Ata 51

Training Manual
B 737-300/400/500
ATA 51-57
Structure
Lufthansa LAN
Technical Training For Training Purposes Only
Book No: B737-3 LLTT  LLTT
For training purposes and internal use only.
Copyright by Lufthansa LAN Technical Training
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa LAN Technical Training

STRUCTURE EQUIPMENT FURNISHING B737-300/400/500
52-57
ATA 52-57
For Training Purposes Only
SCL VRC/RRH 26.08.2005 Page: 1

DIMENSIONS AND AREAS B737- 300/400/500
GENERAL
06- 00
6 DIMENSION AND AREAS

INTRODUCTION
Purpose
The Boeing 737−300 / −400 / −500 twin engine airplane is designed for short to
medium range operation.
System Description
The airplane is a metal low−wing monoplane with a full cantilever wing and tail
surfaces, semi−monocoque fuselage, and fully retractable tricycle−type landing
gear.
The two powerplants (CFM56−3) are located on short struts below and forward
of the wing.
Structural Weight Limitation B377−300 B737−500

MTW (max. Taxi Weight 57 830 54 200
MATOW (max. Takeoff Weight) 57 600 54 000
MALW (max. Landing Weight) 52 600 49 900
MZFW (max. Zero Fuel Weight) 49 450 46 500

Page:
GENERAL
06- 00
Figure 1 General
GENERAL
06- 00
MAINTENANCE PRACTICES
General
The airplane is divided into stations, waterlines, and buttock lines. They are
measured in inches. They will help you quickly identify the location of compo-
nents, the center of gravity and the weight distribution. Standard Abbreviations
and Definitions
Fuselage
BS, B STA, or STA
S Body (Fuselage) Station. A plane that is perpendicular to the fuselage cent-
erline. It is measured from a point 130.00 inches forward of the nose.
BBL or BL
S Body (Fuselage) Buttock Line. A vertical plane that is parallel to the vertical
centerline plane, BBL 0.00. It is found by its perpendicular distance from the
fuselage centerline plane. (It is a measurement of width.)
BRP
S Body (Fuselage) Reference Plane. A plane that is perpendicular to the BBL
plane and goes through BWL 208.10, the top of the main deck floor beams.
BWL or WL
S Body (Fuselage) Waterline. A plane that is perpendicular to the BBL plane,
parallel to the fuselage centerline. It is measured from a parallel imaginary
plane, BWL 0.00, 148.5 inches below the lowest fuselage surface.
LBL
S Left Buttock Line
RBL
S Right Buttock Line

GENERAL
06- 00
BWL 542.50
B STA
B STA
130.00 625.60
BODY BUTTOCK BWL 306.50
LINE (BBL)
BWL 208.10 (BRP)
BODY WATER
LINE (BWL)
BWL 106.00
BBL 0 BWL 0.00
FIN WL
242.00
BODY STATIONS FIN STA 0.00
FIN WL 0.00
BWL 300.58)
BWL
(208.10)
BS
130.00
Figure 2 Reference Planes and Lines

GENERAL
06- 00
PRINCIPAL DIMENSIONS AND AREAS

General
Dimensions are included for the wing, ailerons, flaps, horizontal stabilizer sur-
faces, vertical stabilizer surfaces and body. Areas are included for the wing and
stabilizer surfaces.
Dimensions Overall Airplane

− Length 109 feet−7 inches (737−300)
− Width 94 feet−10 inches
− Height 36 feet−6 inches (vertical stabilizer tip, top of the fairing to
the ground)
Fuselage
Height of the body reference plane (top of the floor beam WL 208.10).
Above the ground at the main gear 102.10 inches.
Height (constant cross section)

− Above the body reference plane 98.4 inches
− Below the body reference plane 59.60 inches
− Height to the centerline of the windows above the body reference plane
38 inches
− Length 1267 inches (737−300)
Areas
Wing (basic) 980.0 square feet
Horizontal Stabilizer Surfaces 545 square feet (total, with the area in the
fuselage)
Vertical Stabilizer Surfaces (total) 370 square feet

GENERAL
06- 00
13 FT 2 IN.
36 FT 6 IN.
13 FT
2 IN. 40 FT 10 IN.
105 FT 7 IN.
12 FT 4 IN
IN.
94 FT 10 IN.
41 FT 8 IN.
109 FT 7 IN.
17 FT
2 IN.
Figure 3 Principal Dimensions B737- 300

GENERAL
06- 00
THIS PAGE INTENTIONALLY LEFT BLANK


GENERAL
06- 00
13 FEET 2 INCHES
36 FEET 6 INCHES
13 FEET 2 INCHES
46 FEET 10 INCHES
115 FEET 7 INCHES
12 FEET 4 INCHES
94 FEET 10 INCHES
41 FEET 8 INCHES
119 FEET 7 INCHES
17 FEET 2 INCHES
Figure 4 Principal Dimensions B737- 400

GENERAL
06- 00


GENERAL
06- 00
13 FT 2 IN.
36 FT 6 IN.
13 FT
2 IN. 36 FT 10 IN.
97 FT 9 IN.
12 FT 4 IN
IN.
94 FT 9 IN.
41 FT 8 IN.
101 FT 9 IN.
17 FT 18 IN.
2 IN.
Figure 5 Principal Dimension B737- 500

LIFTING & SHORING B737- 300/400/500
JACKING
07- 10
ATA 07 LIFTING & SHORING

7−10 JACKING
JACKING POINTS
Jacking
The airplane has three main jack points and four auxiliary jacking points. The
main points are wing jacking points A and B and aft body jacking point C. The
four auxiliary points are forward body jacking point D and three landing gear
points, E (nose) and F (Main Landing Gear).
The airplane may be jacked at any gross weight provided the maximum load of
any jacking point is not exceeded. If the airplane is supported entirely by the
three main jacks and the stabilizing jack at point D, the maximum jacking
weight of the airplane must not be exceeded.
Maximum jacking weight for the basic
− 737−300 is 43,092 kg (95,000 pounds);
− the 737−400 is 49,896 kg (110,000 pounds)
− and the 737−500 is 40,824 kg (90,000 pounds).
Axle jacking points E and F provide the means for changing two flat tires on the
same axle up to maximum gross taxi weight. Landing gear jack points are inte-
gral 3/4 inch spherical radius pads under main and nose gear axles.
The jacking points on the wing and body include special provisions for the at-
tachment of bolt−on type jack adapters provided with 3/4 inch spherical radius
pads.
To minimize the vertical lift during the jacking operation, main and nose gear
shock strut restrainers which lock the oleos in a de−pressurized and com-
pressed condition may be used if gear retraction is not the reason for jacking.
CAUTION: DO NOT LIFT THE AIRPLANE ON JACKS IN WINDS MORE
THAN 35 KNOTS. IF YOU DO NOT OBEY THESE INSTRUC-
TIONS DAMAGE TO THE AIRPLANE CAN OCCUR.

LIFTING & SHORING B737- 300/400/500
JACKING
07- 10
JACK POINT A
(WING)
JACK POINT F
JACK POINT E (MAIN GEAR AXLE)
(NOSE GEAR AXLE)
RIGHT WHEEL WELL
JACK POINT C
JACK POINT D (AFT BODY) FWD
(FORWARD BODY)
KNOT PLUMB BOB
JACK POINT B CORD AND HANG
(WING) IN NOTCH
PLUMB BOB
LEVELING SCALE
PLUMB BOB MUST BE

CLEAR AND SHOULD
BE WITHIN 1/8 INCH
OF TARGET
A F E D F B (126198/100763)
Figure 6 Jack Point Locations
TOWING & TAXIING B737- 300/400/500
TOWING
09- 10
ATA 9 TOWING & TAXIING

9−10 TOWING
TOWING AND TAXIING CLEARANCES
Towing
The airplane is normally towed or pushed by a towbar attached to the nose
gear. Maximum normal towing turning limits are indicated by red stripes on the
nose gear doors.
Precautions
Maximum towbar movement 78_ either side. Tip clearances require special
care during the turn. Brakes should not be used during turns except in emer-
gencies. Airplane should be moving before turning the nose wheel. Airplane
nose wheel should be fore and aft prior to parking.

TOWING & TAXIING B737- 300/400/500
TOWING
09- 10
36 FT 3
47 FT 2
40 FT 10 IN. 1 64 FT 1 IN. 1
68 FT 4 IN. 2
61 FT 3
64 FT 8 IN. 1
75
72 FT 5 IN. 2
EFFECTIVE 3 TIRE SLIP
TURN 10 FT 11 IN. 1 3 59 FT 3
78 MINIMUM
12 FT 6 IN. 2 PAVEMENT
STEERING
ANGLE WIDTH FOR
180 TURN
59 FT 3 CENTER OF TURN
60 FT 1
61 FT 10 IN. 2
55 FT 1 IN. 1
61 FT 4 IN. 2
50 FT 3
1 737−300
2 737−400
3 737−500
Figure 7 Towing Turning Radius

Page: 15
TOWING & TAXING B737−300/400/500
TOWING
09−10
POWER PLANT AND INLET DANGER AREAS

Purpose Operation
The wing−mounted engines require that the ground personnel be aware of the A typical engine inlet hazard area extends fan shaped forward from the inlet
danger areas. and aft from the inlet lip to the forward end of the cowl panels. When the en-
The engine inlet efficiently directs air into the engine. gine is operating above idle thrust the hazard area extends further forward from
the inlet and further aft of the nose cowl inlet lip. Personnel working on the en-
System Description gine aft of the inlet should take special care to strictly avoid this hazard area.
The characteristics of jet engine operation require extreme care to prevent in- WARNING: DURING GROUND RUNNING OPERATION THE ENGINE IS
jury to personnel and/or damage to equipment. An operating engine consumes CAPABLE OF DEVELOPING ENOUGH SUCTION AT THE
large quantities of air and is capable of sucking large objects into the inlet in- INLET TO PULL A PERSON UP TO OR INTO THE DUCT
cluding humans. The exhaust of an operating engine has a velocity capable of WITH POSSIBLE FATAL RESULTS. THEREFORE, WHEN
overturning work stands, carts and at high engine power can easily pick up hu- APPROACHING ANY JET ENGINE, PRECAUTIONS MUST
mans. Also the noise of the operating engine can be harmful to the human BE TAKEN TO KEEP CLEAR OF ALL INLET AIR STREAM.
hearing system. THE SUCTION NEAR THE INLET CAN ALSO PULL HATS,
Numerous incidents have been reported including injury to personnel by jet en- GLASSES, LOOSE CLOTHING AND WIPERAGS FROM
gines. One incident has resulted in a fatality. POCKETS INTO THE ENGINE. ANY LOOSE ARTICLES
MUST BE MADE SECURE OR REMOVED BEFORE WORK-
General Component Locations ING AROUND THE ENGINE.
The powerplant danger areas are the air inlet and exhaust from the fan and
core sections of the engine. All these sections provide hazards due to high air
velocity and generated noise.

TOWING
09−10
100 FEET
(30.5 METERS)
RIGHT ENGINE
175 FEET
(53,3 METERS)
R = 9 FEET LEFT ENGINE
(2.7 METERS) 2
4 FEET
(1.2 METERS)
INLET
COWL
LIP
R = 13 FEET
(4 METERS)
5 FEET
1 IDLE POWER (FORWARD THRUST) (1.5 METERS)
2 INLET
FORWARD BREAKAWAY POWER (BOTH ENGINES OPERATING) COWL
LIP
Figure 8 Inlet and Exhaust Dangers Areas

TOWING
09−10


TOWING
09−10
R = 130 FEET
(39.6 METERS)
45
510 FEET
(155 METERS)
45
1 FORWARD BREAKAWAY POWER (BOTH ENGINES OPERATING)

R = 130 FEET
(39.6 METERS)
Figure 9 Inlet and Exhaust Dangers Areas
TOWING
09−10
WARNING PLACARDS
Warning
The danger areas associated with a running engine are identified by placards.
The placards are located on each side of the nacelle near the fan exhaust. The
warning placard consists of a stripe, a silhouette of the engine indicating inlet
and exhaust danger areas, an international “NO ENTRY TO PERSONNEL”
sign and a warning text. The color of the placard is red.

TOWING
09−10
Figure 10 Warning Placards

STRUCTURES B737−300/400/500
DESCRIPTION AND OPERATION

51−00
51 STRUCTURES
STRUCTURES - DESCRIPTION AND OPERATION
General
The structure of the airplane is designed to provide maximum strength with Body section 48 of the fuselage is not pressurized and extends aft from the
minimum weight. This object has been achieved by designing alternate load rear pressure bulkhead at body station 1016. The vertical fin structure and the
paths into the structure, so that a failure of one segment cannot endanger the horizontal stabilizer structure are supported by the 48 section. The APU is in-
airplane, and also by the use of appropriately selected materials. The materials stalled in a fireproof compartment below the horizontal stabilizer.
most commonly used thoughout the structure are aluminum, steel, and magne-
sium alloys. Of these, the most extensively used are certain aluminum alloys Wings
selected according to the particular type of load they are best suited to with- The structure of the wing, between left and right tips, consists of the left wing
stand. box, the center wing box, and the right wing box. The left and right wing boxes
Aluminum and fiberglass honeycomb core material is used extensively on sec- are cantilevered from the center wing box which carries, and is enclosed within,
ondary areas of structures and many of the flight surfaces. the fuselage. The thickness and chord of each wing tapers down towards the
tip and, in plane view, both wings sweep back from the center wing box.
Maintanance practices concerning blowout doors and panels are covered in
applicable chapters on structures. On each wing, the leading edge structure is cantilevered forward from the wing
front spar. The trailing edge structure is cantilevered aft from the wing rear spar
Fuselage and supported additionally, at the inboard end of the wing, by the landing gear
The fuselage is a semimonocoque structure with the skin reinforced by circum- support beam. A bearing approximately midway along the landing gear support
ferential frames and longitudinal stringers. It is composed of four sections: body beam, together with one forward of it attached to the wing rear spar, from the
sections 41, 43, 46, and 48, of which the forward three together extend from axis of main landing gear rotation and are the points at which landing loads are
body station 178 to body station 1016 and contain all the passenger, crew, and transmitted to the wing structure.
cargo accommodations. The fourth section of the fuselage is at the aft end and Five control surfaces are supported by the leading edge structure of each wing:
provides support for the empennage. two flaps are hinged from the inboard one−third of the wing span, and along the
The entire shell of the fuselage between body stations 178 and 1016 is pres- outboard two−thirds three extendable slats are installed. The control surfaces
surized with the exception of the cavity enclosing the nose gear wheel well, and along the trailing edge of each wing consist of inboard and outboard flaps, an
the large cutout which accommodates the center wing box and main leanding aileron and a total of five spoilers.
gear well. When installed, the forward airstairs are contained below the floor of
body section 41. The fuselage frames at body sations 540 and 664 incorporate
points at which the fuselage is attached to the wing front and rear spars. The
connection between the inboard end of the landing gear support beam and the
fuselage is a swinging link fitting attached to the frames at body stations 695
and 706.


51−00
OUTER
SKIN
ROLLED
STRINGER
(TYP)
WINDOW
FRAME EXTRUDED
(TYP) STRINGERS
BONDED
WAFFLE
FRAME to FRAME
DOUBLER
20−INCH (STD)
10−INCH (STD)
Figure 11 Typical Basic Structure


51−00



51−00
Figure 12 Body Station Diagram B737 (typical)

FUSELAGE B737- 300/400/500
GENERAL
53- 00
ATA 53 FUSELAGE
53−00 GENERAL
FUSELAGE GENERAL DESCRIPTION
Purpose
The fuselage is a structurally sound and aerodynamically contoured body which
supports the wings, stabilizers and landing gear. Most of it is pressurized for
the coverage of payload.
System Description
A typical section through the fuselage consists of an upper and a lower oval
which intersect approximately at the floor level. At the intersection, the fuselage
is reinforced by transverse floor beams.
Above this floor structure, which extends from the front pressure bulkhead at
Body Station 178 to the rear pressure bulkhead at Body Station 1016, the up-
per lobe of the fuselage encloses the cabin and is basically a continuous shell,
with cutouts in the skin for doors and windows. Below the floor the continuity of
the lower lobe, which encloses the cargo compartments, is interrupted by sev-
eral major structural features: the nose landing gear wheel well, the cavity for
the center wing box, and the main landing gear wheel well. Aft of the rear pres-
sure bulkhead, the floor is discontinued and this section of the fuselage, which
tapers towards its aft end, supports the vertical fin, the horizontal stabilizer, and
contains a compartment for the APU.

FUSELAGE B737- 300/400/500
GENERAL
53- 00
Figure 13 Body Station Diagram B737- 300

FUSELAGE B737- 300/400/500
GENERAL
53- 00
FUSELAGE GENERAL DESCRIPTION

General Features
Special design features maintain structural continuity between Body Stations At Body Station 664, a bulkhead extends across the fuselage from floor level
540 and 727 where the cavities for the center wing box and the main landing and down. This bulkhead serves as the aft spar of the center wing box and the
gear interrupt the lower half of the basically tubular fuselage. A keel beam con- forward wall of the main landing gear wheel well.
nects the bottom of the fuselage frame at Station 540 with the bottom of the At Body Station 727, a bulkhead extends across the fuselage from floor level
frame at Station 664 and passes below the center wing box. and down. This bulkhead serves as the aft wall of the main landing gear wheel
The fuselage is divided into production or manufacturing sections, these being: well and the forward wall of the aft cargo compartment.
− Section 41 from STA 130 to STA 360 The pressure bulkhead at Body Station 1016 is a curved web extending aft like
− Section 43 from STA 360 to STA 540 a dome in the vertical plane. The web is reinforced with radii stringers all origi-
nating at the center of the web. The web forms the aft end of the pressurized
− Section 46 from STA 540 to STA 1016
cabin. The vertical fin front spar attach fittings are at the top of the fuselage at
− Section 48 from STA 1016 to STA 1217 Body Station 1016.
The fuselage is manufactured in four body sections connected by production or
manufacturing breaks to form a complete integral structure. The forward three
sections form the pressurized shell of the fuselage and enclose the crew, pas-
senger, and cargo accommodations.
The main frame includes frames, bulkheads, formers, longerons, stringers,
keel beam and frames around openings.
Each frame is a zee−section circumferential member, with increased web depth
at floor level. The frames are generally spaced at twenty−inch intervals along
the fuselage aft of the flight deck.
The bulkhead at Body Station 178 is the forward end of the pressure cabin and
is composed of four vertical beams and a flat pressure web which the beams
divide into small panels.
At Body Station 227.8 a frame, with a web extending across the lower part of it,
forms the forward wall of the nose landing gear wheel well. At Body Station
294.5 a frame, with a web extending across the lower part of it, forms the aft
wall of the nose landing gear wheel well.
At Body Station 360, a bulkhead extends across the fuselage from floor level
and down to form the forward wall of the forward cargo compartment.
At Body Station 500D, a bulkhead extends across the fuselage from floor level
and down. This bulkhead serves as the aft wall of the forward cargo compart-
ment.

FUSELAGE B737- 300/400/500
GENERAL
53- 00
Figure 14 Body Station Diagram B737- 400

FUSELAGE B737- 300/400/500
GENERAL
53- 00
FUSELAGE GENERAL DESCRIPTION (CONT.)

General Features (cont.)
The bulkhead at Body Station 1088 incorporates the vertical fin rear spar at- The fuselage structure around all door openings is reinforced to ensure ade-
tach fittings. A rectangular cutout in the web allows the forward part of the hori- quate distribution of fuselage loads around the opening. The passenger window
zontal stabilizer center section truss to protrude through it. The horizontal stabi- openings are reinforced by doublers forming part of the inner waffled skin. The
lizer jackscrew mechanism is attached to the forward side of the bulkhead web. control cabin window frames are reinforced fabrications of extruded sections.
A non−retractable tail skid is located between Body Stations 1064 and 1088. Access panels are provided in the fuselage, refer to the Maintenance Manual,
(737−400) Chapter 12, Section 31, for location and identification.
The bulkhead at Body Station 1156 incorporates the horizontal stabilizer center Two overwing emergency exit doors are installed on each side of the fuselage.
section truss hinge joints. Elevator control mechanisms are attached to the aft One between Body Stations 578 and 601, the other door between Body Sta-
side of the bulkhead. The lower part of the bulkhead is cut away to allow for the tions 616 and 639. (737−400)
APU exhaust pipe. A horizontal beam extends along each side of the fuselage level with the top of
The fuselage stringers, which start at Body Station 259.5, are hat−section the floor. These beams are known as the crease beams because they are at-
members along the entire fuselage. tached to the fuselage skin at the “crease” formed by the intersection between
the upper and lower lobes of the fuselage cross−section.
The continuity of the stringers is maintained across the production joints in the
fuselage structure by terminating the stringers on each section at a fitting which The materials used for fuselage construction are:
is attached to the production joint frame. − Frames − Aluminum Alloy 2024 and 7075
The keel beams comprise the beam between the main landing gear wheel − Stringers − Aluminum Alloy 7075
wells and the beam which passes beneath the center wing box. The beam be- − Keel beam − Aluminum Alloy 7075
tween the wheel wells is a reinforced box structure which carries pressurization
− Skins − Aluminum Alloy 2024
loads originating on the sealed floor structure across the wheel well area. Both
of the beams carry the bending loads acting along the lower fuselage across − Floor beams − Aluminum Alloy 7075
the cavities for the center wing box and the wheel well. − Radar Enclosure, APU tailcone − Fiberglass and Honeycomb
The fuselage skin varies in thickness according to the loads it must bear in any − APU exhaust area − Titanium
given area, and it is designed with fail−safe features to ensure alternate load
paths in the event of a local failure.
The thickest skin panels are those over the area where the lower fuselage is
cut away to accommodate the wing and the main landing gear wheel well. In
this area the skin panels are machined from thick sheets.
Many of the skin panels are attached to each other by bonded longitudinal lap
joints, which provide pressure seals in addition to being structural joints. Cir-
cumferential skin splices exist aft of the control cabin, at the front spar bulk-
head, at the bulkhead aft of the wheel well, and at the aft pressure bulkhead.
The skin is reinforced by means of doublers bonded to the inside of the outer
skin. These doublers function as tear stoppers by forming a complete, integral
fail−safe, circumferential and longitudinal “waffle” grid.

FUSELAGE B737- 300/400/500
GENERAL
53- 00
Figure 15 Body Station Diagram B737- 300/400/500

WINGS B737- 300/400/500
GENERAL
57- 00
ATA 57 WINGS
57- 00 GENERAL
WINGS GENERAL DESCRIPTION
Purpose Leading Edge Flaps
The structure of the wing supports the two wing mounted powerplants, the Two leading edge flaps are installed on each wing. Each flap is a machined
flight controls and provides a lifting airfoil for the airframe. The wing also sup- casting containing integral ribs and stiffeners.
ports the main landing gear beams.
Trailing Edge Flaps
System Description The inboard and outboard trailing edge flaps consist of a midflap, a foreflap,
The structure of the wing between left and right tips consists of the left, center and an aftflap.
and the right wing boxes. The left and right wing boxes are cantilevered from The inboard midflap consists of ribs, three spars, honeycomb trailing edge and
the center wing box which is enclosed within the fuselage. The thickness and skins.
chord of each wing tapers down toward the tip and in plain view, both wings
The outboard midflap consists of ribs, two spars, a trailing edge beam, two.
sweep back from the center wing box. The landing gear support beam is at-
Honeycomb trailing edge panels and skins.
tached at its outboard end to the rear face of the wing rear spar. Short struts
underneath each wing support the two powerplants. The foreflap is a monospar structure with a honeycomb trailing edge panel and
skins.
Flight controls consist of slats, flaps, ailerons and spoilers and are attached at
front and rear spars. The aftflap is also a monospar structure with a honeycomb trailing edge panel
and skins.
Vortex generators are installed on the upper wing surface.
Aileron
General Features
Each aileron is a frame structure consisting of leading and trailing edge spars,
The wing boxes and the center wing box consists of upper and lower skin pan-
ribs and skin. An aileron tab is attached to the rear spar of the aileron by four
els, ribs and front and rear spars. The skin panels are reinforced by spanwise
hinge bearings.
stringers, the spars by vertical stiffeners, and the wing boxes by a series of
chordwise ribs. The center wing box is reinforced by spanwise beams. Access Spoilers
panels are provided in the wing.

The spoiler panels are of graphite/epoxy construction. They are constructed
The landing gear support beams are two−piece I−section forgings bonded and with upper and lower skins and with a honeycomb core. A continuous phenolic
bolted together and connected at their outboard ends to the left and right wing rubstrip is bonded to the lower surface at the trailing edge. Dacron covered sili-
rear spars and at their inboard ends to the left and right sides of the fuselage. cone rubber seals are installed at each end and at the forward edge.
Leading Edge Slats
Three leading edge slats are installed on each wing outboard of the engine.
The slats consist of ribs attached to a beam, inner and outer skins and a trail-
ing edge. A void between the inner and outer skins provides a path for thermal
anti−icing.

WINGS B737- 300/400/500
GENERAL
57- 00


WINGS B737- 300/400/500
GENERAL
57- 00
WINGS GENERAL DESCRIPTION (CONT)

Attach Fittings − Wing Terminal Fitting
The wing terminal fitting is a heavy three−flanged forging. There are four of S WBL − Wing Buttock Line
these fittings, the two forward ones and the two aft ones. The flanges of the − A plane perpendicular to the wing chord plane and parallel to the body
fitting act as a means of connection between the wing boxes and the center buttock line. It is measured from intersection of wing chord plane and
wing box. Body Buttock Line 0.00.
The wing box to center wing box connection is accomplished by the use of the
three flanges of the wing terminal fitting. The places of connection are at the Materials
four corners of the center wing box where three main members join: a wing box The materials used for construction of the wings are:
spar, a center wing box spar, and a wing root rib. At any one corner of the cen- S Wing Center Section
ter wing box, the two spars and the wing root rib are attached to the three
− Beams − Aluminum Alloy 7178
flanges of the fitting.
− Stringers − Aluminum Alloy 2024
Attach Fittings − Flight Controls S Wing
The aileron attachment fittings consist of hinge and actuation mechanism fit- − Spars − Aluminum Alloy 2024 and 7178
tings and these are mounted on the aft side of the rear spar and to structure
− Ribs — Aluminum Alloy 7075
mounted on that spar.
− Upper Skin and Stringers − Aluminum Alloy 7150
The trailing edge flap attachment fittings on each wing consist primarily of two
pairs of flaptracks, one pair for each flap assembly. − Lower Skin and Stringers Aluminum Alloy 2324 and 2224
S Vortex Generators
Attach Fittings - Flight Controls (Cont)
− Aluminum Alloy 2024
The leading edge flap attachment fittings consist of hinge fittings mounted
S Leading Edge Slats
along the forward edge of the leading edge structure. The leading edge slat
attachment fittings consist of brackets which support the guide rollers and the − Aluminum Alloy 2024
actuators, all of which are attached to the forward face of the wing front spar. S Leading Edge Flaps
The spoiler attachment fittings consist of hinge fittings and the fittings which − Aluminum Alloy A356 (Casting)
support the actuation mechanisms. The fittings associated with the outboard S Trailing Edge Flaps
set of spoilers are mounted on the aft face of the wing rear spar and those for
− Aluminum Alloy 2024 and Honeycomb
the inboard spoilers are on the aft face of the wing rear spar and landing gear
support beam. S Aileron
The wing is divided into reference planes measured in inches. This provides a − Graphite/Epoxy and Honeycomb
means of identifying the location of components or particular points. S Spoilers
Two reference planes are used for the wing. − Graphite/Epoxy and Honeycomb
S W STA - Wing Station S Landing Gear Beam
− A plane perpendicular to the wing chord plane, and normal to the rear − Aluminum Alloy 7175
spar, measured from the intersection of the wing leading edge line exten-
sion and Wing Buttock Line 0.00.

WINGS B737- 300/400/500
GENERAL
57- 00
Figure 16 Wing Plan View

NACELLES / PYLONS B737- 300/400/500
GENERAL
54- 00
ATA 54 NACELLES / PYLONS

54−00 GENERAL
STRUT
Purpose
The engine struts are attached to the wing front spar and provide a structurally
sound attachment point for the two airframe powerplants.
System Description
The two engine struts are cantilevered from the front spar of each wing and are
structurally similar but not interchangeable.
General Features
The basic structure consists of a torque box attached to the wing structure by
linkages and braces with fuse pins. Engine attachment points are located at
forward and mid sections of the torque box. Between the two engine attach-
ments are two thrust links connecting the torque box to the engine. On the bot-
tom section of the torque box is the engine firewall.
Forward of the torque box is the fan cowl support beam and forward fairing.
Behind the torque box is the aft fairing, and the trailing edge flap track fairing.
Access panels are provided in the strut. Refer to the Maintenance Manual,
Chapter 12, Section 31 for location and identification.
The materials used for strut construction are:
− Torque box − Aluminum Alloy 7075 and 2024
− Firewall − Stainless Steel
− Fan cowl support beam skin and forward fairing − Graphite/Epoxy com-
posite and Kevlar
− Aft fairing − Aluminum Alloy and Aluminum Honeycomb

NACELLES / PYLONS B737- 300/400/500
GENERAL
54- 00
Figure 17 Strut
NACELLES / PYLONS B737−300/400/500
GENERAL
54−00
NACELLE
Purpose
The nacelle provides an aerodynamically sound enclosure for the strut
mounted engines. It provides for smooth airflow around and into each engine
while causing a minimum amount of drag. It also protects the components
mounted on the engine from physical damage from outside sources.
System Description
The nacelle, which encloses the engine, consists of the inlet cowl, fan cowls,
thrust reverser, and trailing edge fairing.
General Features
The cowlings and thrust reverser fairing consist of frames and skins. The inte-
rior skin of the inlet cowl is treated with sound suppression material.
Reference Planes
The nacelle is divided into reference planes measured in inches. This provides
a means of identifying the location of components of particular points. Two ref-
erence planes are used for the nacelle.
S NAC WL Nacelle Waterline. A plane 10 38’ down from the wing chord plane.
S NAC STA Nacelle Station. Distance measured parallel to nacelle CL from a
point 120.47 inches forward of the nacelle.
Materials used in construction of the nacelles are:
− Inlet Cowl − Aluminum Alloy 2024, Fiberglass and Aluminum Honeycomb
− Fan CowIs − Kevlar, Graphite/Epoxy and Honeycomb
− Thrust Reverser Fairing − Graphite/Epoxy and Aluminum Honeycomb
− Trailing Edge Fairing − Kevlar Honeycomb − Upper Stainless Steel Cap

NACELLES / PYLONS B737−300/400/500
GENERAL
54−00
Figure 18 Nacelle
STABILIZER B737- 300/400/500
HORIZONTAL STABILIZER
55- 10
ATA 55 STABILIZER
55−10 HORIZONTAL STABILIZER
GENERAL DESCRIPTION
Purpose
The horizontal stabilizer provides aerodynamic pitch trim and control of the air- attached to hinge ribs extending aft from the rear spar of the stabilizer by ele-
plane. vator hinges on the front spar of the elevator. The elevator balance panels proj-
ect forward of the hinge line and are housed in the space between the hinge
System Description ribs on the stabilizer rear spar. An elevator tab is attached to the rear spar of
The horizontal stabilizer assembly consists of left and right outboard sections the elevator.
attached to a center section truss located within the fuselage. The stabilizer Empennage flight control surface attach fittings are aluminum alloy forgings.
pivoted on two hinge joints attached to a bulkhead in the fuselage. The angle of
The fittings on which the horizontal stabilizer outboard sections are mounted to
attack is adjusted by means of an electrically driven or manually operated ball-
the center section truss are at the inboard ends of the center section truss front
nut and jackscrew attached to the forward side of the center section truss. An
and rear spars.
aerodynamic seal fills the gap between the stabilizer left and right outboard
sections and the fuselage. A sliding plate seal is located at points where the The fittings, incorporating the hinges on which the center section truss pivots
front and rear spars pass into the fuselage. A leading edge is attached to the are mounted on the aft face of the truss rear spar and the bulkhead at Body
front spar. The trailing edge and elevator hinge structure is attached at the rear Station 1156.
spar. Access panels are provided in the horizontal stabilize refer to the Mainte- Fittings associated with the elevators include elevator and tab hinge fittings and
nance Manual, Chapter 12, Section 31 for location and identification. fittings for the actuation mechanisms.
The horizontal stabilizer is divided into reference planes measured in inches.
General Features
This provides a means of identifying the location of components or particular
The front and rear spars, the ribs and the skin of the horizontal stabilizer out- points. Three reference planes are used for horizontal stabilizer.
board sections together with the center section truss form a beam which is the
− STAB STA − Horizontal Stabilizer Station. A plane perpendicular to the
main structural member of the stabilizer. Attachment of the outboard sections
stabilizer chord plane and normal to the stabilizer rear spar, measured
and the center section is at the front and rear spars only, with no structural tie
from Stabilizer Station 0.000, the intersection of the leading edge line
between the outboard section skins and the center section.
extension and Body Buttock Line 0.000.

The structure aft of the rear spar consists of ribs which incorporate hinge bear-
− STAB LE STA − Horizontal Stabilizer Leading Edge Station. A plane per-
ings for the elevator. The upper and lower surfaces of the area between the
pendicular to the horizontal stabilizer leading edge, measured from the
rear spar and the elevator hinge bearings are covered by skin panels attached
Stabilizer Leading Edge Station 0.00, the intersection of the leading edge
to the ribs. Some of the skin panels are removable for maintenance purposes.
line extension and Body Buttock Line 0.00.
The gimbals surrounding the jackscrew ballnut are supported by a rigidly
− ELEV STA − Elevator Station. A plane perpendicular to the elevator
built−up framework of members on the forward face of the center section truss
hinge centerline measured from the intersection of elevator hinge center-
front spar.
line and Body Buttock Line 0.00.
The basic structure of the elevator is dual spar at the inboard end and mono-
spar at the outboard end, with all areas reinforced with ribs. The elevators are

STABILIZER B737- 300/400/500
55- 10
Figure 19 Horizontal Stabilizer

STABILIZER B737−300/400/500
55−10
GENERAL DESCRIPTION (CONT)

Materials used in construction of the horizontal stabilizer are:
S Stabilizer
− Spars and Ribs − Aluminum Alloy 7075
− Skin − Aluminum Alloy 2024
− Skin aft of rear spar − Kevlar and Honeycomb
S Elevator
− Spar and Ribs − Aluminum Alloy 2024
− Skin − Graphite/Epoxy
S Tab
− Spar − Aluminum Alloy 2024
− Skin − Graphite/Epoxy
S Stabilizer Truss
− Aluminum Alloy − 7075

STABILIZER B737−300/400/500
55−10
Figure 20 Horizontal Stabilizer

STABILIZER B737- 300/400/500
VERTICAL STABILIZER
55- 30
55−30 VERTICAL STABILIZER

GENERAL DESCRIPTION
Purpose
The vertical stabilizer gives stability in the yaw axis for the airplane and pro- − The plane perpendicular to the center line of the vertical stabilizer rear
vides for directional control with the use of a rudder during takeoff and ‘landing spar, measured from Fin Station 0.00, the intersection of the leading
and for trim during cruise conditions. edge line extension and Fin Waterline 0.00.
System Description − FIN WL − Vertical Stabilizer Waterline
The vertical stabilizer (fin) is attached to body Section 48 at two points. The − A horizontal plane measured parallel to a Body Waterline. Fin Waterline.
leading edge is detachable. The dorsal fin is not structurally connected to the 0.00 is Body Waterline 300.50.
main vertical fin. − FIN LE STA − Vertical Stabilizer Leading Edge Station
The fittings on which the vertical fin is mounted are at Body Stations 1016 and − A plane perpendicular to the vertical stabilizer leading edge, measured
1088 and Fin Waterline 0. from the Fin Leading Edge Station 0.00, the intersection of the leading
edge line extension and Fin Waterline 0.00.
General Features
− RUD STA − Rudder Station
The front and rear spars, the ribs and the skin of the vertical fin form a beam
which is the main structural member of the fin. − A plane perpendicular to the rudder hinge centerline, measured from
Rudder Station 0.00, the intersection of the rudder hinge centerline and
The structure aft of the rear spar consists of ribs which incorporate hinge bear- Fin Waterline 0.00.
ings for the rudder. The left and right surfaces of the area between the rear
spar and the rudder hinge bearings are covered by skin panels attached to the Materials used in construction of the vertical stabilizer are:
ribs to form a trailing edge fairing. S Stabilizer
A removable leading edge structure is attached to the forward side of the fin − Spars and Ribs − Aluminum Alloy 7075
front spar. A fairing is attached at the top of the fin. Access panels are provided − Skin − Aluminum Alloy 2024
in the vertical stabilizer, refer to the Maintenance Manual, Chapter 12, Section − Skin aft of rear spar − Kevlar and Honeycomb
31 for location and identification.
S Dorsal
The rudder structure consists of a complete front spar and a partial rear spar,
− Ribs − Aluminum Alloy 2024
chordwise ribs, and skin panels. The rudder has hinge fittings forward of its
front spar. Forward of the rudder front spars are leading edge fairings and nose − Skin − Graphite/Epoxy and Honeycomb
sections, which are housed within the vertical fin trailing edge fairing. In one S Rudder
nose section is located a rudder balance weight. − Spar and Ribs − Aluminum Alloy 2024
The vertical stabilizer is divided into reference planes measured in inches. This − Skin − Graphite/Epoxy and Honeycomb
provides a means of identifying the location of components or particular points.
Four reference planes are used for the vertical stabilizer.
− FIN STA − Vertical Stabilizer Station

STABILIZER B737- 300/400/500
VERTICAL STABILIZER
55- 30
Figure 21 Vertical Stabilizer

DOORS B737- 300/400/500
GENERAL
52- 00
ATA 52 DOORS
52−00 GENERAL
INTRODUCTION
Purpose
The purpose of the doors is to permit entry to or exit from the various airplane
compartment and areas.
General Component Locations

Entry Doors:
− Provide for entry and exit for passengers and crew members. Located
on the left side, forward and aft.
Galley Service Doors:
− Located forward and aft on the right side, they are normally used for
servicing the galleys. They also serve as emergency exits.
Emergency Exits:
− The overwing emergency hatches are available as emergency exits on
both sides.
Cargo Compartment Doors:
− Provide access to the cargo compartments; located forward and aft of
the wing on the right side.
External Service Doors:
− These doors are used by ground personnel for maintenance and servic-
ing. The two doors in the pressurized portion are located in the lower
fuselage forward and aft of the nose gear.

The flight compartment door is a secure door controlled by the flight crew. It
provides positive separation between the flight compartment and passenger
compartment.

DOORS B737- 300/400/500
GENERAL
52- 00
AFT GALLEY
SERVICE DOOR
(RIGHT SIDE)
SECTION 48 ACCESS
AND BLOWOUT DOOR
EMERGENCY
AFT ENTRY DOOR
EXIT HATCH
(RIGHT SIDE)
EMERGENCY
EXIT HATCH
FORWARD GALLEY
SERVICE DOOR
(RIGHT SIDE)
CSD OIL RESERVOIR

EMERGENCY SIGHT GAGE ACCESS
EXIT HATCHES DOOR
1
FORWARD
ENTRY ENGINE OIL TANK
DOOR ACCESS DOOR
1 ON 737−400 ONLY
Figure 22 Door Locations

DOORS B737- 300/400/500
GENERAL
52- 00


DOORS B737- 300/400/500
GENERAL
52- 00
WATER
SERVICE
DOOR AFT GALLEY
OUTFLOW VALVE
TAIL CONE SERVICE
DOOR CABIN PRESSURE
ACCESS DOOR DOOR
CONTROL SYSTEM
PRESSURE FUELING
AFT CARGO STATION ACCESS DOOR
COMPARTMENT
DOOR
APU ACCESS DOOR HYDRAULIC SYSTEM
SERVICE DOOR
AFT TOILET SERVICE DOOR
OXYGEN SYSTEM
PRESSURE RELIEF DOOR CHARGING PANEL DOOR
WATER SERVICE DOOR FORWARD GALLEY

SERVICE DOOR
MAIN LANDING GEAR DOORS
FORWARD TOILET
SERVICE DOOR
EXTERNAL POWER
RECEPTACLE DOOR
LOWER NOSE
AIR CONDITIONING COMPARTMENT
FORWARD CARGO ACCESS
ACCESS DOORS
COMPARTMENT (FORWARD
DOOR NOSE LANDING ACCESS) DOOR
GEAR DOOR
GROUND AIR
CONDITIONING ELECTRONIC EQUIPMENT
ACCESS DOOR COMPARTMENT EXTERNAL
ACCESS DOOR
Figure 23 Door Locations (Cont)
DOORS B737- 300/400/500
PASSENGER / CREW
52- 10
52−10 PASSENGER / CREW

ENTRY DOOR
Purpose
The purpose of the entry doors is to provide the primary entrance and exit for
the passengers and flight crew.
Location
The entry doors are located on the left side of the airplane at the fore and aft
ends of the passenger compartment.
Physical Description/Features
The forward entry door is 34 inches wide and 72 inches high, the aft entry door
is 30 inches wide and 72 inches high. Both are inward − outward opening plug−
type doors. An upper and lower hinge assembly support the door on its forward
edge; the doors may be closed or opened from inside or outside the airplane.
The door is opened by manually operating the centrally located handle. This
action causes the internal mechanism to release the latches, folds the gates
inward, and moves the door to its most inward position. The door is manually
swung through the door opening and stowed in the open position forward of the
opening.

DOORS B737- 300/400/500
PASSENGER / CREW
52- 10
1. PULL HANDLE 2. ROTATE HANDLE CLOCKWISE
LATCH
LEVER SEE A
OPEN
3 4
Figure 24 Entry Door operating from outside Airplane

DOORS B737- 300/400/500
PASSENGER / CREW
52- 10


DOORS B737- 300/400/500
PASSENGER / CREW
52- 10
1 2 3 4
____
ENTRY AND GALLEY DOORS (EXAMPLE)
5 6
NOTE: DOOR GATE LINING REMOVED
Figure 25 Entry Door operating from inside Airplane

DOORS B737−300/400/500
PASSENGER / CREW
52−10
ENTRY DOOR MECHANISM

The entry door mechanism consists of several assemblies that accomplish the
following functions:
S Handle Mechanism:
− This mechanism, through a duplex arm, converts the rotary motion of the
handles to a push−pull motion of two cranks. One crank actuates the
latches, and upper and lower gates during initial handle rotation. The
other crank moves the forward edge of the door inward to its open posi-
tion during further rotation.
S Door stops and latching assembly:
− These devices transmit pressure loads from the door to body structure,
and latch the door in the closed position.
S Centering Guide:
− A pin on the aft edge of the door slides into a guide track on the frame to
align the stops and latches.
S Lower Hinge:
− A rigid hinge arm is attached to the lower end of both the body and door
torque tube assemblies. A hydraulic snubber impedes door movement at
its travel extremities.
S Upper Hinge:
− A rigid hinge arm is attached to the body and door torque tube assembly.
A guide arm parallel to the hinge arm rides in an “S” shaped track to con-
trol the door rotation about its torque tube.
S Spring Assist Torque Tube (counterbalance assembly):
− The upper and lower hinge arms are attached to a vertical, body
mounted torque tube to support the door when it is open. Torsion springs
around this torque tube provide opening and closing assistance.

DOORS B737−300/400/500
PASSENGER / CREW
52−10
TOP GATE
LATCH ROD
LATCH AND
STOP ASSEMBLY
CONTROL ROD
SEE G
GUIDE TRACK TOP HINGE

SEE A SEE D
HINGE
SUPPORT
HANDLE MECHANISM
ASSIST
B
HANDLE
TORQUE TUBE
ASSEMBLY
CONTROL ROD
SEE F
LATCH ROD
CONTROL ROD BOTTOM HINGE

SEE E
HINGE
SUPPORT
BOTTOM GATE
Figure 26 Entry Door Mechanism

Page: 55
DOORS B737−300/400/500
PASSENGER / CREW
52−10


DOORS B737−300/400/500
PASSENGER / CREW
52−10
OUTSIDE
HANDLE
SLEEVE
CONTROL ROD HOUSING PIVOT
SEAL PLATE CENTER
MECHANISM
HANDLE
HOUSING
SHAFT CENTERING CAM
LATCHING CRANK
PATH OF LATCH CRANK

CAM ROLLERS NUT
PATH OF DOOR
CAM PLATE COCKING CRANK
SEE C
TORQUE TUBE
CAM PLATE
NOTE: THE CAM IS SHOWN IN THE
DOOR CLOSED AND LATCHED POSITION.
C
DOOR
COCKING NUT
INSIDE CONTROL ROD CRANK
HANDLE
TORQUE CHANNEL
TUBE
PLATE
CRANK
NOTE: HANDLE IS SHOWN IN THE CLOSED
ADJUSTABLE
AND LATCHED POSITION. B
GUIDE
HANDLE MECHANISM
GUIDE TRACK
THESE PARTS ARE

ON THE DOOR
GUIDE
PIN
GUIDE TRACK
Figure 27 Forward Entry Door Mechanism

Page: 57
DOORS B737−300/400/500
PASSENGER / CREW
52−10


DOORS B737−300/400/500
PASSENGER / CREW
52−10
HINGE PIN
SHIM
BEARING
TRIGGER 1
UPPER
SPIGOT
HINGE
SUPPORT
GUIDE ROLLER
TORQUE ARM
TUBE GUIDE PLATE
UPPER
HINGE ARM
TOP HINGE FUSELAGE
STRUCTURE
D
LATCH
LEVER
GUIDE ARM
ROLLER
BUSHING
TORQUE TUBE
HINGE
SUPPORT
HINGE ARM
COVER
HINGE
PIN
BOTTOM SPIGOT
BOTTOM HINGE STOP PIN
HINGE
E ARM
DOOR SNUBBER STOP PLATE
INBD FWD
1 AIRPLANES WITH A TRIGGER RADIUS LINK
Figure 28 Forward Entry Door Mechanism (Cont)

Page: 59
DOORS B737−300/400/500
PASSENGER / CREW
52−10


DOORS B737−300/400/500
PASSENGER / CREW
52−10
FUSELAGE SKIN
ADJUSTABLE
STOP PIN
SEE G
DOOR STOP
TRIM PLATE
LATCH PLATE
DOOR
FRAME
TOP
LATCH HINGE ARM
ROLLER
LATCH TOP
SPIGOT
LATCH ROD
DOOR LATCH AND STOP ASSEMBLY COUNTERBALANCE

ASSEMBLY
NOTE: THE DOOR IS IN ITS CLOSED
AND LATCHED POSITION
LOCK
SPRING
BOTTOM
SPIGOT
ADJUSTABLE
STOP PIN
COUNTERBALANCE
ADJUSTABLE STOP PIN ASSEMBLY
G F
Figure 29 Forward Entry Door Mechanism (Cont)

Page: 61
DOORS B737−300/400/500
PASSENGER / CREW
52−10
FORWARD ENTRY DOOR OPERATION

Operation
Two cam rollers are moved by a cam plate that is rotated by the door handle
action. This action provides the force required to operate the latches, the upper
and lower gates and orient the door through the opening by the torque tube.
The camming action is transmitted by pushrods to the latches, torque tube and
end gates by control rods.
The aft entry door operates in the identical manner.

DOORS B737−300/400/500
PASSENGER / CREW
52−10
UPPER GATE
LATCH ROD
LATCH ROLLER
CONTROL ROD
TORQUE TUBE
CAM PLATE
FWD
LOWER GATE
Figure 30 Forward Entry Door Operation

DOORS B737−300/400/500
PASSENGER / CREW
52−10
CAM PLATE OPERATION

Unlatching
Initial rotation of the cam plate transmits angular movement to the latching
crank assembly. The control rods at each end of the latching crank, turn the
latch rods and withdraw the latch rollers. The latch rods also operate the con-
trol rods attached to the upper and lower gates, causing them to fold inward.
These control rods all have adjustable end bearings for latch and gate rigging.
During this initial movement, the cocking crank roller is riding on a surface of
constant radius from the cam plate pivot center; no angular movement is im-
parted to the cocking crank assembly.
Cocking
Rotation of the cam plate to its full travel transmits angular movement to the
cocking crank assembly. The cocking crank operates the push rod connected
to the torque tube. An adjustable end bearing on the cocking crank pushrod
moves the door laterally for latch engagement rigging. Movement of the push-
rod is resisted by the torque tube, causing the door to rotate and pivot about
the torque tube axis.
Opening
The door is swung forward through the opening manually until the door is
approximately parallel with the airplane exterior. The door will lock in this posi-
tion.

DOORS B737−300/400/500
PASSENGER / CREW
52−10
Figure 31 Cam Plate Operation

DOORS B737−300/400/500
PASSENGER / CREW
52−10
UPPER HINGE / GUIDE ARM GEOMETRY

Operation
As the cam plate is rotated by the handle, the cocking crank pushrod rotates
the door torque tube and upper hinge arm counterclockwise (viewed from
above). This moves the door inward. The guide arm at the upper hinge, riding
in the “S” shapes cam track, changes the hinge geometry causing the door to
rotate about the door torque tube to the cocked position. From the cocked posi-
tion, the door is manually swung to its fully open position pivoting about the
body torque tube. The guide arm causes the door to also pivot about the door
torque tube so that it is parallel to the fuselage when fully open.
The guide arm end bearing is adjustable to fair the door with the fuselage.

DOORS B737−300/400/500
PASSENGER / CREW
52−10
Figure 32 Upper Hinge / Guide Arm Geometry

DOORS B737- 300/400/500
SERVICE
52- 40
52−40 SERVICE
GALLEY SERVICE DOOR
Purpose
The purpose of the galley service doors is to provide an entrance for servicing
the airplane galleys on the right side of the airplane. They may also be used as
a secondary entrance and exit for passengers and crew.
Location
The galley service doors are located on the right side of the airplane at the fore
and aft ends of the passenger compartment.
The galley service doors are 30 inches wide and 65 inches high. Except for the
size, the physical description and features of the galley service doors are the
same as the entry doors.
Operation
The operation of the galley service doors is identical to the entry doors.

DOORS B737- 300/400/500
SERVICE
52- 40
DOOR STOP UPPER GATE

(TYPICAL)
LATCH ROD
CONTROL ROD
DOOR LATCH
(TYPICAL)
WINDOW
ASSIST HANDLE
UPPER HINGE
DOOR INSIDE
HOLD HANDLE
OPEN LOCK
HANDLE
SEE B DOOR CENTERING
GUIDE AND TRACK
HANDLE MECHANISM
HOUSING
FORWARD MECHANISM
ACCESS PANEL
DOOR INSIDE
SKIN CUTOUT
DOOR
STOP LATCH ROD
LOWER HINGE
HOLD−OPEN
LOCK HANDLE CONTROL ROD
LIFT KNOB TO RELEASE
HOLD OPEN LATCH
LIFT KNOB TO RELEASE LOWER GATE

HOLD OPEN LATCH SNUBBER
FWD
B
Figure 33 Galley Service Door Mechanism

DOORS B737- 300/400/500
SERVICE
52- 40
LOWER NOSE COMPARTMENT ACCESS DOOR

Purpose
The purpose of the lower nose compartment access door is to permit access to
the compartment below the flight compartment. Many flight control cables and
brake accessories pass through this area.
Location
The lower nose compartment access door is located in the bottom of the fuse-
lage forward of the nose wheel well and aft of the radome.
The door is an inward opening, plug−type door that can be opened only from
outside the airplane. Two hinge arms extend aft from the door to hinge fittings
on the forward face of the nose wheel well forward bulkhead. The door latching
mechanism consists of a latch pin which protrudes through the forward edge of
the door to engage a hole in the fuselage structure.
Operation
The door is opened from outside the airplane by pushing the trigger in the door
handle; the handle springs out from its flush position. Rotating the handle coun-
terclockwise retracts the latch pin and allows the door to be hinged upward.
When the door is closed, a clockwise rotation of the handle pushes the latch
pin into the structure forward of the door. The handle must be pushed back
flush with the door skin.

DOORS B737- 300/400/500
SERVICE
52- 40
BOLT
SERRATED HINGE DOOR HINGE ARM

SEE A
FWD SPACER
SERRATED HINGE ASSEMBLY
DOOR HINGE ARM

GUIDE PIN
LATCH PIN
(EXAMPLE)
SEAL
DOOR STOP PAD
Figure 34 Lower Nose Compartment Access Door

DOORS B737- 300/400/500
SERVICE
52- 40
Door Tracks
ELECTRONIC EQUIPMENT COMPARTMENT ACCESS DOOR The door tracks are inclined upward and outboard from door opening. The door
tracks are attached to the electronic rack supports and the electronic rack stan-
Purpose chions.
The purpose of the electronic equipment compartment access door is to permit
access into the compartment containing the avionics, the battery, and the dc Top and Bottom Web Assembly
external power connection. The bottom web holds the door when you move it up the tracks.
Location Flexible leaf−spring brackets attach the bottom web to the door. The top and
bottom webs have eight rollers which keep the webs between the door tracks.
The electronic equipment compartment door is located aft of the nose wheel The bottom web retracts into the top web as the door moves to its stowed posi-
well and forward of the wings in the bottom of the fuselage.
tion.
Physical Description/Features Uplatch (if installed)
The electronic equipment compartment external access door is a plug−type,
An uplatch is on the inner right side of the door. The uplatch holds the door to
inward opening, sliding door on the bottom side of the fuselage aft of the nose the bottom web as it is retracted.
wheel well.
The uplatch engages the latch pin after you move the door up and to the right
The door is operated from outside the fuselage and is included in the door 1/2 to 1 inch.
warning system, sharing a common warning light in the control cabin with the
lower nose compartment access door. The door tracks inside the fuselage A lever disconnects the uplatch from the bottom web as you close the door.
guide the door inward, upward, and to the right. If you let the door roll to the left when it is opened, the door will disengage from
The door has an alclad frame and skin construction. A continuous seal around the tracks.
the periphery of the door prevents loss of cabin air when the airplane is in flight. A cable assembly with a spring in the door decreases the rate of fall of the door
Four latch pins transmit pressurization loads from the door to the fuselage after the uplatch releases the door.
structure. The stop fittings on the door and the door lock fittings on the struc- A guard over the striker prevents accidental release of the uplatch.
ture will transmit the pressurization loads if the door is accidentally not latched.
Spring Spool Assembly
Rollers at the end of an angle on the door engage with roller guides on the fu-
selage to keep the door in position. The spring spool assembly helps to retract the door and holds the door in the
open position.
Latch Mechanism The assembly is attached to the fuselage at the end of the tracks.
The door latching mechanism has a latch stop and lock fitting on each side of
the door. Airplane with an Uplatch
The latch pins are operated through a common rack and pinion mechanism. One end of the flat spring is attached to the bottom web.
The inner end of each pin is in the form of a rack and all four racks engage with Airplane with a Trolley
a pinion on the central actuator shaft.
One end of the flat spring is attached to a hinge on the trolley.
The shaft has an outer handle to operate the door from outside the airplane.
Trolly if installed
The trolley moves in a track to support the right side of the door and direct it as
it moves to its stowed position.

DOORS B737- 300/400/500
SERVICE
52- 40
SPRING SPOOL
ASSEMBLY
ELECTRONIC RACK FUSELAGE STRUCTURE
STANCHION FLAT (OUTBOARD)
(4 LOCATIONS) SPRING 1
ELECTRONIC EQUIPMENT
ELECTRONIC
COMPARTMENT EXTERNAL
RACK SUPPORT
ACCESS DOOR
(2 LOCATIONS)
SEE A
SUPPORT
B BRACKET
2 LATCH PIN KNOB
DOOR TRACK
(2 LOCATIONS)
B
A ROLLER ASSEMBLY
(8 LOCATIONS)
TRACK
TRACK STOP
STOP AND ANGLE A (2 LOCATIONS)
LOCK FITTING
TOP WEB
SEE F
TROLLEY BOTTOM WEB
PIVOT BOLT
ROLLER
ROLLER
ANGLE FWD
DOOR LATCH PIN
(4 LOCATIONS)
TRACK ATTACH DOOR OPENING

BRACKET (FUSELAGE STRUCTURE)
(2 LOCATIONS)
OUTER HANDLE
LOCK FITTING
SEE B
SEE C
1 AIRPLANES WITH AN UPLATCH

2 AIRPLANES WITH A TROLLEY (EXTERNAL VIEW)
Figure 35 Electronic Equipment Compartment Access Door

Page: 73
DOORS B737- 300/400/500
SERVICE
52- 40
ELECTRONIC EQUIPMENT COMPARTMENT ACCESS DOOR

(CONT)
Operation
4. Open the door from outside the airplane:
S Push the trigger in the outer handle, to get access to the handle.
− A spring will push the handle from its flush position.
S Turn the handle counterclockwise.
− The four latch pins will retract into the door.
− The door warning lights in the control cabin will come on.
S Push the door up and to the right.
− The right side of the door will pivot about the track attach brackets on the
left side of the door.
S Airplanes with an Uplatch
− The uplatch, on the right side of door, engages the latch pin on bottom
web.
S Move the door up the track to its stowed position.
− The door will move easily with help from the assist spring.
5. Close the door from outside the airplane:
S Pull the door down the tracks with the handle.
S Airplane with an Uplatch
− At the bottom of the track, the lever will disengage the uplatch, and re-
lease the door from the bottom web.
S Make sure the door is seated correctly.
S Pull down on the door handle to compress the door pressure seal and turn
the handle clockwise.

− The four latch pins will lock the door in its closed position.
− The door warning lights in the control cabin will go off.
S Push the handle up to its flush position.

DOORS B737- 300/400/500
SERVICE
52- 40
ASSIST
SPRING
TEE 3
TROLLEY
UPLATCH
ACCESS HOLE COVER

(2 LOCATIONS)
FWD
CABLE ATTACH ANGLE
INBD
BOTTOM WEB CABLE ASSEMBLY
C
PULLEY
TRACK ATTACH ROLLER GUIDE
BRACKET (2 LOCATIONS)
(2 LOCATIONS)
STRIKER
ASSIST
TRIP LEVER SPRING
C
GAS CYLINDER
4
STOP FITTING
(4 LOCATIONS) ROLLER
ACCESS (2 LOCATIONS)
LATCH PIN ANGLE
DOOR
(4 LOCATIONS) (2 LOCATIONS)
FWD
DOOR
FUSELAGE SPRING
OPENING TROLLEY
STRUCTURE BRACKET
INBD
(INTERNAL VIEW) 3 AIRPLANES WITH A TEE
4 AIRPLANES WITH A GAS CYLINDER
A
Figure 36 Electronic Equipment Compartment Access Door Operation

Page: 75
DOORS B737- 300/400/500
EMERGENCY EXIT
52- 20
52−20 EMERGENCY EXIT

EMERGENCY EXIT HATCH
Purpose
The purpose of the emergency exit hatch is to provide a means of exiting the
passenger compartment in the event of an emergency.
Location
These identical hatches are located on each side of the fuselage at the over-
wing area.

DOORS B737- 300/400/500
EMERGENCY EXIT
52- 20
HATCH
(2 LOCATIONS)
SEE A
RELEASE HANDLE
LIFT HANDLE
HATCH
(4 LOCATIONS)
SEE A
HATCH
1 ALL EXCEPT 737−400 A

2 737−400
Figure 37 Emergency Hatch Operation

DOORS B737- 300/400/500
EMERGENCY EXIT
52- 20
EMERGENCY HATCH DETAILS

The hatches are 20 inches wide by 38 inches high and are classified as Type
III emergency exits. The hatches are plug−type and can be opened from inside
or outside the airplane.
Each hatch is supported by a lower pivot fitting which engages a lower pivot
hook on the sill of the opening. Two heel pads attached the hatch rest on the
sill. The handle is an integral casting formed with a pull− lever on the inside and
a push−type panel on the outside. The lower end of the handle is attached to a
torque tube; on each end of the torque tube is a latch roller which engages the
latch fittings attached to the forward and aft frames of the hatch opening. Ad-
justable stop pins attached to the forward and aft edges of the hatch contact
stop fittings attached to the forward and aft frames of the hatch opening. The
stops transmit the pressurization loads on the hatch to the fuselage structure.

DOORS B737- 300/400/500
EMERGENCY EXIT
52- 20
HANDLE COVER
LATCH ASSEMBLY
SEE B
STOP FITTING
(6 LOCATIONS)
SEE C
HANDHOLD
SEE E HEEL PAD

SEE D PIVOT FITTING (2 LOCATIONS)
Figure 38 Emergency Hatch

DOORS B737- 300/400/500
EMERGENCY EXIT
52- 20


DOORS B737- 300/400/500
EMERGENCY EXIT
52- 20
BELLCRANK HATCH
ASSEMBLY FRAME
PRESSURE
SEAL
HATCH
STOP FITTING
LATCH PLATE
STOP PIN
FUSELAGE
FRAME
LATCH
TORQUE TUBE FITTING STOP FITTING
TORSION RELEASE HANDLE (6 LOCATIONS)
SPRING 1
C
HATCH FRAME
LATCH ASSEMBLY
B
HATCH FRAME
1 HANDLE COVER IS NOT SHOWN

PIVOT
FITTING
SERRATED
PLATE
PIVOT
HOOK
PRESSURE
SEAL HEEL PAD SILL
HEEL PAD
(2 LOCATIONS) PIVOT FITTING
E D
Figure 39 Emergency Hatch Component Locations

Page: 81
DOORS B737- 300/400/500
EMERGENCY EXIT
52- 20
EMERGENCY EXIT HATCH OPERATION

Inside Removal
The hatch is opened from the inside by pulling down and in on the handhold
pocket which is attached to the operating handle. The action of the handle ro-
tates the torque tube and turns the latch rollers. The latch rollers disengage
from the latch fittings and the top edge of the hatch moves inward.
Continuing to hold the upper handle, the lower handhold is grasped with the
other hand and the hatch is pulled inward at the top edge. The hatch is then
lifted upwards and inwards away from the opening, disengaging the lower pivot
fitting from the lower pivot hook.
Outside Removal
The hatch is opened from the outside by pushing in on the panel at the top of
the hatch and then pushing the hatch into the airplane.

DOORS B737- 300/400/500
EMERGENCY EXIT
52- 20
1 2
HATCH REMOVAL (EXTERNAL)
STEP 1 STEP 2
STEP 3 STEP 4
HATCH REMOVAL (INTERNAL)

1 RELEASE HANDLE COVER ATTACHED WITH SCREWS
2 RELEASE HANDLE COVER ATTACHED WITH BRACKETS
Figure 40 Emergency Hatch Operation

DOORS B737- 300/400/500
CARGO
52- 30
52−30 CARGO
CARGO COMPARTMENT DOORS
Purpose
The purpose of the cargo compartment doors is to provide access to the for- − The springs connect to a cable assembly wound on a cable drum
ward and aft cargo compartments. The forward cargo compartment door also mounted on the forward inner structure of the door. From the cable
permits access to the flight crew oxygen cylinder. drum, the cable runs over two pulleys mounted on the inner structure of
the door and connects to an overhead floor beam.
Location
− The cable grooves in the cable drum have a decreasing radius in order
The cargo compartment doors are located on the right side of the airplane; the to provide a constant tension in the cable system as the door is opened
forward cargo compartment door is forward of the wing and the aft cargo and closed.
compartment is aft of the wing.
− The balance mechanism is arranged so that the springs are stretched
Physical Description/Features when the door is closed. When the door is opened, the springs contract
to raise the door to or near the open latched position.
Both cargo compartment doors are plug−type, inward opening, manually oper-
ated, and hinged at the upper edge. Both doors are the same in design and S On airplanes with a counterbalance assembly,
operation; however, they are not interchangeable. The forward door is 48 in- − door balance is maintained by a spring−driven idler crank that drives a
ches wide by 35 inches high and the aft door is 48 inches wide by 33 inches cam fixed to a cable drum.
high. − The springs, idler crank, cam and drum are all located in the counterbal-
Each door is hinged from the fuselage structure by two hinge arms on the up- ance assembly mounted on the inner structure of the door.
per edge. Pressurization loads are transmitted to the fuselage by twelve stop − From the drum the cable runs over a pulley mounted on the inner struc-
fittings. Each door is equipped with a balance mechanism to counterbalance ture of the door and connects to an overhead floor beam.
the weight of the door. A snubber is installed between the hinge arms to re-
− The counterbalance mechanism is arranged so that the springs are com-
strain the free—fall of the door if the balance mechanism cable fails.
pressed when the door is closed.
Latch Mechanism − When the door is opened the springs extend to drive the idler crank, cam
The door latching mechanism consists of two latching rollers, one at each end and drum to raise the door.
of a horizontal torque tube. The latching rollers engage latch fittings attached to
the fuselage. The torque tube is connected to the operating handle assembly.
The operating handle assembly has a handle on the inside of the door and a
handle on the outside. The inside handle is stationary but the outside handle is
spring−loaded so that it retracts flush with the door when released after use.
Balance Mechanism
S Balance Mechanism on airplanes with an uplatch,
− door balance is maintained by springs attached to the upper aft inner
edge of the door between the inner web and outer skin.

DOORS B737- 300/400/500
CARGO
52- 30
FLOOR BEAM
SNUBBER
CABLE TAB BEARING PLATE

CLIP (4 PLACES)
(2 PLACES)
DOOR FRAME
HINGE ARMS
(2 PLACES
LANYARD
ASSEMBLY
LOCKING
CABLE WIRE
ASSEMBLY
SPRINGS
INNER SKIN FWD

REMOVED DOOR STOP
FOR CLARITY A
SPLICE PLATE
LATCH
DOOR STOP
SEE A ROLLER ARM
CARGO COMPARTMENT DOOR (2 PLACES)
INSIDE LATCH HANDLE DOOR
FRAME
CARGO COMPARTMENT
(DOOR IN CLOSED POSITION)

CARGO DOOR
LATCH MECHANISM DOOR
SEE B FRAME ROLLER STOP
LAMINATED ROLLER STOP
SERRATED PLATE
SHIM
SERRATED TORQUE TUBE LAMINATED SHIM
PLATE BEARING HOUSING
(2 PLACES) TORQUE
TUBE
CARGO DOOR LATCH MECHANISM
B
Figure 41 Cargo Comp. Doors Component Location (Airplane with Uplatch)

DOORS B737- 300/400/500
CARGO
52- 30


DOORS B737- 300/400/500
CARGO
52- 30
FLOOR BEAM
SNUBBER
CABLE BEARING PLATE

CLIP (4 PLACES)
(2 PLACES)
DOOR FRAME
HINGE ARMS
COUNTER BALANCE (2 PLACES
SEE A ASSEMBLY
LANYARD
ASSEMBLY
INNER SKIN
REMOVED FWD
FOR CLARITY
DOOR STOP
(12 PLACES)
CARGO COMPARTMENT DOOR SEE C

INSIDE LATCH HANDLE
CARGO COMPARTMENT
(DOOR IN CLOSED POSITION)
CARGO DOOR
LATCH MECHANISM
SEE D
Figure 42 Cargo Comp. Door Components Loc. (Airplane with Counterbalance)

DOORS B737- 300/400/500
CARGO
52- 30


DOORS B737- 300/400/500
CARGO
52- 30
BALANCE CABLE RETAINING COUNTERBALANCE

MECHANISM PLATE AND SCREW ATTACH BOLTS
CABLE
DRUM
ADJUSTMENT
FITTING
COUNTERBALANCE
ATTACH BOLTS
ROLLER ROLLER
(DOOR OPEN) (DOOR CLOSED) COUNTERBALANCE
SHAFT
COUNTERBALANCE ASSEMBLY
LOCKING
ROLLER ARM WIRE
DOOR
(2 PLACES)
FRAME
DOOR STOP
DOOR C
FRAME ROLLER STOP
LAMINATED ROLLER STOP
SERRATED PLATE
SHIM
SERRATED TORQUE TUBE LAMINATED SHIM
PLATE BEARING HOUSING
(2 PLACES) TORQUE
TUBE
CARGO DOOR LATCH MECHANISM
D
Figure 43 Cargo Comp. Door Components Loc. (Airplane with Counterbalance)

DOORS B737- 300/400/500
CARGO
52- 30
CARGO DOOR OPERATION

Operation
The door is opened from outside the airplane by pulling the door handle out of − Counterclockwise rotation of the operating handle aligns the latch rollers
the recess and rotating the handle counterclockwise. Rotation of the handle with the latch fittings and allows the door to be pulled down and latched
actuates a torque tube to withdraw the latch rollers from the latch fittings. by a clockwise rotation of the handle. This final movement engages both
As the door swings inboard, under tension of the door balance mechanism, the latch rollers in the fittings and actuates the door warning proximity switch
door warning proximity switch is actuated to energize the appropriate door to de−energize the appropriate warning light in the control cabin. When
warning light in the control cabin. the door is thus closed and latched, the handle may be released.
As soon as the door has moved clear of the latch fittings, the handle may be S On airplanes with counterbalance assembly,
released. springs within the handle will cause the handle to return to the nor- − the door is closed by pulling on the lanyard to move the door down until
mally locked and recessed position. the operating handle is within reach.
With little manual effort, the door may be swung open to the open latch posi- − The handle is then lifted from its recess and the lanyard is released.
tion. Counterclockwise rotation of the operating handle aligns the latch rollers
S On airplanes with an uplatch, with the latch fittings and allows the door to be pulled down and latched
movement engages both latch rollers in the fittings and actuates the door
− the door is latched open when the spring−loaded mechanical latch on the
warning proximity switch to de−energize the appropriate warning light in
lower edge of the door engages with a fitting under the fuselage floor
the control cabin.
structure.
− When the door is thus closed and latched, the handle may be released.
S On airplanes with counterbalance assembly,
− the idler crank engages a detent on the cam inside the counterbalance
assembly to latch the door open.
The door may be opened from inside the airplane, using the nonretracting inner
handle. In this case, the procedure is similar except that rotation of the handle
appears clockwise to the operator.
Access to the inside handle is obtained by pulling aside the cargo net which
extends from the ceiling to the lower edge of the door.
S On airplanes with an uplatch,

− the door is closed by pulling on the lanyard to release the latch. The lan-
yard is adjacent to the cargo retaining net just inside and forward of the
door opening and is accessible to personnel standing on the ground.
− The lanyard design requires that the handle must be pulled outside the
door opening before the latch will disengage.
− After the latch is disengaged, a continued pull on the lanyard brings the
door down until the operating handle is within reach. The handle is then
lifted out of the recess. The lanyard is then released to return to normal
position within the cargo compartment.

DOORS B737- 300/400/500
CARGO
52- 30
REACHING FOR LANYARD PULLING DOOR DOWN LOCKING THE DOOR

UNTIL HANDLE CAN BE REACHED
Figure 44 Cargo Compartment Door Operation

DOORS B737- 300/400/500
FIXED INTERIOR
52- 50
CONTROL CABIN DOOR

General
The flight compartment door provides selective entry to the flight compartment.
Access is provided by the use of a Keypad Access System which consists of a
numeric keypad outside the flight compartment area and a chime module and
electric strike that is not accessible from outside the flight compartment.
The chime module provides an audible alert to the flight crew that the correct
code has been entered into the keypad. There is also an indicator light in the
flight compartment and an LED on the keypad that indicates that the correct
code has been entered.
The flight crew has a 3−position switch by which they can open the door lock,
close the door lock, or permanently lock the door for a specified amount of time
to prevent access by anyone regardless if the correct code is entered into the
keypad.
In addition in the upper right corner of the door a Deadbolt may be used to lock
the Control Cabin Door mechanically by rotating a handle (from inside the
cockpit) or using the Door Key (from outside the cockpit).
The door has blowout panels that will open in the event of a rapid decompres-
sion of the control cabin.
All access to system door control/wiring is protected such that they cannot be
reached from outside the flight deck area, even after forced removal of the nu-
meric keypad.
The door latch solenoid controls the electric strike.

DOORS B737- 300/400/500
FIXED INTERIOR
52- 50
COCKPIT CONTROL FLIGHT COMPARTMENT DOOR FLIGHT COMPARTMENT

P8 PANEL INDICATION LIGHTS DOOR SWITCH
PANEL SWITCH/LIGHT
MODULE (P8−47)
SEE A
FLIGHT COMPARTMENT STAB TRIM FLT DK DOOR
AUTO
UNLKD DENY
OVRD LOCK
FAIL
AUTO
NORM UNLK
COCKPIT CONTROL PANEL SWITCH/LIGHT MODULE

A
Figure 45 Component Location (1)

DOORS B737- 300/400/500
FIXED INTERIOR
52- 50
FLIGHT COMPARTMENT DOOR

General
The flight compartment door consists of two decompression blowout panels, a
lock assembly, and a deadbolt.
The door opens about a piano hinge mounted on the flight compartment parti-
tion. The hinge is attached to the partition with screws.
An Observ−O−Scope in the door allows flight crew members to see into the
passenger compartment.
The door has blowout panels installed that will open forwardin the event of a
decompression in the control cabin.

DOORS B737- 300/400/500
FIXED INTERIOR
52- 50
DEADBOLT
CHIME MODULE UPPER PRESSURE
RELEASE LATCH
UPPER DECOMPRESSION
PANEL
FLIGHT
COMPARTMENT
DOOR LATCH
LOWER DECOMPRESSION
PANEL
LOWER PRESSURE
RELEASE LATCH
FWD
FLIGHT COMPARTMENT DOOR (inside view)

DOORS B737- 300/400/500
FIXED INTERIOR
52- 50
ELECTRIC STRIKE AND KEYPAD

Electric Strike
The electric strike consists of a solenoid, a spring mounted strike, and a pin
which prevents the strike from rotating.
The solenoid acts to lock the flight compartment door. When 28VDC is applied
to the solenoid it closes, extending a pin to prevent the strike from rotating.
This prevents the door from being opened from the aft (passenger) side.
When the solenoid is de−energized, the pin retracts and allows the strike to
rotate when sufficient force is applied to the door to overcome the spring pres-
sure.
Keypad
The keypad is mounted on the passenger side of the right hand door post.
The keypad contains numbers one through five, an ENTER button, and 3
LED’s.
The numbers are used by the crew to enter a preprogrammed code to allow
entry to the flight compartment.
The LED’s are amber, red, and green, and indicate whether a correct code has
been entered, and whether the door strike is in the locked or unlocked position,
respectively.

DOORS B737- 300/400/500
FIXED INTERIOR
52- 50
DOORJAMB
KEYPAD
ELECTRIC STRIKE
SEE B
ELECTRIC
STRIKE
ASSEMBLY
FWD
FWD
ELECTRIC STRIKE
B

DOORS B737- 300/400/500
FIXED INTERIOR
52- 50
CHIME MODULE
General
The chime module is mounted on the right hand door post inside the flight
compartment.
The chime module controls the functions of the access system.
A removable cover on the chime module allows access to two switches that
must be pressed to program the various time delays and items of the access
system.
The programmable items are the Access Time Delay, the Deny Time Delay,
Time of Continuous Chime, the Doorbell enable, and Access Code.
Maintenance Tip
A guarded power cut off switch is installed on the chime module to allow nor-
mal maintenance and preflight access to the flight compartment when the air-
plane has electrical power.
When the switch is in the Up (guard extended) position, power is removed from
the chime module and strike solenoid, which unlocks the door.

DOORS B737- 300/400/500
FIXED INTERIOR
52- 50
CHIME MODULE
SEE A
1. CHIME MODULE

2. SCREW
(2 LOCATIONS)
FWD
FWD
FLIGHT COMPARTMENT
CHIME MODULE
A
Figure 48 Chime Module Installation

DOORS B737- 300/400/500
FIXED INTERIOR
52- 50
FLIGHT COMPARTMENT DOOR LOCK SYSTEM

Three Position Rotary Switch Before the Access Time Delay expires, the flight crew has the option of manu-
The three position rotary switch is located in the cockpit control panel switch/ ally unlocking the door overriding the automatic unlock by placing the three
light module, P8−47 in the P8 panel. position rotary switch in the UNLKD position.
The switch has three positions: UNLKD, AUTO, and DENY. The flight crew can also choose to deny access and any further keypad entry
request by selecting DENY on the three position switch.
The UNLKD position is a push−to−rotate, momentary switch position that un-
locks the door. Selecting DENY will prevent unlocking of the door and further keypad entry for
the duration of the Deny Time Delay.
The door will only be unlocked while the switch is held in the UNLKD position.
When the Deny Time Delay has expired, the system will reset and return to the
The UNLKD position resets the DENY function.
normal automatic mode.
The AUTO position locks the door and enables the door to be unlocked after a
The access system can be set to Doorbell Mode.
correct code is entered in the keypad after a programed time delay.
In the doorbell mode, ”1” and ”ENT” is entered in the keypad.
The DENY position is a momentary switch position that rejects a correct door
entry request and prevents further keypad entry for a programmed time period The chime module will sound but the door will not unlock and there will not be
(Deny Time Delay). any other flight deck effects.
Flight Compartment Door Indicator Lights Maintenance Practices

The flight compartment indicator lights are located in the cockpit control panel To change the Control Cabin Door Lock Circuit settings two Tasks are availa-
switch/light module, P8−47 in the P8 panel. ble:
The lights consist of AUTO UNLK and LOCK FAIL S Program the Access Code
The AUTO UNLK light indicats that a correct keypad code has been entered S Program Time Delays and DOOR BELL Enable
and that the door will unlock automatically after a programmed period of time In the program mode, if the time gap between two of the inputs, including the
unless the crew takes action. ENT key, is more than 30 seconds the system will:
The LOCK FAIL light indicates that the three position switch is in the AUTO S Ignore keypad inputs made before the program button was pushed.
position and the solenoid is not in the locked position. S Retain the access, time delay and doorbell enable codes before the pro-
gram button was pushed.
Operation / Functional Description
S Exit the program mode.
When personel wish to enter the flight compartment they must first enter the
correct code in the keypad. If the system is in the program mode for more than 3 minutes, it will exit the
program mode.
If the correct code is entered, the system will immediately indicate correct code
entry with an amber LED on the numeric keypad. The door is unlocked while the system is in the program mode.
The chime module will sound and the AUTO UNLK light in the flight compart-
ment will come on to notify the flight crew of a requested entry. To program the Access Code see:
If the flight crew takes no action, the door entry system will unlock the door af- TASK 52−51−00−902−001−B00
ter the Access Time Delay expires.
To program the Time Delays and DOOR BELL Enable see:
TASK 52−51−00−902−003−B00

DOORS B737- 300/400/500
FIXED INTERIOR
52- 50
28V DC
BUS L
F/D
DOOR LOCK UNLOCKED
P6
LOCKED
M2538
ELECTRIC STRIKE
UNLOCK
AUTO
DENY
1 2
3 4
ACCESS MD&T 5 ENT

REQUEST
M2536 KEYPAD
LOCK
M2537 CHIME
FAILED MODULE
DOOR POST ASSEMBLY
P8−47 STAB TRIM AND CAB LOCK
MODULE
P8
Figure 49 Flight Compartment Door Lock Schematic
DOORS B737- 300/400/500
DOOR WARNING
52- 70
52−70 DOOR WARNING

DOOR UNLOCK INDICATORS
Operation/Control Sequence
The individual warning lights for the doors are located on the overhead panel,
P5. The electronic equipment compartment access door and the lower nose
compartment door activate the same light, EQUIP, through individual micro-
switches. The circuit is such that both doors must be latched in order to extin-
guish the warning light. The other warning lights are activated by sensors oper-
ated by each individual door.
Normal Sequence
When a door is unlatched, the sensor or microswitch completes a circuit and
illuminates the appropriate warning light on the P5 panel. Closing and latching
the door will extinguish the warning light. When all of the doors are closed and
latched, the DOORS annunciator light will extinguish.

DOORS B737- 300/400/500
DOOR WARNING
52- 70
AFT SERVICE
DOOR SENSOR
P5−20 DOOR WARNING
MODULE
AFT ENTRY SEE B

DOOR SENSOR
SEE C
AFT CARGO A FORWARD OVERHEAD PANEL
COMPARTMENT FORWARD CARGO
DOOR SENSOR COMPARTMENT
DOOR SENSOR
FORWARD SERVICE
DOOR SENSOR
FORWARD OVERHEAD
PANEL
SEE A
FORWARD ENTRY
DOOR SENSOR FWD FWD FWD
FORWARD ACCESS ENTRY CARGO SERVICE
DOOR SWITCH
ELECTRONIC ACCESS AFT AFT AFT
ENTRY EQUIP CARGO SERVICE
DOOR SWITCH
B P5−20 DOOR WARNING MODULE
MAIN EQUIPMENT
CENTER MASTER FIRE

CAUTION WARN
SEE D PUSH TO RESET BELL CUTOUT
ANTI−ICE ENG
HYD OVERHEAD
FWD DOORS AIR COND
C SYSTEM ANNUNCIATOR LIGHTS

D MISCELLANEOUS SWITCHING MODULE
(219881)
Figure 50 Door Unlock Indication

Page: 103
DOORS B737- 300/400/500
DOOR WARNING
52- 70


DOORS B737- 300/400/500
DOOR WARNING
52- 70
FWD ENTRY
28V DC DOOR SENSOR
BUS NO. 2 (TYP)
DC DOOR
WARNING (TYP)
A1 (6 PLACES)
FWD DC 1
ENTRY
AFT
A2 ENTRY
DOOR
AFT SENSOR
ENTRY
FORWARD
A3 SERVICE
DOOR
FWD SENSOR
SERVICE
AFT
A4 SERVICE
DOOR
AFT SENSOR
SERVICE
FWD CARGO
A6 COMPT
K1 DOOR
FWD SENSOR
CARGO
DC
AFT CARGO
A7 2 COMPT
K2 DOOR
AFT SENSOR
CARGO
M278 MISCELLANEOUS SWITCHING MODULE
EQUIP
MASTER
CAUTION (MC) NC
DC NC DC
POWER
NO C C NO
MC SIGNAL S196 FWD ACCESS S197 ELEX ACCESS
DOOR SW DOOR SW
MC RECALL
____
NOTE: ALL DOORS SHOWN CLOSED.
P5−20 DOOR WARNING MODULE 1 SEPARATE GROUNDS
2 A10 ON SOME AIRPLANES
Figure 51 Door Warning System Schematic

Page: 105
WINDOWS B737- 300/400/500
GENERAL
56- 00
ATA 56 WINDOWS
56- 00 GENERAL
INTRODUCTION
Purpose
The purpose of the airplane windows is to provide:
− Visual means to fly the airplane and for collision avoidance,
− emergency exit from the flight compartment,
− and an opening in the opaque fuselage through which the environment
may be viewed.
General Component Locations

The windows on the airplane are grouped as follows:
− Flight Compartment windows
− Passenger Compartment windows
− Inspection windows

WINDOWS B737- 300/400/500
GENERAL
56- 00
INSPECTION
WINDOW
PASSENGER
FLIGHT COMPARTMENT
COMPARTMENT
WINDOWS
WINDOWS
INSPECTION
WINDOW
Figure 52 WINDOWS INTRODUCTION

WINDOWS B737- 300/400/500
FLIGHT COMPARTMENT
56- 10
56−10 FLIGHT COMPARTMENT

FLIGHT COMPARTMENT WINDOWS
Location
There are ten windows symmetrically located around the flight compartment. prevent edge chipping of the glass under conditions of differential expansion
Windows No. 1, 3, 4 and 5 are fixed in place. Window No. 2 is a sliding win- and contraction.
dow, mounted on tracks, to permit ventilation and communication on the The window seals which are used on the flight compartment windows consist of
ground. fixed window pressure seals, which are used on windows No. 1, 3, 4, and 5,
and the sliding window pressure seals installed on windows No. 2. The primary
purpose of the two types of pressure seals is to prevent cabin pressurization
The construction of control cabin windows No. 1 and No. 2 consists of a glass leakage around the windows when the airplane is pressurized.
pane laminated to each side of a polyvinyl butyral (vinyl) interlayer or core. The
The sealants that are used on the windows prevent moisture penetration, water
inner glass pane is the thicker of the two and is the primary load carrying mem-
entrapment, and provide aerodynamic flushness of the outer windowpane with
ber. The vinyl interlayer acts as the “fail−safe” load carrying member and pre-
the window frame.
vents the window from shattering if the inner pane should break. The outer
pane has no structural significance, but provides rigidity and a hard, scratch
resistant surface. A thin strip of parting medium is laminated around the win-
dow edges between the vinyl interlayer and each glass pane. This is to prevent
edge chipping of the glass under conditions of differential expansion and con-
traction. A conductive coating of indium oxide applied on the inner face of the
outer glass pane permits electrical heating for anti−icing and defogging.
The construction of No. 3 window consists of two stretched acrylic panes sepa-
rated by a phenolic spacer. The spacer is attached to the perimeter of the
panes by pressure sensitive tape which also acts as an air seal. The spacer
provides an insulation cavity which prevents fogging on the inner surface of the
windows. There is a small hole in the upper forward corner of the inner pane.
This hole must be open at all times to allow pressure in the air space to equal-
ize with pressure in the cabin.
Windows No. 4 and No. 5 are similar in construction in that both consist of a
glass pane laminated to each side of a polyvinyl butyral core. A conductive film,
applied on the outer face of the inner glass permits electrical heating for anti−
icing and defogging. No. 4 window, however, has an additional vinyl layer lami-
nated to the inboard surface of the inner pane. A cast acrylic sheet 15 lami-
nated to the additional vinyl layer. These additional layers prevent glass from
scattering throughout the cabin in the event of bird impact. The additional lay-
ers are of no structural importance. A thin parting medium is laminated around
the window edges between the vinyl interlayers and each glass pane. This is to

WINDOWS B737- 300/400/500
FLIGHT COMPARTMENT
56- 10
MATERIAL
CAST ACRYLIC
VINYL
GLASS CONDUCTIVE
VINYL COATING
GLASS
GLASS CONDUCTIVE
VINYL COATING
GLASS
GLASS
VINYL CONDUCTIVE
COATING
GLASS
GLASS
VINYL
CONDUCTIVE
GLASS COATING
GLASS
VINYL
CONDUCTIVE
GLASS COATING
Figure 53 Flight Compartment Windows Construction (Config.1)

WINDOWS B737- 300/400/500
FLIGHT COMPARTMENT
56- 10
WINDOW NO. 1
The No. 1 window is pressure sealed on installation by means of a gasket−like,
molded−in−place rubber seal. The beaded silicon rubber seal surface mates
with the window frame to ensure an effective pressure and moisture−tight seal.
The pressure seal is an integral part of the window assembly and, in combina-
tion with a formed stainless steel Z−channel strip, is bonded to the periphery of
the windshield glass.
Removal and installation should not be attempted without consulting the cur-
rent Maintenance Manual. Replacement windows are supplied with the neces-
sary parts for installation and with both sides of the pane covered with a protec-
tive coating.
To remove a No. 1 window, not only must the window fasteners be removed
but also any trim panels, crash padding, windshield wipers, the light shield (P7
panel), sunshade support rod, drain tube clamps, and drain pan must also be
removed. Pressure is applied to the window from the outside, pushed into the
cabin, and removed.
Some general precautions to observe include:
− Use only non−magnetic bolts along the top, bottom and forward edges of
the window because of the proximity to the standby compass.
− Use a staggered sequence, diagonally back and forth across the win-
dow, to tighten each nut to the correct torque value. Damage to the win-
dow may result if the correct torque is exceeded. Consult the Mainte-
nance Manual for the proper torque values and a recommended
staggered sequence.
NOTE: PRIOR TO PERFORMING ANY MAINTENANCE OR CLOSE IN-
SPECTION ON THE CONTROL CABIN WINDOWS, BE CERTAIN

THAT ELECTRICAL POWER HAS BEEN REMOVED.
CAUTION: BE CAREFUL WHEN WORKING ON THE WINDOW SINCE
THE OUTPUT VOLTAGE OF THE AUTO−TRANSFORMER
RANGES FROM 250 TO 350 VOLTS.

WINDOWS B737- 300/400/500
FLIGHT COMPARTMENT
56- 10
Figure 54 WINDOW NO. 1

WINDOWS B737- 300/400/500
FLIGHT COMPARTMENT
56- 10
WINDOW NO. 3 (CONFIG 1)

Window No. 3 consists of two stretched acrylic panes separated by a phenolic
spacer. The rubber cushion strip is bonded to the metal backing plate. On
installation, the strip is allowed to compress the window assembly so as to
make a weather seal from the pressure seal.

WINDOWS B737- 300/400/500
FLIGHT COMPARTMENT
56- 10
Figure 55 Window No. 3 Installation (Config 1)

WINDOWS B737- 300/400/500
FLIGHT COMPARTMENT
56- 10
WINDOWS NO. 4 & 5

Windows No. 4 & 5 are similar in construction; No. 4 has the additional inner
layers for bird strike protection. No. 5 has the thermal switch bracket which
must be aligned with the thermal switch location etched on the glass.
When installing the windows, consult the Maintenance Manual for the recom-
mended staggered sequence for tightening the self−locking nuts.

WINDOWS B737- 300/400/500
FLIGHT COMPARTMENT
56- 10
Figure 56 Window No. 4 & 5 Installation

WINDOWS B737- 300/400/500
FLIGHT COMPARTMENT
56- 10
WINDOWS NO. 2
The No. 2 windows are mounted on tracks so that they may be rolled back to
permit ventilation and communication during ground handling operations. The
laminated window pane, inner and outer glass separated by a vinyl core, has
the conductive film between the outer pane and the core where it is most effec-
tive for anti−icing. Mounted on the window frame, at top and bottom, are glides
which are guided along tracks attached to the airframe above and below the
window. A clothing guard covers the link mechanism along the lower edge of
the window.
The window can be removed by positioning the lower glides with the track lip
cutout.
Operation
To open the window, the trigger is squeezed and the handle rotated back and
inboard. This rotates a bellcrank, which is linked to other bellcranks at rear top
and bottom of window, drawing the window inboard. The window may be
moved to the rear until the lower aft glide travels past the window open latch
plate which is spring−loaded to lock the window in the open position.
To close the window, slide forward until the handle can be rotated forward and
outboard. As the handle is rotated, the window is moved outboard tightly
against the window frame.
The first officer’s window can be opened from the outside on the passenger
airplane. On a cargo airplane, both the captain’s and the first officer’s windows
can be opened from the outside.
NOTE: PRIOR TO PERFORMING ANY MAINTENANCE OR CLOSE IN-
SPECTION ON THE CONTROL CABIN WINDOWS, BE CERTAIN
THAT ELECTRICAL POWER HAS BEEN REMOVED.

CAUTION: BE CAREFUL WHEN WORKING ON THE WINDOW SINCE
THE OUTPUT VOLTAGE OF THE AUTO−TRANSFORMER
RANGES FROM 250 TO 350 VOLTS.

WINDOWS B737- 300/400/500
FLIGHT COMPARTMENT
56- 10
HANDLE
AFT GLIDE TRIGGER

IDLER CAM
UPPER CAM
SEE A A LOCK PLATE

UPPER TRACK
SPRING UPPER CAMSHAFT
LOWER CAM
GUARD FWD ROLLER
BELLCRANK
WINDOW OPEN LOCK LOWER

CAMSHAFT
BELLCRANK
TURNBUCKLE
OPEN LOCK
SPRING RELEASE ROD
LINK ECCENTRIC
BUSHING AFT ROLLER
EXTERNAL
ACCESS
DOOR BELLCRANK
B FWD
SEE
LOWER TRACK
TURNBUCKLE
INBD
INBD
EXTERNAL
HANDLE RELEASE
FWD
EXTERNAL RELEASE HANDLE (RH ONLY)
B
Figure 57 Right Window No. 2

Page: 117
WINDOWS B737- 300/400/500
PASSENGER COMPARTMENT
56- 20
56- 20 PASSENGER COMPARTMENT

FUNCTIONAL DESCRIPTION
Location
Passenger compartment windows are located between the fuselage frames in
those areas where passenger seating is provided.
The passenger compartment windows consist of outer, middle and inner panes.
The inner pane is nonstructural and is mounted in the sidewall lining. The outer
and middle panes are each capable of taking the full cabin pressurization load.
Fail−safe structure is ensured by the middle pane which is designed for 1.5
times the normal operating pressure at 70 degrees Fahrenheit.
The passenger compartment windows are plug−type windows. Installation and
sealing of the windows is through the use of a molded ethylene propylene seal.
The outer pane of stretched acrylic plastic is rectangular in shape with rounded
corners and a beveled outer edge. The pane is curved to fair with the fuselage
contour. The middle pane of modified acrylic plastic sheet is similarly shaped
but with an unbeveled edge. A small breather hole is located near the bottom of
the middle pane. Ten window retaining clips secure the window in the window
frame.
Maintenance Practices
When installing the window, the entire window assembly is placed in the win-
dow frame. After the retaining clips are installed loosely, the protective cover is
grasped at least two inches from the edge and pulled towards the center. The
seal adheres to the outer surface of the outer pane. The clip adjusting screws
are then tightened using a criss−cross torque sequence. The seal protective
cover is removed by cutting the cover on the notch center line following the
instructions in the Maintenance Manual carefully. The cover is then torn off at
the notch line.

WINDOWS B737- 300/400/500
56- 20
PASSENGER
WINDOW FRAME
OUTER
WINDOWPANE
CLIP (EXAMPLE)
SEAL ALIGNMENT
TAB (6 LOCATIONS)
6 3
MIDDLE 8 9
WINDOWPANE
START 1 2
HERE
WINDOW RETAINING CLIP 4 7

(10 LOCATIONS)
COMBINED SEE B
SEAL/SPACER CLIP ADJUSTING SCREW
(10 LOCATIONS) 10 5
SEE A
BREATHER
HOLE SEQUENCE DIAGRAM TO
SEAL TO THE 1 TIGHTEN THE SCREWS
WINDOW FRAME
A 2
PROTECTION
COVER
OUTER
COMBINED WINDOWPANE
SEAL/SPACER
NOTCH
CENTER
LINE
MIDDLE
WINDOWPANE
AFTER YOU REMOVE THE DIAPHRAGM, THE
1 EDGE OF THE SEAL CAN BE INSTALLED CLIP ADJUSTING
0.10 INCH FROM THE EDGE OF THE SCREW
PASSENGER WINDOW RETAINING CLIP
WINDOW FRAME. WINDOW FRAME (WITH A NYLON LAYER)
USE THIS DIAGRAM AS AN EXAMPLE ONLY. WINDOW RETAINING CLIP
2 WITH RETURN FLANGE
ANY SIMILAR PATTERN TO TIGHTEN THE
SCREWS IS SATISFACTORY. B
Figure 58 Passenger Cabin Window

Page: 119
WINDOWS B737- 300/400/500
56- 20
SEAL LEAK DETECTION

Seal leakage is indicated if there is a pattern of smoke impingement on the
outer window outboard of the breather hole in the middle window.
If leakage is indicated at the outer window it is advisable to change the middle
panel and the seal/spacer. If the seal leaks excessively, the middle window car-
ries the pressurization load; this can cause structural deterioration.

WINDOWS B737- 300/400/500
56- 20
IMPINGING
SMOKE PATTERN
AIR SPACE BREATHER HOLE
OUTER WINDOW
MIDDEL WINDOW
Figure 59 Seal Leak Detection

WINDOWS B737- 300/400/500
56- 20
EDGE DAMAGE
No surface chips are allowed in the middle pane. Small, shell shaped, edge
chips no greater than 0.06 inch in the maximum dimension are permissible.
V−shaped edge chips shall be cause for removal of the middle pane.
Creep deformation is middle pane damage created by window clip against the
edge of pane. Deformation is permissible within the following limits: Without
noticeable surface discontinuity, surface or edge is slightly displaced, but a fin-
gernail cannot detect a discontinuity. Noticeable discontinuity, but no evidence
of a vee notch crack, window should be reworked. Surface discontinuity and a
vee notch crack less than 0.05 inch inward from edge of pane, window should
also be reworked. If crack is greater than 0.05 inch from edge replace the win-
dow.
Crazing is defined as a series of small fissures perpendicular to the surface,
but not extending all the way through the pane. There are no surface breaks
visible with crazing and it is difficult to see unless the pane can be viewed from
an angle so that light is reflected off the fissure surface. Crazing is usually the
result of incorrect window installation, producing higher than acceptable stress
levels, or the application of unapproved fluids.

WINDOWS B737- 300/400/500
56- 20
INBOARD SURFACE OF
THE CENTER PANE
CENTER PANE EDGE

SURFACE
DAMAGE
VEE NOTCH CRACK

CHIP LIMITS INBOARD SURFACE OF
THE CENTER PANEL
0.05 INCH
MAXIMUM
CRACK DEPTH LIMITS

1−INCH RADIUS
BLEND OUT MINIMUM
0.06 INCH MAXIMUM

MEASURED FROM THE OUTER EDGE
CREEP DEFORMATION LIMITS

Figure 60 Edge Damage
WINDOWS B737- 300/400/500
56- 20
WINDOW CONCAVITY
Concavity of outer pane is the loss of forming contour causing the pane to
move inward. In the event of extreme localized distortion and thickness vari-
ances, check for uneven surface contour and reduced optical quality. Replace
window with concavity of this type.
Gentle uniform concavity is not a reason in itself for window replacement. To
check for concavity place a straightedge across narrow width of pane. If a gap
exists between the straightedge and the center pane, the window is concave.
Windows prone to fogging are prone to uniform concavity. Check the seals for
leakage into window cavity between outer and middle pane, and check window
edges thoroughly for delamination. Replace the window if seals are known to
be leaking.

WINDOWS B737- 300/400/500
56- 20
Figure 61 Window Concavity

WINDOWS B737- 300/400/500
INSPECTION AND OBSERVATION

56- 40
56−40 INSPECTION AND OBSERVATION

INSPECTION WINDOW
Purpose
The main gear down lock viewer provides a means for inflight visual inspection
of the main gear down lock indicators.
The nose gear down lock viewer permits inflight visual inspection of the nose
gear drag link locking components.
Location
The main gear down lock viewer window is located in the floor near the aisle of
the main cabin over the wheel well area. The nose gear viewer window and
cover are located in the flight compartment floor above the nose gear wheel
well.
S Main gear down lock viewer
− A plywood cover is taped to the floor panel to protect the viewer window.
The viewer consists of the window and two mirrors mounted in an alumi-
num alloy viewer tube assembly which is attached to the wing center
section pressure web structure.
S Nose gear down lock viewer
− The viewer cover is attached to the floor and is opened to expose the
viewer window. The viewer components are aligned so the field of vision
includes the nose gear lock space and the indicator.

WINDOWS B737- 300/400/500

56- 40
MAIN GEAR DOWNLOCK VIEWER
SEE A
NOSE GEAR DOWNLOCK VIEWER

SEE B
Figure 62 Inspection Windows Location

WINDOWS B737- 300/400/500

56- 40


WINDOWS B737- 300/400/500

56- 40
FLOOR PANEL
VIEWER COVER
WING CENTER SECTION
PRESSURE WEB STRUCTURE
VIEWER WINDOW
VIEWER TUBE
BOTTOM PLATE
CONTROL CABIN
FLOOR STRUCTURE
REMOVABLE FLOOR PANEL VIEWER COVER
MIRROR
(2 PLACES)
WINDOW
MAIN GEAR DOWNLOCK VIEWER
FWD
UPPER TUBE
LOWER TUBE
NOSE WHEEL WELL

UPPER STRUCTURE
WINDOW
NOSE GEAR DOWNLOCK VIEWER
Figure 63 Viewer and Observation Windows

B737−3 51−57
TABLE OF CONTENTS
ATA 52- 57 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 WINGS GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
WINGS GENERAL DESCRIPTION (CONT) . . . . . . . . . . . . . . . . . . . . . 34
6 DIMENSION AND AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ATA 54 NACELLES / PYLONS . . . . . . . . . . . . . . . . 36
PRINCIPAL DIMENSIONS AND AREAS . . . . . . . . . . . . . . . . . . . . . . . . 6
54−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
STRUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
ATA 07 LIFTING & SHORING . . . . . . . . . . . . . . . . . 12 NACELLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
7−10 JACKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
JACKING POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 ATA 55 STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . 40
55−10 HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
ATA 9 TOWING & TAXIING . . . . . . . . . . . . . . . . . . 14 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
GENERAL DESCRIPTION (CONT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
9−10 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 55−30 VERTICAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
TOWING AND TAXIING CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . 14 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
POWER PLANT AND INLET DANGER AREAS . . . . . . . . . . . . . . . . . . 16
WARNING PLACARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
........... 22 ATA 52 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
51 STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 52−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
STRUCTURES - DESCRIPTION AND OPERATION . . . . . . . . . . . . . . 22 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
52−10 PASSENGER / CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
ATA 53 FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . 26 ENTRY DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
ENTRY DOOR MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
53−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 FORWARD ENTRY DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 62
FUSELAGE GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 26 CAM PLATE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
FUSELAGE GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 28 UPPER HINGE / GUIDE ARM GEOMETRY . . . . . . . . . . . . . . . . . . . . . 66
FUSELAGE GENERAL DESCRIPTION (CONT.) . . . . . . . . . . . . . . . . . 30 52−40 SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
GALLEY SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
LOWER NOSE COMPARTMENT ACCESS DOOR . . . . . . . . . . . . . . . 70
ATA 57 WINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 ELECTRONIC EQUIPMENT COMPARTMENT ACCESS DOOR . . . 72
57- 00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 ELECTRONIC EQUIPMENT COMPARTMENT ACCESS DOOR (CONT) . .
74
SCL VRC/RRH 26.08.2005

Page i
B737−3 51−57
TABLE OF CONTENTS
52−20 EMERGENCY EXIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
EMERGENCY EXIT HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
EMERGENCY HATCH DETAILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
EMERGENCY EXIT HATCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . 82
52−30 CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
CARGO COMPARTMENT DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
CARGO DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
CONTROL CABIN DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
FLIGHT COMPARTMENT DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
ELECTRIC STRIKE AND KEYPAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
CHIME MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
FLIGHT COMPARTMENT DOOR LOCK SYSTEM . . . . . . . . . . . . . . . . 100
52−70 DOOR WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
DOOR UNLOCK INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
ATA 56 WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . 106

56- 00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
56−10 FLIGHT COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
FLIGHT COMPARTMENT WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . 108
WINDOW NO. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
WINDOW NO. 3 (CONFIG 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
WINDOWS NO. 4 & 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
WINDOWS NO. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
56- 20 PASSENGER COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . 118
FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
SEAL LEAK DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
EDGE DAMAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
WINDOW CONCAVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
56−40 INSPECTION AND OBSERVATION . . . . . . . . . . . . . . . . . . . . 126
INSPECTION WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

Page ii
B737−51−57
TABLE OF FIGURES
Figure 1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Electronic Equipment Compartment Access Door Operation . . . .
Figure 2 Reference Planes and Lines . . . . . . . . . . . . . . . . . . . . . . . . 5 75
Figure 3 Principal Dimensions B737- 300 . . . . . . . . . . . . . . . . . . . . . 7 Figure 37 Emergency Hatch Operation . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Principal Dimensions B737- 400 . . . . . . . . . . . . . . . . . . . . . 9 Figure 38 Emergency Hatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Principal Dimension B737- 500 . . . . . . . . . . . . . . . . . . . . . . 11 Figure 39 Emergency Hatch Component Locations . . . . . . . . . . . . 81
Figure 6 Jack Point Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 40 Emergency Hatch Operation . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Towing Turning Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 41 Cargo Comp. Doors Component Location (Airplane with Uplatch)
85
Figure 8 Inlet and Exhaust Dangers Areas . . . . . . . . . . . . . . . . . . . . 17
Figure 42 Cargo Comp. Door Components Loc. (Airplane with Counterbalan-
Figure 9 Inlet and Exhaust Dangers Areas . . . . . . . . . . . . . . . . . . . . 19 ce) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 10 Warning Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 43 Cargo Comp. Door Components Loc. (Airplane with Counterbalan-
Figure 11 Typical Basic Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 ce) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 12 Body Station Diagram B737 (typical) . . . . . . . . . . . . . . . . 25 Figure 44 Cargo Compartment Door Operation . . . . . . . . . . . . . . . . 91
Figure 13 Body Station Diagram B737- 300 . . . . . . . . . . . . . . . . . . . 27 Figure 45 Component Location (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 14 Body Station Diagram B737- 400 . . . . . . . . . . . . . . . . . . . 29 Figure 46 Component Location (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 15 Body Station Diagram B737- 300/400/500 . . . . . . . . . . . . 31 Figure 47 Component Location (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 16 Wing Plan View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 48 Chime Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 17 Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 49 Flight Compartment Door Lock Schematic . . . . . . . . . . . 101
Figure 18 Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 50 Door Unlock Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 19 Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 51 Door Warning System Schematic . . . . . . . . . . . . . . . . . . . 105
Figure 20 Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 52 WINDOWS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . 107
Figure 21 Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 53 Flight Compartment Windows Construction (Config.1) . 109
Figure 22 Door Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 54 WINDOW NO. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 23 Door Locations (Cont) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 55 Window No. 3 Installation (Config 1) . . . . . . . . . . . . . . . . 113
Figure 24 Entry Door operating from outside Airplane . . . . . . . . . . 51 Figure 56 Window No. 4 & 5 Installation . . . . . . . . . . . . . . . . . . . . . . 115
Figure 25 Entry Door operating from inside Airplane . . . . . . . . . . . 53 Figure 57 Right Window No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 26 Entry Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 58 Passenger Cabin Window . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 27 Forward Entry Door Mechanism . . . . . . . . . . . . . . . . . . . . 57 Figure 59 Seal Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 28 Forward Entry Door Mechanism (Cont) . . . . . . . . . . . . . . 59 Figure 60 Edge Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 29 Forward Entry Door Mechanism (Cont) . . . . . . . . . . . . . . 61 Figure 61 Window Concavity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 30 Forward Entry Door Operation . . . . . . . . . . . . . . . . . . . . . 63 Figure 62 Inspection Windows Location . . . . . . . . . . . . . . . . . . . . . . 127
Figure 31 Cam Plate Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 63 Viewer and Observation Windows . . . . . . . . . . . . . . . . . . 129
Figure 32 Upper Hinge / Guide Arm Geometry . . . . . . . . . . . . . . . . 67
Figure 33 Galley Service Door Mechanism . . . . . . . . . . . . . . . . . . . 69
Figure 34 Lower Nose Compartment Access Door . . . . . . . . . . . . . 71
Figure 35 Electronic Equipment Compartment Access Door . . . . . 73

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Training Manual

Lufthansa LAN Technical Training

SCL VRC/RRH 26.08.2005 Page: 1

6 DIMENSION AND AREAS

Structural Weight Limitation B377−300 B737−500

SCL VRC/RRH 26.08.2005 Page: 22

SCL VRC/RRH 26.08.2005 Page: 4

BODY STATIONS FIN STA 0.00

Figure 2 Reference Planes and Lines

PRINCIPAL DIMENSIONS AND AREAS

Dimensions Overall Airplane

Height (constant cross section)

SCL VRC/RRH 26.08.2005 Page: 6

Figure 3 Principal Dimensions B737- 300

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SCL VRC/RRH 26.08.2005 Page: 8

119 FEET 7 INCHES

Figure 4 Principal Dimensions B737- 400

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SCL VRC/RRH 26.08.2005 Page: 10

Figure 5 Principal Dimension B737- 500

ATA 07 LIFTING & SHORING

SCL VRC/RRH 26.08.2005 Page: 12

RIGHT WHEEL WELL

PLUMB BOB MUST BE

ATA 9 TOWING & TAXIING

SCL VRC/RRH 26.08.2005 Page: 14

Figure 7 Towing Turning Radius

POWER PLANT AND INLET DANGER AREAS

SCL VRC/RRH 26.08.2005 Page: 16

Figure 8 Inlet and Exhaust Dangers Areas

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SCL VRC/RRH 26.08.2005 Page: 18

1 FORWARD BREAKAWAY POWER (BOTH ENGINES OPERATING)

SCL VRC/RRH 26.08.2005 Page: 20

Figure 10 Warning Placards

DESCRIPTION AND OPERATION

SCL VRC/RRH 26.08.2005 Page: 22

DESCRIPTION AND OPERATION

Figure 11 Typical Basic Structure

DESCRIPTION AND OPERATION

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SCL VRC/RRH 26.08.2005 Page: 24

DESCRIPTION AND OPERATION

Figure 12 Body Station Diagram B737 (typical)

SCL VRC/RRH 26.08.2005 Page: 26

Figure 13 Body Station Diagram B737- 300

FUSELAGE GENERAL DESCRIPTION

SCL VRC/RRH 26.08.2005 Page: 28

Figure 14 Body Station Diagram B737- 400

FUSELAGE GENERAL DESCRIPTION (CONT.)

SCL VRC/RRH 26.08.2005 Page: 30

Figure 15 Body Station Diagram B737- 300/400/500

panels are provided in the wing.

SCL VRC/RRH 26.08.2005 Page: 32

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SCL VRC/RRH 26.08.2005 Page: 33

WINGS GENERAL DESCRIPTION (CONT)

SCL VRC/RRH 26.08.2005 Page: 34

Figure 16 Wing Plan View

ATA 54 NACELLES / PYLONS

SCL VRC/RRH 26.08.2005 Page: 36

− Trailing Edge Fairing − Kevlar Honeycomb − Upper Stainless Steel Cap