B737 300/400/500 Boeing: Structures

Boeing
B737−300/400/500
Issue: DEC2005
ATA 51−57 Author: GiM

For Training Purposes Only
LTT 2006
Structures
EASA Part-66
B1
B737−3 51−57 B1
Training Manual
Revision Identification: For training purposes and internal use only.

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STRUCTURE EQUIPMENT FURNISHING B737-300/400/500
52-57
ATA 52 - 57
FOR TRAINING PURPOSES ONLY!
FRA US/T-4 RoU 05.01.2005 Page 1

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 station 178 forms the forward pressure bulkhead of the whole fuselage,
supports the wings, stabilizers and landing gear. Most of it is pressurized for forward of which the nose radome is a nonstructural fairing. The frame at
the coverage of payload. body station 360 is the production joint at which this section is attached to
the second body section.
System Description
Section 43 from STA 360 to STA 540
A typical section through the fuselage consists of an upper and a lower oval
Above the floor it encloses the forward half of the passenger cabin. Below
which intersect approximately at the floor level. At the intersection, the fuselage
the floor it encloses the forward cargo compartment whose door is on the
is reinforced by transverse floor beams.
lower right side of the fuselage.
Above this floor structure, which extends from the front pressure bulkhead at
Section 46 from STA 540 to STA 1016
Body Station 178 to the rear pressure bulkhead at Body Station 1016, the
upper lobe of the fuselage encloses the cabin and is basically a continuous Section 46 ends at the rear pressure bulkhead at station 1016. The
shell, with cutouts in the skin for doors and windows. Below the floor the bulkhead at body station 540 is the joint at which this section is attached to
continuity of the lower lobe, which encloses the cargo compartments, is section 43. Above the floor, section 46 encloses the aft half of the
interrupted by several major structural features: the nose landing gear wheel passenger cabin, including emergency exit hatches, the aft entry door, and
well, the cavity for the center wing box, and the main landing gear wheel well. the aft galley door. Below the floor it includes the cavity for the center wing
Aft of the rear pressure bulkhead, the floor is discontinued and this section of box, the main landing gear wheel well and the aft cargo compartment,
the fuselage, which tapers towards its aft end, supports the vertical fin, the whose door is on the lower right side of the fuselage.
horizontal stabilizer, and contains a compartment for the APU. Section 48 from STA 1016 to STA 1217
Section 48 is not pressurized. On top of section 48, at stations 1016 and
General Features
1088, the vertical fin attaches to four fittings, two front and two rear. A tail
Special design features maintain structural continuity between Body Stations cone extends aft from station 1156. A compartment with fireproof walls in
540 and 727 where the cavities for the center wing box and the main landing the lower part of the section, below the horizontal stabilizer, allows
gear interrupt the lower half of the basically tubular fuselage. A keel beam installation of the APU. The right rear torque box is sealed and
connects the bottom of the fuselage frame at Station 540 with the bottom of the sound−proofed to act as the APU air inlet duct. The horizontal stabilizer
frame at Station 664 and passes below the center wing box. center section truss has its hinge joints by means of fittings attached to the
The fuselage is divided into four manufacturing sections, these being: bulkhead at station 1156. The front part of the center section truss protrudes
Section 41 from STA 130 to STA 360 through a cutout in the bulkhead at station 1088 and is moved up and down
by a jackscrew unit fastened to the forward side of the station 1088
Above the floor this section of the fuselage includes the control cabin, the
bulkhead. The left and right outboard sections of the horizontal stabilizer are
forward entry door, and the forward galley door. Below the floor are the nose
cantilevered from the center section truss by means of fittings at the front
landing gear wheel well, a lower nose compartment external access door,
and rear spars.
the forward airstairs and the electronic compartment. A bulkhead at body
FRA US/T-4 GiM 21.12.2005 Page 2

FUSELAGE B737-300/400/500
GENERAL
53-00
20 INCH USUAL SPACING
1016
1217
500C
500D
727C
727D
500A
500B
727A
727B
727E
1064
1088
1156
178
130
360
540
500
520
540
727
747
SECTION 41 SECTION 43 SECTION 46 SECTION 48
WL 208.1
BS 178 up to 1016 = Pressurized Area
Figure 1 Body Station Diagram B737-300

FRA US/T-4 GiM 21.12.2005 Page 3
STRUCTURES B737−300/400/500
DESCRIPTION AND OPERATION
51−00
ATA 51 STRUCTURES
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
components, the center of gravity and the weight distribution. Standard
Abbreviations and Definitions
Fuselage
BS, B STA, or STA
Body (Fuselage) Station. A plane that is perpendicular to the fuselage
centerline. It is measured from a point 130.00 inches forward of the nose.
BBL or BL
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
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
BWL or WL BWL
Body (Fuselage) Waterline. A plane that is perpendicular to the BBL plane, BWL
parallel to the fuselage centerline. It is measured from a parallel imaginary
BWL
plane, BWL 0.00, 148.5 inches below the lowest fuselage surface.
LBL
Left Buttock Line

RBL
Right Buttock Line
FRA US/T4 GiM 22.12. 2005 Page 4

51−00
B STA
625.60
FIN WL
242.00
FIN STA 0.00
BBL 0
BODY STATIONS
FIN WL 0.00
BWL 300.58)
BWL
BWL 542.50
(208.10)
BWL 106.00
BS 130.00
BBL 0
BWL 306.50 WL 306.5
UPPER
LOBE
BWL 208.10 (BRP)

UPPER RADII
WL 208.1 TOP
OF FLOOR BEAM
LOWER
BWL 106.00 LOBE
WL 148.5
BWL 0.00
Figure 2 Reference Planes and Lines

51−00
General
The structure of the airplane is designed to provide maximum strength with
minimum weight. This object has been achieved by designing alternate load
paths into the structure, so that a failure of one segment cannot endanger the
airplane, and also by the use of appropriately selected materials. The materials
most commonly used thoughout the structure are aluminum, steel, and
magnesium alloys. Of these, the most extensively used are certain aluminum
alloys selected according to the particular type of load they are best suited to
withstand.
Aluminum and fiberglass honeycomb core material is used extensively on
secondary areas of structures and many of the flight surfaces.
Maintanance practices concerning blowout doors and panels are covered in
applicable chapters on structures.
Fuselage
The main frame includes frames, bulkheads, formers, longerons, stringers, keel
beam and frames around openings.
The fuselage is a semimonocoque structure with the skin reinforced by
circumferential frames and longitudinal stringers
Wings
The structure of the wing, between left and right tips, consists of the left wing
box, the center wing box, and the right wing box. The left and right wing boxes
are cantilevered from the center wing box which carries, and is enclosed within,
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.
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
and supported additionally, at the inboard end of the wing, by the landing gear
support beam. A bearing approximately midway along the landing gear support
beam, together with one forward of it attached to the wing rear spar, from the
axis of main landing gear rotation and are the points at which landing loads are
transmitted to the wing structure.
Five control surfaces are supported by the leading edge structure of each wing:
two flaps are hinged from the inboard one−third of the wing span, and along the
outboard two−thirds three extendable slats are installed. The control surfaces
along the trailing edge of each wing consist of inboard and outboard flaps, an
aileron and a total of five spoilers.

51−00
OUTER
SKIN ROLLED
STRINGER
WINDOW
FRAME EXTRUDED
STRINGERS
BONDED
WAFFLE
20−INCH (STD)
DOUBLER
10−INCH (STD)
Figure 3 Typical Basic Fuselage Structure

WINGS B737-300/400/500
GENERAL
57-00
57-00 WINGS
GENERAL DESCRIPTION Outboard of the wing root rib, on each wing, the ribs until wing buttock line
355.0 are parallel to the airplane centerline. The ribs at wing buttock lines
Wing Structure 254.0 and 355.0 support the forward ends of the outboard flap tracks.
The structure of the wing between left and right tips consists of the left, center Outboard of wing buttock line 355.0 the ribs lie at an angle normal to the wing
and the right wing boxes. The left and right wing boxes are cantilevered from rear spar. The two spaces between the ribs at wing stations 531 and 583
the center wing box which is enclosed within the fuselage. The landing gear constitute a surge tank.
support beam is attached at its outboard end to the rear face of the wing rear Standard Ribs
spar. Short struts underneath each wing support the two powerplants. The structure of a typical rib consists of a web, reinforced by stiffeners and,
The wing boxes and the center wing box consists of upper and lower skin in some instances, provided with a reinforced opening. Along the upper and
panels, ribs and front and rear spars. The skin panels are reinforced by lower edges of the web, an angle chord member attaches the rib to the
spanwise stringers, the spars by vertical stiffeners, and the wing boxes by a edges of the continuous wing stringers, and at its forward and aft ends the
series of chordwise ribs. rib web is attached to the webs of the front and rear spars.
Wing Stations Special Ribs
The wing is divided into reference planes measured in inches. This provides a The ribs forming the ends of fuel tanks differ from other ribs in that their
means of identifying the location of components or particular points. Two webs extend to join the inside surfaces of the wing skin panels between the
reference planes are used for the wing: stringers.
W S – Wing Station The wing ribs in the integral tanks act as baffle plates to prevent excessive
fuel surges. Some of the wing ribs contain a series of baffle check valves to
A plane perpendicular to the wing chord plane, and normal to the rear spar, prevent fuel flow away from the fuel boost pumps.
measured from the intersection of the wing leading edge line extension and
Wing Buttock Line 0.00. Rib Access Openings
WBL − Wing Buttock Line Access to some of the equipment located inside the fuel tanks is not directly
possible through the fuel tank access panels. To obtain access to this
A plane perpendicular to the wing chord plane and parallel to the body equipment, personnel must enter the tank through the nearest access panel
buttock line. It is measured from intersection of wing chord plane and Body and go through rib access openings into the areas between ribs where no
Buttock Line 0.00. access panel is provided.
WING RIBS CENTER WING BOX

The two wing root ribs form the inboard ends of the left and right wing boxes The center wing box is part of the wing main frame. Its main functions are to
and the outboard ends of the center wing box. Each wing root rib consists of a support the fuselage, to act as the structural part from which the wing boxes
solid stiffened web. At its fwd and aft ends, each wing root rib is attached to the are cantilevered and to accommodate the integral center fuel tank.
wing front and rear spars by means of the three−flanged terminal fittings. The
wing root ribs form the inboard ends of the integral sections of fuel tank No. 2, Center Wing Box Structure
and ports in their webs provide the connections into the central bladder cell The surfaces of the center wing box consist of the front and rear spars, the
sections of the tank. two wing root ribs at BL 70.85, and the upper and lower skins.
FRA US/T4 GiM 23.12.2005 Page 8

WINGS B737-300/400/500
GENERAL
57-00
BBL 70,85
WBL WS 0
71,24
WBL
254,0 SPANWISE BEAM
WING RIBS
WBL
355,0
WBL
0
SURGE TANK WS
531,0
WS WING ROOT RIB

583,0
LANDING GEAR SUPPORT BEAM
OUTB FLAP TRACK
Figure 4 Wing
NACELLES / PYLONS B737-300/400/500
GENERAL
54-00
ATA 54 ENGINE NACELLES / PYLONS

54−00 GENERAL
Purpose
The engines are attached to the wing with struts (pylons). The strut is a
pathway for all the pneumatic, electric, fuel, and hydraulic connections to the
engine. The strut transfers loads from the engine and thrust reverser to the
wing. Movable cowl panels are hinged to the forward portion of the strut.
Thrust reverser panels are hinged to the mid of the strut.
Strut Description
Struts are essentially frame and skin structures attached by fasteners to form a
torque box. Strut skins are aluminum. Bulkheads, mid and lower spars are
made of steel. Stainless steel or titanium is used where high strength, heat and
fire resistance are required.
Struts are attached to the wing by means of the upper link between the strut
upper spar and wing, the diagonal brace between the strut lower spar and
wing, and the strut fittings connecting strut and wing directly. Side braces
between strut midspar fittings and wing adds stability. Structural fuse pins or
fuse bolts are used at the upper link, diagonal brace and midspar attach points.
Struts transmit engine loads to the wing. The engine is attached at the strut at
the forward and aft engine mounts and the thrust link fitting. The forward and
aft engine mount transmit vertical and thrust loads to the strut. Torsional loads
are transmitted through thrust links connected between the engine fan frame
and strut lower spar.

The engine and strut have outer skins which provide smooth airflow. The
engine has a nacelle which is a streamlined enclosure. The nacelle consists of
the inlet cowl, fan cowl, and thrust reverser. The strut has fairings which
provide a smooth, contoured surface between the engine nacelle and wing.
A drain line is located forward of the midspar fitting to drain the area of any fluid
leakage. The drain line exits through the segmented pan below the aft fairing.

NACELLES / PYLONS B737-300/400/500
GENERAL
54-00
STRUT (PYLON) WING
AFT FAIRING
INLET COWL THRUST REVERSER

FAN COWL
UPPER LINK
STRUT
TORQUE BOX WING FRONT SPAR
FORWARD FUSE PIN
FAIRING
FAN COWL
SUPPORT BEAM
FUSE PIN (2)

FUSE PIN
FIREWALL
ENGINE FWD AFT FAIRING
MOUNT (2)
ENGINE
THRUST STRUT DIAGONAL
AFT
LINK (2) DRAIN BRACE
MOUNT
ENGINE ENGINE
FAN TURBINE
FRAME FRAME
Figure 5 Engine Nacelle / Pylon

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 The basic structure of the elevator is dual spar at the inboard end and
airplane. monospar at the outboard end, with all areas reinforced with ribs. The elevators
are attached to hinge ribs extending aft from the rear spar of the stabilizer by
General Features elevator hinges on the front spar of the elevator. The elevator balance panels
The horizontal stabilizer assembly consists of left and right outboard sections project forward of the hinge line and are housed in the space between the
attached to a center section truss located within the fuselage. The stabilizer hinge ribs on the stabilizer rear spar. An elevator tab is attached to the rear
pivoted on two hinge joints attached to a bulkhead in the fuselage. The angle of spar of the elevator.
attack is adjusted by means of an electrically driven or manually operated The horizontal stabilizer is divided into reference planes measured in inches.
ballnut and jackscrew attached to the forward side of the center section truss. This provides a means of identifying the location of components or particular
An aerodynamic seal fills the gap between the stabilizer left and right outboard points. Three reference planes are used for horizontal stabilizer.
sections and the fuselage. A sliding plate seal is located at points where the
STAB STA − Horizontal Stabilizer Station.
front and rear spars pass into the fuselage. A leading edge is attached to the
front spar. The trailing edge and elevator hinge structure is attached at the rear A plane perpendicular to the stabilizer chord plane and normal to the
spar. stabilizer rear spar, measured from Stabilizer Station 0.000, the intersection
of the leading edge line extension and Body Buttock Line 0.000.
The front and rear spars, the ribs and the skin of the horizontal stabilizer
outboard sections together with the center section truss form a beam which is STAB LE STA − Horizontal Stabilizer Leading Edge Station.
the main structural member of the stabilizer. Attachment of the outboard A plane perpendicular to the horizontal stabilizer leading edge, measured
sections and the center section is at the front and rear spars only, with no from the Stabilizer Leading Edge Station 0.00, the intersection of the
structural tie between the outboard section skins and the center section. leading edge line extension and Body Buttock Line 0.00.
The structure aft of the rear spar consists of ribs which incorporate hinge ELEV STA − Elevator Station.
bearings for the elevator. The upper and lower surfaces of the area between
A plane perpendicular to the elevator hinge centerline measured from the

the rear spar and the elevator hinge bearings are covered by skin panels intersection of elevator hinge centerline and Body Buttock Line 0.00.
attached to the ribs. Some of the skin panels are removable for maintenance
purposes.
The gimbals surrounding the jackscrew ballnut are supported by a rigidly
built−up framework of members on the forward face of the center section truss
front spar.

HORIZONTAL STABILIZER
55-10
ELEV STA
ELEV 39,02
STA 0
66,74
STAB
STA 0
BL0
LE STA 0 LE STA 69,93

STAB
BL 0 STA
57,93
STAB REAR SPAR

ELEV
STA
FWD
STAB FRONT SPAR
LE STA LE STA
300.51 JACKSCREW SUPPORT
STAB
STA 57,93
HINGE SUPPORT
STABILIZER
ATTACH FITTINGS
Figure 6 Horizontal Stabilizer
VERTICAL STABILIZER
55-30
55−30 VERTICAL STABILIZER

GENERAL DESCRIPTION
Purpose
The vertical stabilizer gives stability in the yaw axis for the airplane and The vertical stabilizer is divided into reference planes measured in inches. This
provides for directional control with the use of a rudder during takeoff and provides a means of identifying the location of components or particular points.
‘landing and for trim during cruise conditions. Four reference planes are used for the vertical stabilizer.
FIN STA − Vertical Stabilizer Station
System Description
The plane perpendicular to the center line of the vertical stabilizer rear spar,
The vertical stabilizer (fin) is attached to body Section 48 at two points. The
leading edge is detachable. The dorsal fin is not structurally connected to the measured from Fin Station 0.00, the intersection of the leading edge line
main vertical fin. extension and Fin Waterline 0.00.
The fittings on which the vertical fin is mounted are at Body Stations 1016 and FIN WL − Vertical Stabilizer Waterline
1088 and Fin Waterline 0. A horizontal plane measured parallel to a Body Waterline.
Fin Waterline. 0.00 is Body Waterline 300.50.
General Features
FIN LE STA − Vertical Stabilizer Leading Edge Station
The front and rear spars, the ribs and the skin of the vertical fin form a beam
A plane perpendicular to the vertical stabilizer leading edge, measured from
which is the main structural member of the fin.
the Fin Leading Edge Station 0.00, the intersection of the leading edge line
The structure aft of the rear spar consists of ribs which incorporate hinge extension and Fin Waterline 0.00.
bearings 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 RUD STA − Rudder Station
ribs to form a trailing edge fairing. A plane perpendicular to the rudder hinge centerline, measured from
A removable leading edge structure is attached to the forward side of the fin Rudder Station 0.00, the intersection of the rudder hinge centerline and Fin
front spar. A fairing is attached at the top of the fin. Waterline 0.00.
The rudder structure consists of a complete front spar and a partial rear spar,
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
sections, which are housed within the vertical fin trailing edge fairing. In one
nose section is located a rudder balance weight.

VERTICAL STABILIZER
55-30
VERTICAL STABILIZER
LEADING EDGE VERTICAL STABILIZER
STATION STATION
RUDDER STATION
FIN WL 242
RUD STA 238,85
REAR SPAR
LEADING EDGE RUDDER
DORSAL FIN
VERTICAL STABILIZER
WATERLINE 0
BODY CROWN LINE
BODY CROWN LINE

RUD STA 0
LE STA 0
VERTICAL STABILIZER
WATERLINE 0 RUDDER STATION
VERTICAL STABILIZER VERTICAL STABILIZER STATION

LEADING EDGE
STATION
Figure 7 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
servicing.
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
(R/H SIDE)
AFT CARGO
COMPARTMENT
DOOR
(R/H SIDE) AFT ENTRY DOOR
EMERGENCY
EXIT HATCHES
ON 737−400 ONLY
EMERGENCY
EXIT HATCH
FWD CARGO
COMPARTMENT
DOOR
(R/H SIDE)
FWD GALLEY
SERVICE DOOR
(R/H SIDE)
ELEC EQUIP
COMP ACCESS DOOR
FWD ENTRY DOOR
LOWER NOSE
COMP ACCESS DOOR
Figure 8 Door Locations

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.
GALLEY SERVICE DOOR

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.
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.
HAM US/E sp/br 14.7.95 Page 18

DOORS B737-300/400/500
PASSENGER / CREW
52-10
1. PULL HANDLE 2. ROTATE HANDLE CLOCKWISE
OPEN
LATCH LEVER
(TOP HINGE ARM)
3. SWING DOOR IN COCKED POSITION 4. PUSH DOOR TO FULL OPEN

Figure 9 Entry Door operating from outside Airplane
DOORS B737-300/400/500
PASSENGER / CREW
52-10
THIS PAGE INTENTIONALLY LEFT BLANK


DOORS B737-300/400/500
PASSENGER / CREW
52-10
ENTRY AND GALLEY DOORS
1 2 3
COCKED POSITION
4 5 6
Figure 10 Entry Door operating from inside Airplane

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

General A rigid hinge arm is attached to the lower end of both the body and door
The forward entry door is the largest passenger entry door on the airplane. The torque tube assemblies. A hydraulic snubber impedes door movement at its
door is a plug—type door. travel extremities.
Upper Hinge:
Door Control Mechanisms
A rigid hinge arm is attached to the body and door torque tube assembly. A
You can open and close the door from the interior or exterior of the airplane. guide arm parallel to the hinge arm rides in an “S” shaped track to control
You operate the door manually. Unlatch the door with the control handle. the door rotation about its torque tube.
When you turn the handle in the OPEN direction, internal mechanisms do Spring Assist Torque Tube (counterbalance assembly FWD Entry Door
these things: only):
Disengage the door roller latches The upper and lower hinge arms are attached to a vertical, body mounted
Fold the door gates inward torque tube to support the door when it is open. Torsion springs around this
Tilt the door’s hinge edge inward to the cocked position. torque tube provide opening and closing assistance.
Then push the door through the door frame until it is fully open. Entry/Galley Door operation
A lock mechanism in the upper hinge locks the door in the fully open position. Two cam rollers are moved by a cam plate that is rotated by the door handle
To close the door, first release the hinge lock and then the do the open action. This action provides the force required to operate the latches, the upper
operations in reverse order. 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
Physical Description/Features end gates by control rods. The aft entry door operates in the identical manner.
The entry door mechanism consists of several assemblies that accomplish the
following functions:
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 position during
further rotation.
Door stops and latching assembly:
These devices transmit pressure loads from the door to body structure, and
latch the door in the closed position.
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.
Lower Hinge:

DOORS B737−300/400/500
PASSENGER / CREW
52−10
TOP GATE ADJUSTABLE

ADJ GUIDE LATCH ROD STOP PIN
GUIDE TRACK
DOOR
FRAME
DOOR
THESE PARTS ARE
GUIDE PIN ON THE DOOR
LATCH
ROLLER
GUIDE TRACK
LATCH ROD LATCH
UPPER HINGE LATCH AND STOP ASSEMBLY
HANDLE
MECHANISM
TOP
HINGE ARM
ASSIST
TOP
HANDLE SPIGOT
CONTROL ROD
LATCH ROD
LOWER HINGE
CONTROL ROD
COUNTERBALANCE
ASSEMBLY
DOOR 1L ONLY
DOOR STOP
FITTING BOTTOM
BOTTOM SPIGOT
DOOR STOP HINGE ARM
FITTING BOTTOM GATE
(DOOR FRAME)
Figure 11 Entry Door Mechanism

DOORS B737−300/400/500
PASSENGER / CREW
52−10
HANDLE MECHANISM
Purpose The door moves to the cocked open position.
The handle mechanism does these things: Initial movement of the cam plate in the open direction causes the latching
Moves a closed and latched door to the cocked open position roller rocker to rise steeply to high cam. This turns the roller rocker and the
latching crank to which it is splined. The latching crank transmits this motion to
Moves a door in the cocked open position to the closed and latched
the door latching mechanisms and door gates with pushrods. This unlatches
position.
the door and folds the door gates. As the cam continues to turn, it does not
Location turn the latching roller rocker. This is because the latching roller rocker remains
on high cam.
The handle mechanism is between the interior and exterior control handles.
The initial turn of the cam plate in the open direction does not turn the cocking
Physical Description roller rocker because it remains on low cam. As the cam continues to turn, it
The handle mechanism has these major parts: causes the cocking roller rocker to rise to high cam. This turns the roller rocker
Interior and exterior control handles and the cocking crank to which it is splined. A cocking crank pushrod transmits
this motion to the door torque tube. This causes the door to move to the
Cam plate cocked open position.
Door latching crank and cam roller rocker When the door is in the cocked open position, the cam has gone to the end of
Door cocking crank and cam roller rocker its motion. More force on the handle will produce no more motion. From this
Door latching crank and pushrods point, you push the door manually through the door frame with the assist
Door cocking crank and pushrod handles.
Door hinges and torque tube When the cam turns in the door closed direction, the linkages work the same,
but in reverse sequence:
Upper and lower door gates, pushrods, and stoprods
The door moves from the cocked open position to the closed position
Associated shafts, bearings, retainers, springs, and fasteners.
The door gates unfold and the door latches engage.
Functional Description The stop rods on the door gates are not part of the door gate drive mechanism.
You operate the door handle mechanism manually. The stop rods support the gates against their pressure loads.
The interior handle turns the cam plate.
The exterior handle fairs in a recess in the outer skin of the door. It is
spring—loaded to this position. When faired, the door handle disengages the
cam plate. When you pull the handle from the faired position, it engages the
cam plate by a spline drive. When the handle spline drive engages, the handle
turns the cam plate.
The cam plate has two different cam tracks:
One track drives the door latching roller rocker
The other track drives the door cocking roller rocker.
When the cam plate turns in the open direction, it causes these things to occur:
The door unlatches and its gates fold

DOORS B737−300/400/500
PASSENGER / CREW
52−10
CONTROL ROD OUTSIDE HANDLE
HANDLE
SHAFT
CENTERING CAM
LATCHING CRANK
CAM ROLLERS
TORQUE TUBE
CONTROL DOOR
ROD COCKING
CRANK
INSIDE HANDLE
HANDLE MECHANISM
PIVOT CENTER
PATH OF DOOR PATH OF LATCH CRANK

COCKING CRANK
NOTE: THE CAM IS SHOWN IN THE CAM PLATE

DOOR CLOSED AND LATCHED POSITION.
Figure 12 Entry Door Mechanism
DOORS B737−300/400/500
PASSENGER / CREW
52−10
UPPER HINGE ASSEMBLY

Purpose Lower Hinge Assembly
The upper hinge assembly does these things: The lower door hinge assembly does these things:
Supports the weight of the door Slows (snubs) and stops the door at the ends of the swing
Controls the motion (swing and rotation) of the door as it opens and closes. Structurally holds the door.
General Description General Description
The upper hinge arm is a beam that holds and supports the door structure. The lower hinge assembly has these parts:
One end the hinge arm mates with the door torque tube hinge pin in a bearing. Hinge arm
The other end of the hinge arm attaches to the the frame torque tube spigot Door snubber and stop assembly.
with an oval section and pinch bolt. The door torque tube turns freely in the
The lower hinge arm is a beam that holds the door structure. One end of the
hinge arm. The frame torque tube turns with the hinge arm.
hinge arm mates with the door torque tube hinge pin in a bearing. The other
The door rotates as it swings open or closed. A guide arm mechanism end of the hinge arm attaches to the frame torque tube spigot with an oval
programs the door rotation. This is a pantagraph mechanism. A pin holds the section and pinch bolt. The door torque tube turns freely about the hinge arm.
spherical bearing of the guide arm to door structure. The other end is held by The frame torque tube turns with the hinge arm.
these devices:
A door snubber hydraulically slows (snubs) the door at the ends of the swing.
A roller that follows S—tracks in upper and lower guide plates
The snubber is an oil filled, telescopic, orifice—type metering device. It limits
A radius link that is connects the guide arm to the frame torque tube spigot. the rate of motion at the full extend and full retract positions. As the door
Door motion toward open stops when the guide arm roller bottoms out in the opens, it goes from fully retracted to fully extended. The snubber is held by
guide plate S—tracks. pins in its spherical bearings. One pin holds the snubber to door structure. A
A latch mechanism in the guide arm locks the upper door hinge in the wide second pin holds the other snubber bearing to the frame torque tube radius
open position. When the door is fully open, a spring loaded pin rises into a link.
detent in the upper guide plate. The pin is concentric to the roller. The bottom frame torque tube spigot pins the radius link to the frame torque
To close the door, you must release the hinge from lock. Use one of these to tube. The radius link has a stop pin. Stop plates limit the range of motion of the
release the hinge from lock: stop pin. At the door cocked open or fully open positions, the stop pins contact
the stop plates. This moves the snubber, and damps door motion.
A yellow lever on the upper hinge guide arm
A yellow pushbutton on the upper hinge guide arm

A yellow release knob on the door frame between the upper and lower
hinges.
Push the lever or pushbutton, or lift on the release knob to release the hinge
from lock. A latch trigger on the guide arm resets the lock mechanism.
Spring—loaded retainers support pressure seals around the hinge assembly.
A flap on the outside of the upper hinge assembly covers the gap around the
hinge cutouts. This flap is an aerodynamic seal. It reduces noise and drag. A
spring—loaded hinge attaches the flap to structure.

DOORS B737−300/400/500
PASSENGER / CREW
52−10
UPPER
HINGE ARM
SHIM
UPPER
SPIGOT
ROLLER
GUIDE GUIDE PLATE
TORQUE ARM
TUBE GUIDE ARM
ROLLER
LATCH BUSHING
LEVER
FUSELAGE
STRUCTURE
UPPER HINGE
STRUCTURE FRAME
TORQUE TUBE
LATCH LEVER
LIFT KNOB TO RELEASE
HINGE ARM
HOLD OPEN LATCH
HINGE
PIN
LATCH LEVER ON SERVICE DOORS

BOTTOM SPIGOT
STOP PIN
DOOR SNUBBER STOP PLATE
INBD FWD
LOWER HINGE
Figure 13 Entry Door Hinges
EQUIPMENT/FURNISHING B737−300/400/500
EMERGENCY
25−60
25−60 EMERGENCY
DOOR MOUNTED ESCAPE SLIDES
Purpose Maintenance Practices
The escape slides provide a means of emergency egress from the airplane. To ensure that the slide is ready for use, check the pressure gage reading at
The slides can also be separated from the airplane and used as flotation regular intervals as required by each airline’s operating procedures. The
devices. temperature compensating pressure gage needle should be within, or not more
than one needle width above, the green band.
Location
Although the slide will be usable following inflation with the bottle pressure at
An escape slide is mounted on each entry and service door. the minimum safe level, it is recommended that the pressure should be no less
than 3000 psig (at 21C, 70F) for initial installation of the slide on the
airplane, and that the bottle be recharged before the pressure drops below the
Each escape slide assembly consists of an escape slide package, an escape minimum safe level.
slide compartment, and two floor brackets. The escape slide package is
stowed in the escape slide compartment which is fastened to the lower inboard
face of each entry and service door. The floor brackets are located at the
forward and aft ends of the doorways, inboard of the door sill.
The escape slide package consists of an escape slide, a detachable girt, girt
bar, gas cylinder, and valise. The gas cylinder contains high pressure gas for
inflating the slide. The valise holds the slide in the stowed position, and opens
to deploy the slide.
Operation
For automatic escape slide deployment, the slide must be placed in the
operation readiness mode by securing the girt bar in the floor brackets. When
the door is opened, tension on the girt and latch cable will cause the cover
latch to separate, allowing the escape slide compartment to open and the slide
to deploy. Inflation by the gas cylinder and aspirator is triggered by tension on

the inflation cable secured to the girt bar and the gas cylinder discharge valve.
One end of a detachable fabric girt is attached to the slide with the opposite
end attached to the girt bar. Removing the parachute−type pin causes the slide
to separate from the airplane. The slide can be used as a flotation device.
FRA US/T-4 GiM 04.01.2006 Page 28

EQUIPMENT/FURNISHING B737−300/400/500
EMERGENCY
25−60
GAGE NEEDLE
GREEN BAND (GO)

PRESSURE GAGE
RED BAND (NO GO)
DOOR
STOWAGE HOOKS
FLOOR
BRACKET GIRT
(2 LOCATIONS)
BAR
OPEN DOOR
SLIDE
LATCH
LATCH CABLE SLIDE COVER
LATCH CLOSED
FULL INFLATED SLIDE READY FOR USE
DETACHABLE
GIRT DETAILS
Figure 14 Door Mounted Escape Slide

FRA US/T-4 GiM 04.01.2006 Page 29
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
fuselage 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
counterclockwise 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
DOOR HINGE ARM

GUIDE PIN
LATCH PIN
SEAL
DOOR STOP PAD
(EXAMPLE)
Figure 15 Lower Nose Compartment Access Door
DOORS B737-300/400/500
SERVICE
52-40
ELECTRONIC EQUIPMENT COMPARTMENT ACCESS DOOR

Purpose Close
The purpose of the electronic equipment compartment access door is to permit The door is released from the stowed position by pushing aft on the latch
access into the compartment containing the avionics, the battery, and the dc pin knob. The cable assembly reduces the rate of fall of the door as it slides
external power connection. to the left. When the door striker hits the left stop, it releases the uplatch
and the door falls from the lower web into the door opening. When the door
Location is proberly seated, a downward pull and a clockwise rotation of the handle
The electronic equipment compartment door is located aft of the nose wheel latches the door. The handle must be pushed back into its recess.
well and forward of the wings in the bottom of the fuselage.
The door is an inward opening, plug-type door. Pressurization loads on the
door are transmitted to the fuselage by the four latch pins. The stop fittings are
disigned so that if the latch pins are left unlatched, the stop fittings will transmit
the pressurization loads safely. The door latch mechanism consits of four latch
pins on the four edges of the door. The outer handle is connected to a shaft
which moves all four latch pins at the same time by means of a common rack
and pinion mechanism.
The door is operated from outside the fuselage and is included in the door
warning system, sharing a common warning light in the control cabin with the
lower nose compartment access door.
Operation
Open
The door is opened from outside by pushing the trigger in the handle; this
allows the handle to spring down from the door. Turning the handle
counterclockwise withdraws the four latch pins permitting the door to be
pushed up and to the right. As the door is pushed up, the rollers follow the
roller guides until the uplatch on the top of the door latches the door to the
lower web. The lower web supports the door as it is moved to the right on
tracks. The flat spring, through the spring spool assembly, assists in
probelling the door to the stowed position.
FRA UST-4 GiM 04.01.2006 Page 32

DOORS B737-300/400/500
SERVICE
52-40
SPRING SPOOL FUSELAGE STRUCTURE

ASSEMBLY (OUTBOARD)
FLAT
ELECTRONIC EQUIPMENT SPRING
COMPARTMENT DOOR TRACK
ACCESS DOOR (2 LOCATIONS)
LATCH PIN KNOB
ROLLER ASSEMBLY
(8 LOCATIONS)
TRACK STOP
STOP AND (2 LOCATIONS)
LOCK FITTING
LOWER WEB
PIVOT BOLT ROLLER
DOOR LATCH PIN ROLLER
(4 LOCATIONS)
FWD
OUTER HANDLE
DOOR OPENING
(FUSELAGE STRUCTURE)
Figure 16 Electronic Equipment Compartment Access Door

DOORS B737-300/400/500
SERVICE
52-40


DOORS B737-300/400/500
SERVICE
52-40
UPLATCH
LOWER WEB
CABLE ASSEMBLY
TRACK ATTACH ROLLER GUIDE

BRACKET
STRIKER
ROLLER
LATCH PIN
(4 LOCATIONS)
FWD
FUSELAGE
STRUCTURE
INBD
Figure 17 Electronic Equipment Compartment Access Door Operation

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

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
rotates 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
HATCH REMOVAL (EXTERNAL)
STEP 1 STEP 2
STEP 3 STEP 4
HATCH REMOVAL (INTERNAL)
Figure 18 Emergency Hatch Operation

DOORS B737-300/400/500
EMERGENCY EXIT
52-20
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
overwing area.
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.
Adjustable 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
HATCH
FRAME
HATCH
STOP FITTING
STOP PIN
FUSELAGE FRAME
LATCH
TORQUE TUBE FITTING
RELEASE HANDLE
TORSION SPRING
LIFT HANDLE HEEL PAD
PIVOT
FITTING
PIVOT
HOOK
HATCH STOP
Figure 19 Emergency Hatch Component Locations
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 of the recess. The lanyard is then released to return to normal position
the recess and rotating the handle counterclockwise. Rotation of the handle within the cargo compartment.
actuates a torque tube to withdraw the latch rollers from the latch fittings. Counterclockwise rotation of the operating handle aligns the latch rollers
As the door swings inboard, under tension of the door balance mechanism, the with the latch fittings and allows the door to be pulled down and latched by a
door warning proximity switch is actuated to energize the appropriate door clockwise rotation of the handle. This final movement engages both latch
warning light in the control cabin. rollers in the fittings and actuates the door warning proximity switch to
As soon as the door has moved clear of the latch fittings, the handle may be de−energize the appropriate warning light in the control cabin. When the
released. springs within the handle will cause the handle to return to the door is thus closed and latched, the handle may be released.
normally locked and recessed position. On airplanes with counterbalance assembly,
With little manual effort, the door may be swung open to the open latch the door is closed by pulling on the lanyard to move the door down until the
position. operating handle is within reach.
On airplanes with an uplatch, The handle is then lifted from its recess and the lanyard is released.
the door is latched open when the spring−loaded mechanical latch on the Counterclockwise rotation of the operating handle aligns the latch rollers
lower edge of the door engages with a fitting under the fuselage floor with the latch fittings and allows the door to be pulled down and latched
structure. movement engages both latch rollers in the fittings and actuates the door
warning proximity switch to de−energize the appropriate warning light in the
On airplanes with counterbalance assembly,
control cabin.
the idler crank engages a detent on the cam inside the counterbalance
When the door is thus closed and latched, the handle may be released.
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.

On airplanes with an uplatch,
the door is closed by pulling on the lanyard to release the latch. The lanyard
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

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

REACHING FOR LANYARD UNTIL HANDLE CAN BE REACHED
Figure 20 Cargo Compartment Door Operation

DOORS B737-300/400/500
CARGO
52-30
52−30 CARGO
CARGO COMPARTMENT DOORS
Purpose Balance Mechanism with an uplatch,
The purpose of the cargo compartment doors is to provide access to the Door balance is maintained by springs attached to the upper aft inner edge of
forward and aft cargo compartments. the door between the inner web and outer skin.
The springs connect to a cable assembly wound on a cable drum mounted on
Location
the forward inner structure of the door. From the cable drum, the cable runs
The cargo compartment doors are located on the right side of the airplane; the over two pulleys mounted on the inner structure of the door and connects to an
forward cargo compartment door is forward of the wing and the aft cargo overhead floor beam.
compartment is aft of the wing.
The cable grooves in the cable drum have a decreasing radius in order to
Physical Description/Features provide a constant tension in the cable system as the door is opened and
closed.
Both cargo compartment doors are plug−type, inward opening, manually
operated, and hinged at the upper edge. Both doors are the same in design The balance mechanism is arranged so that the springs are stretched when the
and operation; however, they are not interchangeable. The forward door is 48 door is closed. When the door is opened, the springs contract to raise the door
inches wide by 35 inches high and the aft door is 48 inches wide by 33 inches to or near the open latched position.
high.
Access Panels and liners
Each door is hinged from the fuselage structure by two hinge arms on the
Two panels on the exterior door skin give access to the door latch
upper edge. Pressurization loads are transmitted to the fuselage by twelve stop
mechanisms. Through these panels, you can open the door if the handle
fittings. Each door is equipped with a balance mechanism to counterbalance
mechanism fails.
the weight of the door. A snubber is installed between the hinge arms to
restrain the free—fall of the door if the balance mechanism cable fails. A interior insulation blanket on the door does these things:
Protects the door internal components
Latch Mechanism
Reduces noise and thermal transmission.
The door latching mechanism consists of two latching rollers, one at each end
Removal of the door insulation and access panels gives access to the door
of a horizontal torque tube. The latching rollers engage latch fittings attached to
internal components. This is for inspection, lubrication, and service of the
the fuselage. The torque tube is connected to the operating handle assembly.
internal components.
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.

DOORS B737-300/400/500
CARGO
52-30
FLOOR BEAM DOOR STOP

FITTING (PIN)
SNUBBER
CARGO DOOR
STRUCTURE DOOR FRAME
DOOR FRAME STRUCTURE
HINGE ARMS
(2 PLACES FRAME STOP
DOOR SEAL
LANYARD
ASSEMBLY FITTING (PAD)
CABLE
ASSEMBLY DOOR STOP DETAIL
SPRINGS
LATCH
INTERIOR
DOOR HANDLE
FRAME
EXTERIOR
ROLLER ARM HANDLE
INSIDE LATCH HANDLE (2 PLACES)
CARGO DOOR
LATCH MECHANISM ROLLER STOP DOOR FRAME ROLLER STOP
TORQUE TUBE
BEARING HOUSING
(2 PLACES)
CARGO COMPARTMENT TORQUE
(DOOR IN CLOSED POSITION) FWD
TUBE
CARGO DOOR LATCH MECHANISM
Figure 21 Cargo Comp. Doors with Uplatch

DOORS B737-300/400/500
CARGO
52-30
CARGO DOOR WITH COUNTERBALANCE ASSEMBL.

Balance Mechanism with a counterbalance assembly
Door balance is maintained by a spring−driven idler crank that drives a cam
fixed to a cable drum.
The springs, idler crank, cam and drum are all located in the counterbalance
assembly mounted on the inner structure of the door.
From the drum the cable runs over a pulley mounted on the inner structure of
the door and connects to an overhead floor beam.
The counterbalance mechanism is arranged so that the springs are
compressed when the door is closed.
When the door is opened the springs extend to drive the idler crank, cam and
drum to raise the door.

DOORS B737-300/400/500
CARGO
52-30
FLOOR BEAM
STRUCTURE DOOR CAM TRACK
PULLEY
CABLE TO UPLOCK DETENT
DOOR PULLEY
COUNTERBALANCE
CABLE CABLE
ADJ FITTING
ADJUSTMENT NUT SNUBBER
HINGE
SHAFT ROLLER (CAM FOLLOWER)
COUNTERBALANCE DETAIL (COVER REMOVED)
BUNGEE
LANYARD
EXTERNAL DOOR
HANDLE
LATCH ACCESS
PANEL
CARGO DOOR − INTERIOR VIEW CARGO DOOR (EXTERIOR VIEW)
Figure 22 Cargo Door & Counterbalance

DOORS B737-300/400/500
FIXED INTERIOR
52-50
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
decompression 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
numeric keypad.
The door latch solenoid controls the electric strike.
FRA US/T-4 GiM 05.01.2006 Page 46

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

P8 PANEL INDICATION LIGHTS DOOR SWITCH
STAB TRIM FLT DK DOOR

AUTO
UNLKD DENY
OVRD LOCK
FAIL
AUTO
NORM UNLK
COCKPIT CONTROL PANEL SWITCH/LIGHT MODULE
Figure 23 Component Location (1)

FRA US/T-4 GiM 05.01.2006 Page 47
DOORS B737-300/400/500
FIXED INTERIOR
52-50
FLIGHT COMPARTMENT DOOR

General A removable cover on the chime module allows access to two switches that
The flight compartment door consists of two decompression blowout panels, a must be pressed to program the various time delays and items of the access
lock assembly, and a deadbolt. system.
The door opens about a piano hinge mounted on the flight compartment The programmable items are the Access Time Delay, the Deny Time Delay,
partition. The hinge is attached to the partition with screws. Time of Continuous Chime, the Doorbell enable, and Access Code.
An Observ−O−Scope in the door allows flight crew members to see into the Maintenance Tip
passenger compartment.
A guarded power cut off switch is installed on the chime module to allow
The door has blowout panels installed that will open forwardin the event of a normal maintenance and preflight access to the flight compartment when the
decompression in the control cabin. airplane has electrical power.
Electric Strike When the switch is in the Up (guard extended) position, power is removed from
the chime module and strike solenoid, which unlocks the door.
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
pressure.
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.
Chime Module
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.
FRA US/T-4 GiM 05.01.2006 Page 48

DOORS B737-300/400/500
FIXED INTERIOR
52-50
DEADBOLT
1 2
3 4
UPPER PRESSURE 5 ENT
RELEASE LATCH
CHIME MODULE UPPER DECOMPRESSION

KEYPAD
PANEL
DOORJAMB
FLIGHT
COMPARTMENT
DOOR LATCH
LOWER DECOMPRESSION
PANEL
ELECTRIC
STRIKE
LOWER PRESSURE ASSEMBLY

RELEASE LATCH
FWD
FWD
FLIGHT COMPARTMENT DOOR (INSIDE VIEW) FLIGHT COMPARTMENT DOOR(OUTSIDE VIEW)

Figure 24 Flight Deck Door
FRA US/T-4 GiM 05.01.2006 Page 49
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
The three position rotary switch is located in the cockpit control panel manually unlocking the door overriding the automatic unlock by placing the
switch/light module, P8−47 in the P8 panel. three 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
unlocks 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
switch/light module, P8−47 in the P8 panel. available:
The lights consist of AUTO UNLK and LOCK FAIL Program the Access Code
The AUTO UNLK light indicats that a correct keypad code has been entered 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 Ignore keypad inputs made before the program button was pushed.
position and the solenoid is not in the locked position. Retain the access, time delay and doorbell enable codes before the
program button was pushed.
Operation / Functional Description
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
compartment 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 TASK 52−51−00−902−001−B00
after the Access Time Delay expires.
To program the Time Delays and DOOR BELL Enable see:
TASK 52−51−00−902−003−B00
FRA US/T-4 GiM 05.01.2006 Page 50

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
MD&T 5 ENT
LOCK FAIL
M2536 KEYPAD
AUTO UNLK M2537 CHIME

MODULE
P8−47 STAB TRIM AND CAB LOCK DOOR POST ASSEMBLY

MODULE
P8
Figure 25 Flight Compartment Door Lock Schematic
FRA US/T-4 GiM 05.01.2006 Page 51
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
microswitches. The circuit is such that both doors must be latched in order to
extinguish the warning light. The other warning lights are activated by sensors
operated by each individual door. The control cards for the sensors are located
in the Miscellaneous Switching Module.
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 FWD FWD FWD
ENTRY CARGO SERVICE
AFT AFT AFT
ENTRY EQUIP CARGO SERVICE
AFT ENTRY
DOOR SENSOR
P5−20 DOOR WARNING MODULE
FORWARD CARGO
AFT CARGO COMPARTMENT
COMPARTMENT DOOR SENSOR
DOOR SENSOR
FORWARD SERVICE
DOOR SENSOR
FORWARD ENTRY
DOOR SENSOR FORWARD ACCESS
DOOR SWITCH
ELECTRONIC ACCESS
DOOR SWITCH
DOOR LATCH
FITTING
E1−RACK E3−RACK
TARGET
MASTER FIRE
SENSOR CAUTION WARN
PUSH TO RESET BELL CUTOUT
COVER ANTI−ICE ENG

FWD
HYD OVERHEAD
DOORS AIR COND

E2−RACK
MISCELLANEOUS SWITCHING MODULE DOOR SENSOR (TYPICAL) SYSTEM ANNUNCIATOR LIGHTS

Figure 26 Door Unlock Indication
DOORS B737-300/400/500
DOOR WARNING
52-70

FRA US/F sp/br 14.7.95 Page 54

DOORS B737-300/400/500
DOOR WARNING
52-70
28V DC
BUS NO. 2 (TYP)
DC DOOR FWD ENTRY
WARNING (TYP) DOOR SENSOR
A1 (6 PLACES)
FWD DC 1
ENTRY
AFT
ENTRY
A2 DOOR
SENSOR
AFT
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
COMPT
A7 2 DOOR
K2 SENSOR
AFT
CARGO
M278 MISCELLANEOUS SWITCHING MODULE
EQUIP
MASTER
CAUTION (MC) DC DC
POWER
NO 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 27 Door Warning System Schematic
FRA US/F sp/br 14.7.95 Page 55
WINDOWS B737-300/400/500
FLIGHT COMPARTMENT
56-10
ATA 56 WINDOWS
56−10 FLIGHT COMPARTMENT
FLIGHT COMPARTMENT WINDOWS
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,
There are ten windows symmetrically located around the flight compartment.
Windows No. 1, 3, 4 and 5 are fixed in place. Window No. 2 is a sliding
window, mounted on tracks, to permit ventilation and communication on the
ground.

WINDOWS B737-300/400/500
FLIGHT COMPARTMENT
56-10
NO. 4 NO. 4
NO. 5 NO. 5
NO. 1 NO. 1
NO. 2
NO. 2
NO. 3 NO. 3
LEFT WINDOWS RIGHT WINDOWS

FWD
Figure 28 Flight Compartment Windows

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

The construction of control cabin windows No. 1 and No. 2 consists of a glass The sealants that are used on the windows prevent moisture penetration, water
pane laminated to each side of a polyvinyl butyral (vinyl) interlayer or core. The entrapment, and provide aerodynamic flushness of the outer windowpane with
inner glass pane is the thicker of the two and is the primary load carrying the window frame.
member. The vinyl interlayer acts as the “fail−safe” load carrying member and
prevents 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
window edges between the vinyl interlayer and each glass pane. This is to
prevent edge chipping of the glass under conditions of differential expansion
and contraction. 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
separated 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
equalize 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
laminated to the inboard surface of the inner pane. A cast acrylic sheet 15
laminated to the additional vinyl layer. These additional layers prevent glass
from scattering throughout the cabin in the event of bird impact. The additional
layers 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 prevent edge chipping of the glass under conditions of differential
expansion and contraction.
The window seals which are used on the flight compartment windows consist of
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
leakage around the windows when the airplane is pressurized.
FRA UST/4 GiM 05.06.2001 Page 58

WINDOWS B737-300/400/500
FLIGHT COMPARTMENT
56-10
TYPICAL CROSS MATERIAL

SECTION
CAST ACRYLIC
VINYL
GLASS
4 CONDUCTIVE
VINYL COATING
GLASS
OUTSIDE
GLASS
CONDUCTIVE
5 VINYL COATING
GLASS
OUTSIDE
GLASS
VINYL
CONDUCTIVE
3 COATING
GLASS
OUTSIDE
GLASS
1
VINYL
CONDUCTIVE
GLASS COATING
OUTSIDE
GLASS
2 VINYL
CONDUCTIVE
GLASS COATING
OUTSIDE
Figure 29 Flight Compartment Windows Construction (Config.1)

FRA UST/4 GiM 05.06.2001 Page 59
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
effective 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
INSPECTION 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
FWD IDLER CAM
INBD
UPPER TRACK
LOCKPLATE
UPPER CAMSHAFT
LOWER CAM
FWD ROLLER
GUARD
LOWER
CAMSHAFT
WINDOW OPEN LOCK
EXTERNAL
ACCESS
DOOR
AFT ROLLER
EXTERNAL LOWER TRACK OPEN LOCK
HANDLE RELEASE RELEASE ROD
EXTERNAL RELEASE HANDLE (RH ONLY)
Figure 30 Right Window No. 2

WINDOWS B737-300/400/500
PASSENGER COMPARTMENT
56-20
56-20 PASSENGER CABIN WINDOWS

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
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
carries the pressurization load; this can cause structural deterioration.

WINDOWS B737-300/400/500
PASSENGER COMPARTMENT
56-20
PASSENGER
WINDOW FRAME
OUTER
WINDOWPANE
SEAL ALIGNMENT
TAB (6 LOCATIONS)
MIDDLE
WINDOWPANE
WINDOW RETAINING CLIP INNER

MIDDLE PANE PANE
(10 LOCATIONS)
COMBINED
SEAL/SPACER OUTER PANE
BREATHER
HOLE
CLIP ADJUSTING SCREW

(10 LOCATIONS)
PASSENGER WINDOW
ENTRY DOOR WINDOW

Figure 31 Passenger Cabin Window
WINDOWS B737-300/400/500
INSPECTION AND OBSERVATION
56-40
56−40 INSPECTION AND OBSERVATION

INSPECTION WINDOWS
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.
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 aluminum
alloy viewer tube assembly which is attached to the wing center section
pressure web structure.
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
INSPECTION AND OBSERVATION
56-40
VIEWER COVER
FLOOR PANEL
VIEWER WINDOW
MIRROR
VIEWER TUBE
BOTTOM PLATE
REMOVABLE FLOOR PANEL
VIEWER COVER
WINDOW
MAIN GEAR DOWNLOCK VIEWER
CONTROL CABIN
FLOOR STRUCTURE
UPPER TUBE
LOWER TUBE
WINDOW
NOSE WHEEL WELL

UPPER STRUCTURE
NOSE GEAR DOWNLOCK VIEWER
Figure 32 Inspection Windows Location
CCM NAME
TABLE OF CONTENTS
ATA 52 - 57 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 25−60 EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
DOOR MOUNTED ESCAPE SLIDES . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
LOWER NOSE COMPARTMENT ACCESS DOOR . . . . . . . . . . . . . . . 30
ELECTRONIC EQUIPMENT COMPARTMENT ACCESS DOOR . . . 32
ATA 53 FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . 2
52−20 EMERGENCY EXIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
53−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 EMERGENCY EXIT HATCH OPERATION . . . . . . . . . . . . . . . . . . . . . . . 36
FUSELAGE GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 2 EMERGENCY EXIT HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
ATA 51 STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 CARGO DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 52−30 CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
57-00 WINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 CARGO COMPARTMENT DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 CARGO DOOR WITH COUNTERBALANCE ASSEMBL. . . . . . . . . . . 44
52−50 CONTROL CABIN DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
ATA 54 ENGINE NACELLES / PYLONS . . . . . . . . 10 FLIGHT COMPARTMENT DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
FLIGHT COMPARTMENT DOOR LOCK SYSTEM . . . . . . . . . . . . . . . . 50
54−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
52−70 DOOR WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
DOOR UNLOCK INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
ATA 55 STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . 12
55−10 HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 ATA 56 WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
56−10 FLIGHT COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
55−30 VERTICAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FLIGHT COMPARTMENT WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . 56
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FLIGHT COMPARTMENT WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . 58
WINDOWS NO. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ATA 52 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 56-20 PASSENGER CABIN WINDOWS . . . . . . . . . . . . . . . . . . . . . . 62
FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
52−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 56−40 INSPECTION AND OBSERVATION . . . . . . . . . . . . . . . . . . . . 64
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 INSPECTION WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
52−10 PASSENGER / CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ENTRY DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ENTRY/GALLEY DOOR MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . 22
HANDLE MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
UPPER HINGE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Page i
CCM NAME
TABLE OF FIGURES
Figure 1 Body Station Diagram B737-300 . . . . . . . . . . . . . . . . . . . . 3
Figure 2 Reference Planes and Lines . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 3 Typical Basic Fuselage Structure . . . . . . . . . . . . . . . . . . . . 7
Figure 4 Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 5 Engine Nacelle / Pylon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 6 Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 7 Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 8 Door Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 9 Entry Door operating from outside Airplane . . . . . . . . . . . 19
Figure 10 Entry Door operating from inside Airplane . . . . . . . . . . . 21
Figure 11 Entry Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Figure 12 Entry Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 13 Entry Door Hinges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure 14 Door Mounted Escape Slide . . . . . . . . . . . . . . . . . . . . . . . 29
Figure 15 Lower Nose Compartment Access Door . . . . . . . . . . . . . 31
Figure 16 Electronic Equipment Compartment Access Door . . . . . 33
Figure 17 Electronic Equipment Compartment Access Door Operation . . . .
35
Figure 18 Emergency Hatch Operation . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 19 Emergency Hatch Component Locations . . . . . . . . . . . . 39
Figure 20 Cargo Compartment Door Operation . . . . . . . . . . . . . . . . 41
Figure 21 Cargo Comp. Doors with Uplatch . . . . . . . . . . . . . . . . . . . 43
Figure 22 Cargo Door & Counterbalance . . . . . . . . . . . . . . . . . . . . . 45
Figure 23 Component Location (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Figure 24 Flight Deck Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Figure 25 Flight Compartment Door Lock Schematic . . . . . . . . . . . 51
Figure 26 Door Unlock Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 27 Door Warning System Schematic . . . . . . . . . . . . . . . . . . . 55
Figure 28 Flight Compartment Windows . . . . . . . . . . . . . . . . . . . . . . 57
Figure 29 Flight Compartment Windows Construction (Config.1) . 59
Figure 30 Right Window No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 31 Passenger Cabin Window . . . . . . . . . . . . . . . . . . . . . . . . . 63
Figure 32 Inspection Windows Location . . . . . . . . . . . . . . . . . . . . . . 65
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B737 300/400/500 Boeing: Structures

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ATA 51−57 Author: GiM

Revision Identification: For training purposes and internal use only.

Lufthansa Technical Training

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FRA US/T-4 RoU 05.01.2005 Page 1

FRA US/T-4 GiM 21.12.2005 Page 2

20 INCH USUAL SPACING

BS 178 up to 1016 = Pressurized Area

Figure 1 Body Station Diagram B737-300

Left Buttock Line

FRA US/T4 GiM 22.12. 2005 Page 4

FIN STA 0.00

BWL 306.50 WL 306.5

BWL 208.10 (BRP)

Figure 2 Reference Planes and Lines

FRA US/T4 GiM 22.12. 2005 Page 6

Figure 3 Typical Basic Fuselage Structure

WING RIBS CENTER WING BOX

FRA US/T4 GiM 23.12.2005 Page 8

WS WING ROOT RIB

OUTB FLAP TRACK

ATA 54 ENGINE NACELLES / PYLONS

and strut lower spar.

FRA US/T4 GiM 03.01.2005 Page 10

STRUT (PYLON) WING

INLET COWL THRUST REVERSER

FUSE PIN (2)

Figure 5 Engine Nacelle / Pylon

A plane perpendicular to the elevator hinge centerline measured from the

FRA US/T4 GiM 03.01.2006 Page 12

LE STA 0 LE STA 69,93

STAB REAR SPAR

55−30 VERTICAL STABILIZER

FRA US/T4 GiM 03.01.2006 Page 14

LEADING EDGE RUDDER

BODY CROWN LINE

VERTICAL STABILIZER VERTICAL STABILIZER STATION

Figure 7 Vertical Stabilizer

General Component Locations

FRA US/T4 GiM 03.01.2006 Page 16

Figure 8 Door Locations

52−10 PASSENGER / CREW

GALLEY SERVICE DOOR

HAM US/E sp/br 14.7.95 Page 18

1. PULL HANDLE 2. ROTATE HANDLE CLOCKWISE

3. SWING DOOR IN COCKED POSITION 4. PUSH DOOR TO FULL OPEN

THIS PAGE INTENTIONALLY LEFT BLANK

HAM US/E sp/br 14.7.95 Page 20

ENTRY AND GALLEY DOORS

Figure 10 Entry Door operating from inside Airplane

ENTRY/GALLEY DOOR MECHANISM

FRA US/T4 GiM 04.01.2006 Page 22

TOP GATE ADJUSTABLE

LATCH ROD LATCH

UPPER HINGE LATCH AND STOP ASSEMBLY

Figure 11 Entry Door Mechanism

FRA US/T4 GiM 04.01.2006 Page 24

CONTROL ROD OUTSIDE HANDLE

PATH OF DOOR PATH OF LATCH CRANK

NOTE: THE CAM IS SHOWN IN THE CAM PLATE

UPPER HINGE ASSEMBLY

A yellow pushbutton on the upper hinge guide arm