors were built into these aircraft to provide multiple points of entry and exit to speed up normal passenger boarding and deplaning, not specifically for emergency exit efficiency. Positioning them near mid-fuselage ...


7

(Image source) The reason is the fillets (wing root fairings). They're curved as shown above. You could have a plane without those fillets, but then there are two downsides: Considerable increase in fuel consumption, and thus reduced range Potential extra strengthening required for the fuselage/wing connections, as a direct floor-to-wing-top exit might ...


7

The major difference is size. FAR part 25.801 defines them as: (1) Type I. This type is a floor-level exit with a rectangular opening of not less than 24 inches wide by 48 inches high, with corner radii not greater than eight inches. (2) Type II. This type is a rectangular opening of not less than 20 inches wide by 44 inches high, with corner ...


7

It's actually more common than one might expect, and not just in the E-jet family. The de-facto standard is that passengers board from the left and the right side doors are only used to load logistical stuff (ie catering) during the turnaround or during an emergency evacuation. As such, the left side door(s) must fit certain FAA standards (so it fits jet ...


6

The larger port side doors are for extra convienience during boarding. Passenger boarding is always done on the port side (left) while the starboard side doors are only used for servicing the galleys or as an emergency exit.


6

The Cessna 150 Aerobat and 152 Aerobat both have jettisonable doors. I don’t believe any version of the Cessna 172 does as there in no aerobatic C172 versions. This Photo shows two “D” rings which are pulled to jettison the doors.


5

From the EMB120 Ops Manual: FORWARD ENTRY DOOR The forward entry door incorporates a folding air stairs and is fixed at the fuselage's lower edge. The door can be raised manually or hydraulically. For normal operation, two hydraulic actuators powered by the green hydraulic system or by an accumulator, raise the door. This actuator ...


5

Outward swinging doors require a great deal of effort to open and close, and can require the operator to potentially lean outside of the aircraft and risk a fall to close. The 757 door originally had an issue where shorter operators could not get enough leverage to open (see: Making It Fly in the Seattle Times. Upward doors were used for a while but they ...


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