Ata-38 Water & Waste: Training Manual Boeing 747-400

k engineering & maintenance
Training E & M
Boeing 747-400
Training manual
ATA-38 WATER & WASTE
Config: ALL
Training E & M
Boeing 747-400
Training manual
NOTES:
Config: ALL
Training E & M
WATER AND WASTE Boeing 747-400
Aircraft and Powerplant
WATER AND WASTE .................................................................... 4 POTABLE WATER QUANTITY INDICATORS .............................. 50

POTABLE WATER ......................................................................... 6 WATER QUANTITY INDICATING CIRCUIT .................................. 52
POTABLE WATER SYSTEM ......................................................... 8 WATER SYSTEM SHUTOFF VALVES.......................................... 54
WATER TANKS ............................................................................. 10 WATER SYSTEM SHUTOFF VALVE CIRCUIT ............................ 56
POTABLE WATER SERVICING .................................................... 12 LAVATORY WATER SYSTEM ...................................................... 58
POTABLE WATER SERVICING SYSTEM .................................... 14 LAVATORY WATER COMPONENTS ........................................... 60
WATER SERVICE PANEL ............................................................. 16 LAVATORY WATER SHUTOFF VALVE........................................ 62
FILL AND OVERFLOW VALVE ..................................................... 18 LAVATORY WATER HEADER ...................................................... 64
FORWARD WATER DRAIN VALVE .............................................. 20 LAVATORY WATER HEATER ...................................................... 66
WATER DRAIN PANEL ................................................................. 22 LAVATORY WATER HEATER CIRCUIT ....................................... 68
AFT WATER DRAIN VALVE .......................................................... 24 LAVATORY WASH BASIN AND FAUCETS .................................. 70
POTABLE WATER PRESSURIZATION SYSTEM ........................ 26 LAVATORY MUFFLER .................................................................. 72
POTABLE WATER PRESSURIZATION SYSTEM DRAIN MASTS ............................................................................... 74
COMPONENTS......................................................................... 28 POTABLE WATER AND WATER WASTE SUMMARY ................. 76
AIR COMPRESSOR ...................................................................... 30 TOILET WASTE SYSTEM ............................................................. 78
AIR COMPRESSOR PRESSURE SWITCH .................................. 32 TOILET WASTE SYSTEM COMPONENTS AND OPERATION .... 80
POTABLE WATER PRESSURIZATION SYSTEM CIRCUIT ......... 34 TOILET SHROUD .......................................................................... 82
AIR COMPRESSOR INTERLOCK SWITCH .................................. 36 FLUSH SWITCH ............................................................................ 84
AIR COMPRESSOR INLET FILTER .............................................. 38 TOILET ASSEMBLY ...................................................................... 86
PRESSURIZATION SYSTEM FILTER ........................................... 40 FLUSH CONTROL UNIT................................................................ 88
PRESSURIZATION SYSTEM CHECK VALVES ........................... 42 RINSE WATER VALVE, ANTI-SIPHON VALVE AND RINSE WA-
PRESSURE RELIEF VALVE ......................................................... 44 TER HEADER .......................................................................... 90
WATER QUANTITY INDICATION ................................................. 46 FLUSH VALVE ............................................................................... 92
WATER QUANTITY TRANSMITTER AND PROBE ...................... 48
Config: ALL ATA 38-00

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TOILET FLUSH CONTROL CIRCUIT - NORMAL CYCLE ............ 94 WASTE TANK LEVEL SENSING................................................... 112
TOILET FLUSH CONTROL CIRCUIT - JAM CYCLE..................... 96 WASTE TANK FULL INDICATIONS .............................................. 114
WASTE TANKS ............................................................................. 98 WASTE TANK LEVEL SENSING CIRCUIT ................................... 116
TOILET DRAIN LINES ................................................................... 100 WASTE TANK QUANTITY INDICATION ....................................... 118
WASTE LINE COUPLING ASSEMBLY ......................................... 102 WASTE SERVICE PANEL ............................................................. 120
LIQUID SEPARATOR .................................................................... 104 WASTE DRAIN FITTING AND CAP .............................................. 122
VACUUM BLOWER ....................................................................... 106 WASTE SERVICE PANEL LIGHTS ............................................... 124
ALTITUDE PRESSURE SWITCH .................................................. 108 WASTE SERVICE PANEL LIGHTS CIRCUIT ............................... 126
VACUUM BLOWER CIRCUIT ........................................................ 110 TOILET WASTE SYSTEM SUMMARY .......................................... 130

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WATER AND WASTE
The water and waste system provides potable water for the crew
and passenger use and waste drainage from galleys and toilets.
The system consists of:
- Potable water and water waste: storage, pressurization, quantity

indication, distribution, servicing and waste water drainage
- Waste disposal: collection and servicing.
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POTABLE WATER
The potable water is used for drinking, galley purposes, washing and
toilet rinsing.
Four water tanks, located in the aft end of the forward cargo
compartment provide water supply to the galleys and lavatories
through the distribution lines. The tanks are pressurized by air.
Water quantity indication is on the service panel and in the

passenger cabin at the purser's station.
The forward and aft water shutoff valves are installed in the
distribution lines. The valves are controlled by switches at the
pursers station.
Water is drained overboard from the galleys and lavatories through

the drain masts.
Servicing of the water system is from the water service and drain
panels.
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POTABLE WATER SYSTEM
The potable water system provides supply of water to the galleys

and lavatories.
Water is stored in four tanks and delivered to the galleys and

lavatories in the forward and aft passenger cabin and on the upper
deck. Waste water from the galleys and lavatory sinks is drained
overboard through three drain masts.
Forward and aft shutoff valves are installed in the distribution lines.
These valves are electrically operated.
The water tanks are pressurized from the pneumatic manifold or by

an electrically operated compressor when the manifold pressure is
low. The compressor operates automatically and is controlled by a
pressure switch which senses air pressure in the pneumatic line. Air
supply to the tanks is filtered and a pressure relief valve protects the
pressurization system. Water quantity is sensed by a capacitance
probe. Quantity indicators are on the water service panel and at the
purser's station in the passenger cabin.
Servicing of the system is from the water service panel. The tanks
are filled through the fill and overflow valve to a preselected level.
The water system can be drained through drain valves on the water
service and drain panels.
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WATER TANKS
Potable water is stored in four fiberglass tanks located at the aft end
of the forward cargo compartment. Each tank has a volumetric
capacity of 110 US gallons and is serviced to 107 US gallons.
Located above the tanks are the water system pressurization

components and fill and overflow valve. At the base of the tanks are
the water distribution and drain components. The water quantity
probe is adjacent to the second from left tank.
The tanks are attached to the front spar of the wing center section
by support channels connected to the mounting rings on the tanks.
Prior to removal of the water tank, the air compressor must be

disabled and the water system depressurized and drained by
opening the drain valve, fill and overflow valve.
WARNING: THE PNEUMATIC MANIFOLD MUST BE

DEPRESSURIZED. HIGH PRESSURE/TEMPERATURE
AIR CAN BE DANGEROUS TO PERSONNEL.
Access to the tanks is by removing the fabric partition at the aft end
of the forward cargo compartment.
The tank is removed by disconnecting the pneumatic and water lines

and support channels from the tank mounting ring.
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POTABLE WATER SERVICING
The potable water system is serviced from the water service panel.
The panel is located under the airplane, forward of the air
conditioning system access doors.
The water system is drained from the water service panel and from
the water drain panel. The drain panel is located under the fuselage
aft of the main wheel well.
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POTABLE WATER SERVICING SYSTEM
The potable water servicing system consists of the quantity

preselect switch, quantity control unit, quantity transmitter, fill and
overflow valve, fill and overflow valve actuator and fill and overflow
lines.
To service the system, the preselect switch, located at the water

service panel, is set to the desired potable water quantity. The
potable water is serviced through the open fill and overflow valve.
When the potable water quantity in the tanks equals or exceeds the
selected quantity, the quantity control unit energizes the fill and
overflow actuator. The actuator closes the fill and overflow valve.
Excess water drains from the overflow line to the outside.
If the airplane electrical system is not powered, the tanks are filled to
their maximum quantity. When the tanks are full, water drains from
the tanks through the overflow line. This prevents overfilling of the
tanks.
The tanks can be drained through the drain valves. To drain the
water distribution system the forward and aft isolation valves must
be open.
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WATER SERVICE PANEL
General Potable Water Drainage
The water service panel is for servicing and draining of the potable The water tanks and lines can be drained by connecting a drain
water system. The panel door is hinged at the front and held closed hose to the drain port and rotating the drain valve handle clockwise
by six latches. Inside the panel recess are the servicing and drain to the open position.
components consisting of a fill and overflow valve handle, fill fitting,
drain port, drain valve handle, quantity indicator quantity preselector NOTE: Insure that the isolation valves are open to drain the water
switch and air compressor interlock switch. On the door is an system lines. Drain valves in the galleys may require to be opened
interference bracket for the valve handles to prevent panel closure prior to water system lines drainage.
with valves open.
The drain valve and fill and overflow valve handles must be in the
closed position to allow door closure.
Potable Water Servicing
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An external potable water supply is connected to the fill fitting and

the fill and overflow valve handle is pulled to the fill position. The
preselect switch is set to the required water when the tanks are filled
to the preselected quantity, the fill and overflow valve is
automatically closed retracting the valve handle. Excess water will
flow from the drain port.
The fill and overflow valve handle must be in the closed position to
allow door closure.
NOTE: Potable water tank servicing must be discontinued

immediately when the tank is full.

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FILL AND OVERFLOW VALVE
The fill and overflow valve is for filling the water tanks and to provide
an overfill protection. The valve is located above the water tanks. It
is opened by a teleflex cable from a T-handle on the water service
panel. It is closed manually by the T-handle or automatically by the
actuator on the right side. When the valve is opened, the two fill lines
and the two overflow lines are connected. When the valve is closed,
the fill and overflow lines are connected, isolating the service panel
connections from the water tanks.
Prior to removal of the valve, the actuator must be disabled. The air
compressor must be disabled and the fill and overflow valve opened
to depressurize the water system.

The valve is removed by disconnecting the two fill lines and two
overflow lines. After removing the clevis pin from the cable and
actuator linkage connection, the valve can be removed.
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FORWARD WATER DRAIN VALVE
General
The forward drain valve is for drainage of the water tanks and water
lines from the forward galleys and lavatories. The valve is located in
the fuselage above the water service panel and below the water
tanks. Access is from the forward cargo compartment. The valve is
opened or closed by a shaft from a handle on the water service
panel.
Maintenance Practices
Prior to removal of the forward drain valve, the air compressor must
be disabled and the water system drained and depressurized by
opening the aft drain valve and the fill and overflow valve.
The valve is removed by disconnecting the water lines. After

removing the adapter bolt, the valve can be pulled away from the
handle shaft.
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WATER DRAIN PANEL
General
The water drain panel is for drainage of the aft portion of the potable
water system. The panel door is hinged at the front and held closed
by four latches. Inside the panel recess are the drain valve handle
and drain port. On the door is an interference bracket for the drain
valve handle which prevents panel closure with the valve open.
Potable Water Drainage
The water lines can be drained by connecting a drain hose to the

drain port and rotating the drain valve handle clockwise to the open
position.
Prior to closing of the door, the drain valve handle must be in the
closed position to allow door closure.
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AFT WATER DRAIN VALVE
General
The aft water drain valve is for drainage of the water system lines
from aft galleys and lavatories. The valve is located in the fuselage
above the water drain panel. It is opened or closed by a shaft from a
handle on the aft drain panel.
Prior to removal of the aft drain valve, the air compressor must be
disabled and the water system drained and depressurized by
opening the forward drain valve and the fill and overflow valve.
Access to the valve is by removing a floor panel halfway between

the cargo door and forward bulkhead in the aft cargo compartment.
The valve is removed by disconnecting the water and drain lines.
After removing the adapter bolt, the valve can be pulled away from
the handle shaft.
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POTABLE WATER PRESSURIZATION SYSTEM
The potable water system is pressurized to provide pressure in the

water tanks for water flow to the galleys and lavatories.
The potable water pressurization system utilizes air supplied from

the pneumatic manifold or from an electrically operated compressor.
Air passes through filters, check valves and a pressure relief valve
prior to entering the water tanks.
The air compressor operates automatically and is controlled by a

pressure switch sensing low air pressure in the pneumatic lines to
the tanks. An interlock switch on the water service panel prevents
compressor operation during water system servicing.
Prior to performing maintenance on the pressurization system

components, the air compressor must be disabled and the water
system depressurized by opening the fill and overflow valve on the
water service panel.
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POTABLE WATER PRESSURIZATION SYSTEM COMPONENTS
The pressurization components are located above the water tanks.
The potable water pressurization system components consist of an

electrically operated air compressor with an inlet filter, pneumatic
supply filter, check valve, unloader check valve, and a pressure
relief valve in the air supply lines. A pressure switch for compressor
control is in the air distribution line to the tanks.
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AIR COMPRESSOR
General
An electrically operated air compressor provides air supply for the

water system pressurization during absence of normal air supply
from the pneumatic manifold. The compressor is located above the
left water tank and is attached to a plate by four shockmounts. The
plate is attached to the center wing front spar. It operates
automatically and is controlled by a pressure switch in the air
distribution line.
Prior to removal, the compressor must be disabled and the water

system depressurized by opening the fill and overflow valve.

The disconnects on the compressor are the inlet and outlet air lines
and two electrical connectors. The compressor is removed by
disconnecting theshockmount attachments from the mounting plate.
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AIR COMPRESSOR PRESSURE SWITCH
General
The air compressor pressure switch senses the water system

distribution pressure and controls the operation of the compressor.
The switch is located in the air distribution line to the water tanks.
The switch operates at 30 to 39 psig.
Prior to removal of the switch the air compressor must be disabled

and the water system depressurized by opening the fill and overflow
valve.
The switch is removed after disconnecting the electrical connector.
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POTABLE WATER PRESSURIZATION SYSTEM CIRCUIT
The potable water pressurization system air compressor operation is

controlled by a pressure switch.
When the air pressure in the distribution line to the tank decreases
to 30 psig, relay R859 energizes and the compressor operates.
When the pressure increases to 39 psig, the compressor stops.
The compressor operation is inhibited during water system servicing

by an interlock switch on the water service panel.
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AIR COMPRESSOR INTERLOCK SWITCH
The interlock switch prevents the operation of the air compressor

during servicing of the water system. The switch is a magnetic reed
type located at the front of the water service panel.
The switch is operated by a magnet attached to the water service

panel door. When the door is opened, the magnet moves away from
the switch and the switch opens the electrical circuit to the
compressor.
NOTE: During maintenance of the water pressurization system

components, the air compressor must be disabled by keeping the
water service panel door in the open position.
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AIR COMPRESSOR INLET FILTER
General
The air compressor inlet filter ensures clean air supply to the
compressor. The filter is located below the mounting plate of the
compressor and consists of a disposable element in a housing which
is attached to the compressor air inlet line.
Prior to removal of the filter the air compressor must be disabled and
the water system depressurized by opening the fill and overflow
valve.
The filter is changed by unscrewing it from the air inlet line.
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PRESSURIZATION SYSTEM FILTER
General
The pressurization system filter ensures clean air supply from the
pneumatic manifold to the water tanks. The filter is located in the air
supply line above the water tanks and is attached to the center wing
structure. It consists of a 10 micron disposable element housed in a
bowl.
Prior to removal of the filter the air compressor must be disabled and
the water system depressurized by opening the fill and overflow
valve.

The filter is changed by unscrewing the bowl.
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PRESSURIZATION SYSTEM CHECK VALVES
General Maintenance Practices
A check valve in the pneumatic line and an unloader check valve in Prior to removal of the check valves the air compressor must be
the air compressor line prevent water from entering the pneumatic disabled and the water system depressurized by opening the fill and
manifold and the air compressor. The check valves are located in overflow valve.
the air supply lines above the water tanks.
The unloader check valve in the air compressor line will release the DEPRESSURIZED. HIGH PRESSURE/TEMPERATURE
pressure in its input line when the air compressor is not running. AIR CAN BE DANGEROUS TO PERSONNEL.
A T-fitting is located at the output of the unloader check valve. One The check valves are removed by disconnecting from the air lines
port on the fitting is capped. This port may be used during and either the filter or T-fitting. O-ring seals are installed between the
maintenance for pressurizing the water system or installing a direct check valves and either the filter or T-fitting. O-ring seals are also
reading pressure gauge. installed between the check valves and compression fitting adaptors.
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Compression fitting adaptors connect the check valve/filter and

unloader check valve/T-fitting assemblies to the air lines.

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PRESSURE RELIEF VALVE
General
A pressure relief valve is for over pressure protection of the water

pressurization system. The valve is located in the air supply line
above the water tanks and is set to relieve at 60 psi.
Prior to removal of the pressure relief valve, the air compressor must
be disabled and the water system depressurized by opening the fill
and overflow valve.

The pressure relief valve is removed by unscrewing it from the tee

fitting.
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WATER QUANTITY INDICATION
The water quantity indication and fill control system is used to

service the water tanks and provide water quantity display for the
cabin crew.
The system consists of a capacitance probe and transmitter and

quantity control unit located adjacent to the water tanks. An electric
powered actuator is connected to the fill and overflow valve. A
quantity indicator and a quantity preselector switch are located at the
water service panel. The cabin water quantity indicator is located at
the purser's station.
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WATER QUANTITY TRANSMITTER AND PROBE
The water quantity transmitter and probe measures the water Prior to removal of the probe, the air compressor must be disabled
quantity in the tanks. A variable capacitor probe is enclosed in a and the water system drained and depressurized by opening the
standpipe. The transmitter is mounted at the top of the standpipe. A forward drain valve and the fill and overflow valve.
water line from the distribution lines at the bottom of the tanks is
connected to the bottom of the probe. The top of the probe is vented WARNING: THE PNEUMATIC MANIFOLD MUST BE
to the tanks. This ensures that the water level in the probe is the DEPRESSURIZED. HIGH PRESSURE/TEMPERATURE
same as in the tanks. AIR CAN BE DANGEROUS TO PERSONNEL.
A change of water level changes the capacitance of the probe. The The probe is removed after disconnecting the water line, pneumatic
capacitance is converted to voltage by the transmitter and supplied line and electrical connector.
to the quantity indicators and quantity control unit.
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The quantity control unit compares the water quantity to the selected
water quantity from the preselector switch. When the water quantity
is equal to or greater than the selected water quantity, the quantity
control unit supplies power to the fill and overflow valve actuator,
causing the actuator to close the fill and overflow valve.

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POTABLE WATER QUANTITY INDICATORS
A water quantity indicator is located at the purser's station. A water

quantity indicator and a preselect switch are located at the water
service panel.
The indicator located at the purser's station, provides water quantity

indication during normal operation. The indicator is a horizontal light
bar composed of 32 vertical liquid crystal display (LCD). The
indicator is calibrated from empty to full in 1/8 quantity increments.
Quantity is indicated by display of the corresponding LCDs.
The water quantity preselect switch is a ten position switch. The

switch positions, OFF, E (empty) and F (full) are in 1/8th intervals to
determine the maximum water quantity during servicing. The
quantity indicator located on the water service panel provides water
quantity indication during servicing of the water system. The fill and
overflow valve is closed automatically when the water quantity
reaches the preselected water quantity.
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WASTE QUANTITY
(GREEN) (YELLOW) (RED)
OFF
R AFT
R FWD
L FWD
L AFT
HO
2 QTY
% FULL
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WATER QUANTITY INDICATING CIRCUIT
The water quantity indicating and preselect circuit measures and

displays the level of the portable water in the tanks. During servicing
the fill and overflow valve is automatically closed when the water in
the tanks reaches a level equal to that selected on the preselector
switch.
The water quantity transmitter senses the capacitance which is

proportional to water quantity. A signal conditioner converts the
capacitance signal to an amplified voltage signal. The voltage signal
is sent to the indicator and to the quantity control unit. The signal at
the purser's station is converted to a digital display by 32 segment
LCD.
At the quantity control unit, the voltage is compared to a reference

voltage generated by the preselect switch position. When the input
voltage equals or exceeds the reference voltage, 28 volts dc power
is supplied to the fill and overflow valve actuator to close the
valve.The fill and overflow valve actuator is a 28 volts dc powered
rotary actuator. When power is applied, it rotates towards the valve
closed position only. The fill and overflow valve and actuator are
opened manually by the T-handle and teleflex cable.
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WATER SYSTEM SHUTOFF VALVES
General
Two electrically operated (28v dc) shutoff valves control the flow of
water through the distribution system. The forward shutoff valve
controls the flow of water to the forward cabin and upper deck. The
aft shutoff valve controls the flow of water to the aft cabin. The
purpose of the shutoff valves is to isolate the forward distribution
system from the aft distribution system if the water system is leaking.
The valves are controlled by switches located at the purser's station.
The valves are located in the distribution lines below the water tanks.
Prior to removal of a shutoff valve, the air compressor must be

disabled and the water system drained and depressurized.A valve is
removed by disconnecting the electrical connector and the water
lines and removing the mounting bolts.
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WASTEQUANTITY
(GREEN) (YELLOW) (RED)
RAFT OFF
RFWD
LFWD
LAFT
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WATER SYSTEM SHUTOFF VALVE CIRCUIT
The forward and aft shutoff valves are supplied with 28 volts dc from
DC bus 4.
The valves are normally open. To close a valve the appropriate

push-light switch is actuated. When the switch is actuated, a white
light in the switch is illuminated causing OFF to be highlighted.
The valves are 28v dc motor actuated. Open limit and close limit
switches open the circuit to the motor when the valve is either full
open or full closed.
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LAVATORY WATER SYSTEM
The lavatory water system provides water supply to the wash basin
and toilet.
Water from the tanks flows through a shutoff valve to the header
which acts as a water distribution point. From the header, water
flows to the toilet flushing system, water heater, mixture valve, water
cooler, drinking fountain and faucet. Waste water and overflow from
the sink is drained overboard through the drain mast. A muffler in the
drain line reduces the noise created by the airflow.
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LAVATORY WATER COMPONENTS
The lavatory water system consists of distribution lines, header,

shutoff valve, water heater, mixture valve, muffler, wash basin with
faucets and stopper and drain line. The distribution and drain
components are located under the sink and are accessible through a
cabinet door.
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LAVATORY WATER SHUTOFF VALVE
General
The valve is located at the base of the lavatory cabinet. The lavatory
water shutoff valve is for isolation of the lavatory water system from
the distribution system. It consists of a valve body, two water line
connections and a manually operated handle. The valve is open
when the handle is in line with the water lines.
Access to the valve is through the cabinet door. Prior to removal of

the valve, the air compressor must be disabled and the water
system depressurized by opening the fill and overflow valve.
NOTE: Sufficient water must be drained to permit removal of the

valve. It is not necessary to drain the entire water system.
The valve is removed by disconnecting the two water lines.
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LAVATORY WATER HEADER
General
The header is located at the base of the lavatory cabinet. It is a

distribution point for the lavatory water system and consists of a
metal sealed box with five water line connections. The water supply
line is connected to the header through the shutoff valve. From the
header, water is supplied to the toilet, heater, mixing valve and
faucet.
Access to the header is through the cabinet door. Prior to removal of

the header, the shutoff valve must be closed and faucets open. After
disconnecting five water lines, the header is removed with the
attachment plate.
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LAVATORY WATER HEATER
The water heater is located inside of the lavatory cabinet and is

secured by two attaching straps. It provides hot water for the
lavatory washbasin. The heater is a cylindrical tank with a capacity
of 3 pints (1.5 liter). Cold water from the header is supplied at the
bottom of the tank and hot water from the tank is supplied to the
mixture valve above the tank.
Inside the tank are three heating elements, each rated at 140 watts.
The cover at the top of the tank is removable for access to the
overheat reset switch. Located on the outside of the heater is a
heater switch, neon indicating light, electrical connector and a
pressure relief valve. The valve opens at 140 psi and resets at 130
psi.
When the water system is drained/depressurized, a pressure switch

in the heater removes electric power from the heating elements.
Power is automatically restored when the water heater tank is
pressurized. Access to the heater is through the cabinet door. Prior
to removal of the heater the shutoff valve must be closed and
faucets open. After disconnecting two water lines and electrical
connector, the heater is removed.
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LAVATORY WATER HEATER CIRCUIT
The lavatory water heater is supplied with 115 volts ac power (power
source dependent on lavatory location) through the ON position of
the heater switch and a normally closed overheat switch. The
indication of power supply is by a neon light.
The power to the heater elements is controlled automatically by a

cycling switch operating at water temperature of 125°F (52°C).
When the cycling switch fails and the water temperature increases to
195°F (91°C), the overheat switch opens. Power to the heater
elements is interrupted and the neon light is extinguished. The
overheat switch is reset manually at the top of the water heater.
A pressure switch is in series with the thermal cycling switch. This

switch interupts power to the heating elements whenever water
pressure is less than 5 psi. The purpose of the pressure switch is to
interupt power to the heating elements when the water has been
drained from the system.
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LAVATORY WASH BASIN AND FAUCETS
General
The lavatory wash basin is equipped with a hot and cold water valve
and a common mixing spigot. Each valve is hand operated,
self-closing type with a vent valve. The vent valve permits automatic
bleeding of air without opening of the valves. The wash basin
includes a stopper, spring-loaded to the closed position, to reduce
cabin pressure loss through the drain system. The water line
connections and the stopper actuating arm are located at the top of
the lavatory cabinet.
Access to water line connections and the stopper actuating arm is

through the cabinet door. Prior to removal of the faucet, the shutoff
valve must be closed and faucet opened. After disconnecting two
water lines and stopper actuating arm, the faucet assembly is
removed.
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LAVATORY MUFFLER
A muffler is installed in the lavatory washbasin overflow drain line.

The muffler suppresses the noise resulting from cabin air escaping
to the atmosphere through the open overflow drain to the drain mast.
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DRAIN MASTS
General Aft Drain Mast
The three drain masts (forward, mid and aft) are for waste water The aft drain mast is left of the bottom centerline and aft of the
drainage from the lavatory washbasins and galleys. Two drain lines number 5 passenger door. Access to the mast is through a floor
are in the forward and mid masts and one drain line is in the aft panel just left of the aft lavatories. After disconnecting a drain line
mast. The masts are electrically heated. and electrical connector, the mast is removed from the mounting
plate.
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Forward Drain Mast
The forward drain mast is located left of the bottom centerline in line
with the forward cargo door. An access panel is located adjacent to
the mast. Prior to removal of the mast, the mast heating system
must be disabled (ref. Ice and Rain Protection). After disconnecting
two drain lines and two electrical connectors, the mast is removed
from the mounting plate.
Mid Drain Mast
The mid drain mast is on the bottom centerline aft of the landing
gear doors. Access to the mast is through a floor panel in line with
the forward edge of cargo door and at thecenterline of the aft cargo
compartment. Mast removal is the same as for the forward mast.

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POTABLE WATER AND WATER WASTE SUMMARY
The potable water and water waste system store and distribute Water is distributed to the forward main deck and upper deck galleys
potable water to the lavatories and galleys. Waste (gray) water from and lavatories from the forward shutoff valve and to the aft main
the lavatory and galley sinks is drained overboard through the drain deck galleys and lavatories from the aft shutoff valve. In a lavatory it
masts. is routed from the lavatory shutoff valve and header to the toilet,
mixing valve and water heater. On lavatories equipped with drinking
The water is stored in four fiberglass tanks located at the aft end of fountains it is routed from the filter to both the drinking fountain and
the forward cargo bay. The tanks will hold 107 U.S. gallons each for faucet. Hot water from the heater is mixed with cold water at the
a total of 428 U.S. gallons. mixing valve and routed to the hot water tap.
The tanks are pressurized from the pneumatic manifold. An Servicing of the system is from the water service panel. The tanks
electrically powered air compressor backs-up the pneumatic system are filled to a preselected level through the fill and overflow valve.
in case of low system pressure. The compressor operates Potable water is drained through drain valves at the service and
automatically and is controlled by a pressure switch sensing air drain panels. The lavatory faucets do not have to be opened to drain
pressure in a pneumatic line. Normal system operating pressure is the system as they are self-venting.
30-39 psi. The air is filtered to prevent water contamination. The
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system is protected from overpressurization by a pressure relief
valve set to relieve at 60 psi.
Water quantity is measured using a quantity transmitter attached to

a capacitance probe located in a standpipe adjacent to the second
from left water tank. Quantity indicatorsare located at the water
service panel and in the passenger cabin.

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TOILET WASTE SYSTEM
Introduction
The toilet waste system uses a vacuum system to collect, transport

and store toilet waste.
General Locations
The toilet waste system has four waste tanks and associated
vacuum system components located in the bulk cargo compartment.
Lavatories are located on the main deck and upper deck passenger
cabins. In each lavatory there is a toilet, which is connected to one of
four waste tanks by lines.
The toilet system service panel is located on the centerline of the

airplane near the aft cargo compartment door.
The tank full status is indicated by tank INOP lights in the passenger
cabin.
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TOILET WASTE SYSTEM COMPONENTS AND OPERATION
The flushing cycle for a toilet is controlled by a flush control unit. The
unit controls the rinse water and flush valves. Waste and flushing
water from the toilets are transported through lines, to four waste
tanks.
The toilet system operates using a vacuum system. The vacuum

system uses differential cabin pressure or, alternatively, vacuum
blowers. The vacuum blowers operate automatically on the ground
and at altitudes below 16,000 (12,000 feet on descent). The vacuum
blowers are controlled by altitude pressure switches sensing
airplane altitude.
Waste tank capacity is sensed by level sensors in each tank. When

the sensors indicate that a waste tank is full, flushing is terminated at
the toilets connected to the full waste tank. Additionally, LAV INOP
lights will illuminate on an attendants panel in the passenger cabin to
indicate which lavatories are no longer useable. When one or both
sensors in a tank become fouled (dirty), the sensor control and logic
module sends this information to the central maintenance computer.
Servicing of the toilet waste system is performed through the waste

service panel by draining and rinsing the waste tanks. A wet
precharge can also be performed for each tank.
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TOILET SHROUD
General
The toilet shroud provides a decorative cover for the toilet bowl and
associated valves, plumbing and structure in each lavatory. The
shroud also acts as the toilet seat and lid. Access to several toilet
waste system components is by removing the shroud.
The toilet shroud is removed by moving a small lever at each bottom

corner to release it and then pulling the bottom up and out until the
top clears the support mounting.
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FLUSH SWITCH
The flush switch is located behind the flush handle on the lavatory
cabinet. It is activated whenever the flush handle is rotated. The
closing of the flush switch activates the flush control unit which starts
the flush sequence.
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TOILET ASSEMBLY
The toilet assembly consists of toilet waste system components

located in the lavatory beneath the toilet shroud. The toilet assembly
provides the means for collecting waste. The toilet assembly
includes the stainless steel toilet bowl, anti-siphon valve, rinse water
valve, flush control unit, the rinse water header, and flush valve. One
toilet assembly is located in each lavatory.
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FLUSH CONTROL UNIT
The flush control unit is located under the toilet shroud next to the
base of the toilet bowl. The unit controls the sequence and timing of
the flush cycle. It is activated by the flush switch and controls the
rinse water valve, flush valve and vacuum blower relay.
The three electrical connectors between the flush control unit and
toilet assembly are not interchangeable.
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RINSE WATER VALVE, ANTI-SIPHON VALVE AND RINSE

WATER HEADER
General Rinse Water Header
The rinse water valve controls the flushing water entering the toilet The rinse water header is around the top of the toilet bowl and acts
bowl through the anti-siphon valve and into the rinse water header. as a flushing ring. Access to the rinse water head is by removing the
toilet shroud. Water from the rinse valve enters the header and goes
through three nozzles to rinse the toilet bowl.
Rinse Water/Anti-Siphon Valve
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The rinse water valve is located under the toilet shroud and behind
the toilet bowl. The solenoid operated valve is normally closed. It is
controlled by the flush control unit. The valve opens to allow flushing
water to enter the rinse water header. The rinse valve opens one
second after the flushing switch is activated and remains open for
one second allowing six ounces of water to enter the rinse water
header.
The valve is located on top of the rinse water valve. The valve is
operated by differential pressure. The anti-siphon valve prevents
backflow of water from the toilet bowl rinse header into the potable
water system. When water pressure at the valve is greater than
cabin pressure the valve opens. The valve is spring-loaded closed
when water pressure decreases below cabin pressure.

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FLUSH VALVE
The flush valve is located at the base of the toilet bowl under the
toilet shroud. The motor operated valve is normally closed. The
valve is controlled by the flush control unit. The flush valve opens 2
seconds after the flush switch is activated and remains open for 4
seconds. When the flush valve is open, the contents of the toilet
bowl, along with the rinse water, exit the bowl into lines connected to
the waste tanks.
Should the flush valve fail, it can be opened or closed manually by

pulling or pushing the manual handle. Access to the manual handle
is through a cutout below the toilet shroud.
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TOILET FLUSH CONTROL CIRCUIT - NORMAL CYCLE
The toilet flush control circuit is powered by 28 volts dc. The flush
control unit activates when the flush switch closes, provided the
sensor control and logic module does not indicate a full tank. If the
tank indicates full, the flush cycle is inhibited.
Upon activation, the flush control unit sequences and times the flush
cycle. The vacuum blower obtains a ground and will operate for 15
seconds. The solenoid operated rinse water valve opens 1 second
after the unit activates and remains open for 1 second, allowing
water to flush the toilet bowl, provided that the anti-siphon valve is
opened. Two seconds after activation the motor operated flush valve
opens and remains open for four seconds. The next flush cycle
cannot be started for 15 seconds.
NOTE: Rinse water is not available during potable water servicing,

draining, and initial water tank pressurization. Toilet operation is
inhibited when the waste tank drain valve is open.
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TOILET FLUSH CONTROL CIRCUIT - JAM CYCLE
A jammed flush valve automatically cycles the rinse water and flush
valve to clear the blockage. The cycling terminates after the third
attempt. During this cycling vacuum blower operation is extended to
17 seconds.
NOTE: Following a jam cycle, power must be removed from the flush
control unit to reset the system.
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WASTE TANKS
Toilet waste is stored in four tanks located in the bulk cargo

compartment. One 85 and one 65 US gallon tank are located on
each side of the bulk cargo compartment behind the compartment
sidewall lining. The waste tanks are made from spun fiberglass over
a stainless steel liner.
The waste tanks are attached to the structure of the airplane by

cradle support and channels.
Located on each tank is a placard identifying the toilets draining to

that tank.
Prior to removal of a waste tank, the tank should be drained and

rinsed from the waste service panel.
NOTE: Do not add precharge to waste tanks prior to tank removal.
Access to the tanks is by removing the appropriate bulk cargo

compartment lining.
A tank is removed by disconnecting electrical connectors, toilet drain

lines, vacuum lines, tank drain line, and mounting bolts from the
support channels and cradles.
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TOILET DRAIN LINES
The 2 inch diameter lines are connected from the toilets to the waste
tanks. The lines are made of titanium to withstand the pressure
differential and reduce corrosion.
The toilet drain line fittings on the waste tanks incorporate a deflector
to prevent waste entering the tanks at high velocities from damaging
the walls of the tanks or contaminating the waste level sensors.
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WASTE LINE COUPLING ASSEMBLY
Segments of the vacuum toilet waste lines are connected with

coupling assemblies. The couplings consist of a male and female
end fitting swaged to the tubing ends. An o-ring seal is installed on
the male fitting. A clamshell closure holds the assembly together.
The closure locks automatically when the hinged halves are
snapped together. To unlock the closure, the three latch pawls must
be lifted simultaneously.
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LIQUID SEPARATOR
A liquid separator is located at the top of each waste tank. The

separator removes moisture and waste particles from the waste tank
air before venting the air overboard. The air passes through a
polypropelyne mesh demister filter.
CAUTION: OUTER BOWL AND SHROUD MUST BE HELD

STRAIGHT WITH OPENING WHILE BEING
INSTALLED TO PREVENT OUTER BOWL AND
SHROUD PASSING THROUGH OPENING INTO TANK.
IF OUTER BOWL AND SHROUD FALL INTO TANK,
CONTAMINATION OF VACUUM BLOWER MAY
RESULT.
Outer bowl and shroud are lowered into position through tank
opening. The filter and upper screen are placed inside of the outer
bowl and shroud. O-rings, tank cap and clamp are then installed.
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VACUUM BLOWER
General
Vacuum blowers are located in the overboard vent line coming from A small amount of cabin air is filtered and circulated internally
each pair of tanks. The blowers are mounted on shelves with shock through the blower motor to remove heat. During overheat, thermal
mounts and are connected to the waste tanks by rubber hoses. One switches open at 390EF (200EC), stopping blower operation. The
vacuum blower is used for the two waste tanks on the left side and thermal switches automatically close after cooling.
one vacuum blower is used for the two waste tanks on the right side.
The vacuum blower bypass line provides a path to bypass the
blower to ambient when the blower is not operating.
Operation
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The vacuum blower provides a vacuum to the waste system when

the airplane is on the ground or below an altitude of 16,000 feet.
When the airplane is above 16,000 feet, the vacuum blower is
de-activated and differential pressure is used.
On the ground or below 16,000 feet (12,000 feet on descent) the

vacuum blower energizes when the flush switch is activated. The
vacuum blower operates for 15 seconds. The vacuum produced by
the blower is the force that transports the rinse water and toilet bowl
contents to the waste tanks.The blower is capable of producing a
vacuum of 12 to 8 inches of Hg and a flow volume of 270 CFM.

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ALTITUDE PRESSURE SWITCH
Two altitude pressure switches are located aft of the aft pressure
bulkhead on the right side. Access is through the stabilizer
jackscrew compartment.
One pressure switch is provided for each vacuum blower. The

altitude pressure switch is used to allow vacuum blower activation
whenever the airplane is below 16,000 feet (12,000 feet on descent).
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VACUUM BLOWER CIRCUIT
The vacuum blower motor operates during lavatory flush cycles at

airplane altitude below 16,000 feet during climb and 12,000 feet
during descent. The blower operates through relay R7503. Upon
completion of the flushing cycle, the relay deenergizes, and the
blower stops. The blower is disabled at cruise altitude by the altitude
pressure switch and during servicing on the ground by opening the
waste tank drain valves.
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WASTE TANK LEVEL SENSING
General
Tank level sensing is performed by waste tank level sensors and a three-position switch is springloaded to the OFF position. Placing the
sensor control and logic module. Two sensor control and logic switch to the TEST LAMPS position tests indicator lights. Placing
modules are installed between each pair of waste tanks, one module and holding the switch to the TEST SENSORS position causes the
per waste tank. Mounted near the top of each waste tank are two level sensors to send a tank full signal. If the system operates
point level sensors attached by clamps to the tank. A continuous properly these lights will come on and go out in 4 second cycles ( 3
level sensor system is mounted in the vacuum and outlet lines for seconds on, 1 second out).
tank level quantity indications. The level sensors signal a full tank
condition when both point level sensors signal a full tank. The
associated sensor control and logic module illuminates a white light
on the attendants panel. The module also opens the circuits to the
flush control units, preventing the associated toilets from being
flushed. When there is disagreement of tank full condition among the
three sensors, the CMC provides fault indication. The level sensor
lights on the control and logic module illuminate when the sensors
detect a full tank. Additionally the tank full tight illuminates.
The sensor control and logic module has BIT capabilities. Each
module has five indicator lights and one three-position switch. Three
of the indicator lights verify that the level sensors are functioning.
One light (red) indicates the tank is full and one light (green) verifies
that the module is receiving 28 volts dc power. The

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WASTE TANK FULL INDICATIONS
Indications
Lavatory Identifiers
When the waste tank level sensing determines that a tank is full, a The lavatory identifiers that are on the lights are codes. For main
white LAV INOP light illuminates at the purser's station. Illumination deck lavatories. the first letter indicates the zone of the airplane. The
indicates that lavatories are no longer usable because the toilet flush second letter indicates whether the lavatory is in the center of the
system is inoperable in the air. If the flight attendant press the airplane (C) or against the sidewall (S). The number specifies the
sensor off light for the associated toilet tank, the LCM enters the test lavatory in the area. The upper deck lavatories are designated by a
mode. This will cause the LCM to check if the sensor indicates an number followed by U for upper deck. Example: The designation
error. If only one sensor sense a full tank the associated toilet flush BS4 indicates that it is a lavatory in zone B, against the sidewall (S)
systems will become operative. and, specifically, number 4.
If both sensors sense a full tank the associated toilet flush system
will remain inoperative. A delay is used on the PLSs to ensure that a Features
stable full reading is obtained before shutting down the lavatories.
This will avoid effects of momentary full indications due to aircraft Several lavatories are connected to one waste tank. The system is
maneuvers or turbulence. It is the responsibility of the flight designed so that lavatories in different areas of the airplane are
attendants to lock the lavatories associated with a full waste tank. served by the same waste tank. This system minimizes the chances
of all lavatories in one area becoming inoperative.

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WASTE TANK LEVEL SENSING CIRCUIT
During normal operation, the POWER ON light is illuminated Should sensors disagree on tank full status a message is displayed
indicating power is available. Sensor control and logic module on the CMC. Should a point level sensor become fouled (dirty), a
indicator lights 'are tested by the LAMPS TEST switch. Sensors and light will illuminate on the service panel and the appropriate sensor
tank full indications are tested by the TEST SENSORS switch or by light will flash (red) on the logic control module. Should a continuos
the LAV INOP test and indicator switch on the attendants panel. The level sensor become faulty or when it is necessary to do the
TEST SENSOR position or LAV INOP switch must be activated. If autozero adjustment procedure, the appropriate sensor light will
the TEST SENSOR switch is used at the LCM these lights will come flash (red) on the logic control module.
on and go out in 4 second cycles ( 3 seconds on, 1 second out). If
the LAVS INOP switch is used the light will come on after 1 second.
The light will stay on for 3 seconds and then go out. The light will
continue to come on for 3 seconds and go out for 1 second until you
have released the switch. Illumination of the lights indicate sensor
validity and proper tank full indications. When the tank is full, the full
sensing relay energizes and prevents operation of the associated
toilets. The LAV INOP light will illuminate on the attendant's panel
and the tank full light (red) and sensor lights (red) will illuminate on
the module.
Note: There is no lamp test for the lav inop lights on the attendants
panel. should the lav inop light fail to illuminate during the test, the
test should be repeated at the sensor control and logic module.

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WASTE TANK QUANTITY INDICATION
General
The continuous level sensor mounted in the outlet line of each waste
tank provides indication of waste tank level at the purser's station. A
rotary selector switch is used to select the appropriate tank for level
display. The tank quantity is displayed by a 32 segment liquid crystal
display (LCD). Under the display is a placard with green, yellow and
red bands. The green band indicates precharge level, the yellow
band indicates progressive filling of the tank and the red band
indicates an almost full tank.

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WASTE SERVICE PANEL
General
The waste service panel is for draining the toilet waste system. The After the waste tanks have drained, the drain valves are closed by
panel is hinged at the front and held closed by 4 latches. Inside the pushing up on the drain valve handles. Ground equipment for tank
panel recess are components consisting of 4 rinse fittings and 4 drainage is disconnected and the waste drain cap closed. A wet or
waste valve actuating handles, and 4 waste tank fouled lights (one dry precharge must be used in each waste tank. If a wet precharge
for each tank), and one waste drain fitting. is used, 7 US gallons of precharge liquid should be added to each
tank. Ground flush lines are disconnected and rinse fittings closed.
The service panel door can be closed after all handles, cap and
Toilet Waste System Servicing fittings are closed. If a dry precharge is used, it is flushed into the
waste tank from the corresponding toilets.
The waste drain cap is opened ground support equipment
connected and the secondary seal release is pushed. The drain
valve handle is pulled down to open the drain valve and allow the
waste tank to drain. Drain each tank individually in a clockwise
sequence.
CAUTION: FAILURE TO ADEQUATELY FLUSH WASTE TANKS

MAY CAUSE SYSTEM MALFUNCTION AND
PREMATURE SYSTEM SHUTDOWN.
The rinse fittings are opened and ground flush lines are connected.
With the drain valves open (drain valve handle down), a minimum of
ten US gallons of flushing liquid must be pumped into each waste
tank. Flushing liquid must drain from each tank.

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WASTE DRAIN FITTING AND CAP
One waste drain fitting and cap is located on the waste service
panel. Each waste tank drains through a common drain fitting. The
drain fitting is covered by a drain cap to prevent leakage from the
tank drain lines and tank. The drain cap incorporates an integral
secondary seal. This precludes the need for a donut plug. The drain
cap handle must be in the locked closed position to allow the service
panel door to be closed and latched.

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WASTE SERVICE PANEL LIGHTS
Four amber lights are located on the waste service panel, one for
each waste tank. When one or both of the waste tank point level
sensors are fouled, the corresponding light illuminates. If the light is
illuminated, the corresponding tank should be drained and flushed.
Following servicing, if the lights remain illuminated, sensor cleaning
at the tank is required. The lights are press to test.

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WASTE SERVICE PANEL LIGHTS CIRCUIT
The waste service panel SENSOR FOUL amber lights illuminate

when either or both point level sensors are fouled. When the level
sensor is fouled, a ground is provided to the corresponding light
through the logic module. The same sensor foul signal is sent to the
CMC through the MAWEA and EIU.

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NOTES:

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TOILET WASTE SYSTEM SUMMARY
The toilet waste system provides waste disposal from toilets on the All waste tanks are serviced from one waste service panel. The
main and upper deck passenger cabins. The system uses potable panel contains a waste drain cap and rinse fittings. The drain cap is
water to flush the toilet bowls, and vacuum (differential pressure) to opened to provide a connection for ground service equipment. When
transport the waste through toilet drain lines to waste tanks in the the drain valves are opened, waste tank content flows out through
bulk cargo compartment. this connection. After draining, the tanks are rinsed with flushing
liquid through the rinse fitting on the service panel. The liquid passes
The toilet flushing cycle is controlled by a flush control unit. The unit through a filter before entering the rinse housing assembly in the
sequences and times the cycle including the rinse water valve, flush tank. After rinsing, a wet precharge may be added to the tanks.
valve and vacuum blower operation. The vacuum (differential) is
created by a vacuum blower at altitudes below 16,000 feet (12,000
feet on descent). Airplane altitude is sensed by altitude pressure
switches. At high altitudes, the differential pressure between the
cabin and ambient provides the vacuum. All air leaving the waste
tanks passes through a liquid separator.
Waste tank level is monitored by three level sensors in each waste

tank. The sensors are connected to a sensor and logic control
module. When a waste tank reaches full capacity, the level
monitoring system prevents the associated toilets from hushing, and
illuminates a LAV INOP light on an attendants panel.

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NOTES:

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Boeing 747-400
Training manual
ATA-51 STRUCTURES
Config: ALL
Training E & M
Boeing 747-400
Training manual
NOTES:
Config: ALL
Training E & M
STRUCTURES Boeing 747-400
INTRODUCTION ............................................................................ 2 DRAIN LOCATIONS AREAS ......................................................... 34

AIRPLANE SECTION NUMBERS .................................................. 4 WING STRUCTURE ...................................................................... 37
FORWARD FUSELAGE DIAGRAM ............................................... 6 WING CENTER SECTION ............................................................. 40
AFT FUSELAGE DIAGRAM........................................................... 8 WING TO FUSELAGE ATTACHMENT .......................................... 42
TAIL SECTION ............................................................................... 10 WING AUXILIARY STRUCTURE ................................................... 44
FUSELAGE CROSS SECTION ..................................................... 12 WING TIP EXTENSION AND WINGLET ....................................... 46
FUSELAGE STRUCTURE ............................................................. 14 PRESSURE RELIEF, BLOWOUT PANELS AND DOORS ............ 48
FUSELAGE BULKHEADS ............................................................. 16 STABILIZERS ................................................................................ 50
KEEL BEAM ................................................................................... 18 HORIZONTAL STABILIZER........................................................... 52
NOSE GEAR WHEEL WELL ......................................................... 20 HORIZONTAL STABILIZER STRUCTURE ................................... 54
MAIN GEAR WHEEL WELL .......................................................... 22 VERTICAL STABILIZER ................................................................ 56
LANDING GEAR ATTACH FITTING .............................................. 24 VERTICAL STABILIZER ATTACHMENT ....................................... 58
AIRPLANE DECK FLOORS ........................................................... 26 NACELLE STRUT .......................................................................... 60
AERODYNAMICS FAIRINGS ........................................................ 28 NACELLE STRUT SPRING BEAM SERVICING ........................... 62
NOSE RADOME FAIRING ............................................................. 30 NACELLE STRUT AUXILIARY STRUCTURE ............................... 65
FILLET FAIRINGS ......................................................................... 32 TRAILING EDGE FAIRING DOORS .............................................. 68

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Training E & M
INTRODUCTION
General
The anatomy of the basic structure of the 747 is divided into:
- Fuselage
- Fairings
- Drainage - Wings
- Stabilizers
- Nacelles and pylons
The fuselage is a semi-monocoque structure using circumferential

frames at 20-inch intervals and longitudinal stringers.
The wing is of three spar box beam construction.
The stabilizers (horizontal and vertical) are of two spar box beam
construction. Both stabilizers are attached to the airplane as
one-piece assemblies.
The structure is designed to an economic design goal of 60,000

hours, 20,000 flight cycles or 20 years.
Reference
For details of structural repair, refer to the 747 Structural Repair

Manual.
51.00.0501 -001

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Training E & M
STRUCTURES
NACELLES
FUSELAGE FAIRINGS DRAINAGE WINGS STABILIZERS AND
PYLONS
51.00.0001 -001
STRUCTURES INTRODUCTION

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Training E & M
AIRPLANE SECTION NUMBERS

51.00.0502 -001
To aid in the identification of numerous airplane parts and systems

the airplane is divided into sections. These sections are numbered
as:
- 11 Wing stub
- 12 Wing
- 14 Wing leading edge
- 15 Spoilers
- 16 Flaps
- 17 Ailerons
- 41 Body section nose
- 42 Body section forward
- 44 Body section center
- 46 Body section aft
- 48 Body section tail
- 61 Main gear wing
- 62 Nose gear
- 63 Main gear body
- 81 Horiz. stabilizer center section
- 82 Horizontal stabilizer
- 83 Horiz. stabilizer leading edge
- 84 Elevators
- 85 Fin dorsal
- 86 Vertical stabilizer (fin)
- 87 Vertical stabilizer leading edge
- 88 Rudder

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Training E & M
86
87
88 85
46
44
48
42
84 81 41
48 63
11
83
16 61
82
17 62
44 44
16
17 7-11
14
7-12
15
12
7-13 7-13
51.00.0002 -001
AIRPLANE SECTION NUMBERS

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Training E & M
53.10.0501 -001
FORWARD FUSELAGE DIAGRAM
General
The forward fuselage contains sections 41, 42 and 44. It includes

fuselage structure from station 90 to station 1480. Major items of the
forward fuselage are:
- Nose radome
- Main deck
- Nose gear wheel well
- Flight deck
- Main equipment center
- Forward cargo compartment
- Center fuselage equip. center
- Center wing section
- Wing gear wheel well
- Body gear wheel well
The forward fuselage is fully pressurized except for the nose

radome, center wing section and the gear wheel wells.
Body Station Lines
Body station lines (or simply station lines) are vertical lines which
establish distances from the front to the rear of the fuselage in
inches. The circumferential frames of the body structure are spaced
20 inches apart.

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Training E & M
STA
90 CREW MAIN ENTRY
TOP OF TOP OF UPPER
OVERHEAD DOOR (TYPICAL
PILOTS DECK FLOOR
HATCH 10 PLACES)
FLIGHT FLOOR STA WL 308 STA
DECK WL 312 1000 1480
MAIN
DECK
WL
199.8
NOSE
RADOME
MAIN CENTER BODY GEAR

FORWARD CENTER WING
NOSE GEAR STA
EQUIPMENT FUSELAGE WHEEL WELL
CARGO SECTION
WHEEL WELL 400
CENTER EQUIPMENT WING GEAR
COMPARTMENT
CENTER WHEEL WELL
SECTION 41 SECTION 42 SECTION 44
B STA B STA
520 1000 53.10.0001 -001
FORWARD FUSELAGE DIAGRAM

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Training E & M
AFT FUSELAGE DIAGRAM
The aft fuselage contains sections 46 and 48 from station 1480 to

station 2792. Major items of the aft fuselage are:
- Main deck
- Aft cargo compartment
- Bulk cargo compartment
- Aft pressure bulkhead
- Horizontal stabilizer attachments
- Vertical stabilizer attachments
- APU compartment
Section 48 is actually two pieces joined together by a bolted frame

joint at station 2598 which supports the horizontal stabilizer hinge
points. The aft portion of section 48, from station 2598, must be
removed for the removal/installation of the horizontal stabilizer.
53.10.0502 -001

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Training E & M
AFT PRESSURE
BULKHEAD APU
B STA COMPARTMENT
2360 B STA
2598
STA STA STA
STA
1480 1694 2261
2792
STABILIZER
HINGE POINT
STA STA 2594
2436 ACCESS
DOORS
BULK CARGO
MAIN B STA STA
AFT CARGO COMPARTMENT
DECK 1865 2007
COMPARTMENT
SECTION 46 SECTION 48
53.10.0002 -001
AFT FUSELAGE DIAGRAM

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Training E & M
TAIL SECTION
General
The fuselage tail section, section 48, consists of the fuselage aft of The tail section aft of station 2658 has various doors and openings
station 2360. The tail section is nonpressurized and contains the aft to support operation of the APU. These are:
pressure bulkhead, vertical and horizontal stabilizer attach fittings
and the auxiliary power unit (APU). - APU air inlet door (right side)
- APU cooling air exhaust opening (left side)
Bulkheads at stations 2412, 2517 and 2598 are used to support the - Two spring loaded pressure relief doors (left and right)
vertical and horizontal stabilizers. A titanium bulkhead at station - Two louvered vent openings (left side, not shown)
2658 supports the forward end of the APU and isolates the APU for - APU exhaust duct (tail cone)
fire protection.
Seal Doors
Doors and Openings
Stabilizer seal doors enclose a portion of the stabilizer cut out above
Access to the section 48 interior is through three doors in the bottom and below the stabilizer center section. The seal door attaches to
of the fuselage. The forward door provides access to the stabilizer the stabilizer cut out fairing with two hinges. The other attach point
jackscrew and other equipment in the area. The door just forward of on the door attaches to a link of the control mechanism that
the APU access doors provides entrance to the horizontal stabilizer maintains the position of the seal door during movement of the
hinge area and the forward side of the APU firewall. Below the APU stabilizer.
is a clamshell type door with two halves opening outwards to provide
53.10.0503 -001
access to the APU.

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Training E & M
HORIZONTAL
STABILIZER STABILIZER
CUTOUT BODY SEAL
FAIRING
STABILIZER
CUTOUT FAIRING TITANIUM FIREWALL
STA STA
STA STA STA APU AIR INLET
AFT 2360 2658
2412 2517 2598
PRESSURE (RIGHT SIDE)
BULKHEAD
PRESSURE
RELIEF DOOR
APU
EXHAUST
MAINTENANCE STA TAIL CONE

PANELS 2775.3 FAIRING
STA
SEAL STABILIZER
STABILIZER JACKSCREW 2742
TRACK CUTOUT
ACCESS DOOR APU ACCESS DOORS
(PRESSURE RELEIF)
STABILIZER ACCESS DOOR
SEAL DOOR
53.10.0003 -001
TAIL SECTION

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Training E & M
FUSELAGE CROSS SECTION
Cross Section
A cross-section view of the fuselage at body station 520, as viewed

from the rear, shows three body decks:
- Lower lobe cargo deck

- Main deck
- Upper deck
Water Line
A water line is a horizontal line which establishes vertical distances

from the bottom to the top of the airplane.
Body Buttock Lines
Body buttock lines (or simply buttock lines) are vertical lines which
establish lateral distance to the left and right of the body's vertical
centerline. Left and right designations are always referenced facing
forward in the airplane.
53.10.0504 -001

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Training E & M
LBL BL RBL
XXX.X 0 XXX.X
WL 308 UPPER DECK
WL 199.80 MAIN DECK
WL 118 LOWER LOBE CARGO DECK
WL 91
CL
SYM
VIEW AT
BODY STATION 520
53.10.0004 -001
FUSELAGE CROSS SECTION

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Training E & M
FUSELAGE STRUCTURE
General
The fuselage structure is designed to provide maximum strength and

safety with minimum weight. The material most commonly used
throughout the structure is high strength aluminum steel and titanium
alloys.
Main Frame
The main frame of the fuselage includes those members which form
the basic shell exclusive of the skin and most skin reinforcements. It
includes:
- Frame
- Stringers
- Fuselage openings' reinforcement structure
- Bulkheads
- Keel beam
- Wheel well structure
- Floor to skin shear ties
- Floor beams
All of these members are essential to the structural integrity of the

airplane.
53.10.0505 -001

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Training E & M
FRAMES
STRINGERS
OPENING
REINFORCEMENT
KEEL BEAM
SKIN
FRAME
BULKHEAD FLOOR TO SKIN

SHEAR TIES
FLOOR
BEAM
WHEEL WELL
STRUCTURE
53.10.0005 -001
FUSELAGE STRUCTURE

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Training E & M
FUSELAGE BULKHEADS
General
The fuselage contains seven major bulkheads. These can be divided The forward four bulkheads are of the reinforced frame type. The
into two categories, pressure and structural. front spar bulkhead attaches to the wing center section forward spar
with fittings spliced into the lower portion of the frame. The lower
portion of this bulkhead is canted the same as the forward spar of
Pressure Bulkheads the wing center section and does serve as a pressure bulkhead
between the forward cargo compartment and the air conditioning
The airplane has two major pressure bulkheads, forward and aft. bay. The mid spar, rear spar and wheel well beam bulkheads are of
The forward pressure bulkhead is a flat webbed bulkhead a similar design. The aft wheel well bulkhead is a typical bulkhead
surrounded by double rings and reinforced with vertical and with stiffeners and flat webs across the area between the lower
horizontal beams. The aft pressure bulkhead is dome shaped. It is fuselage contour and the main deck. This area forms a pressure
made up of pie-section webs which are spliced together. The webs surface between the aft cargo compartment and the main body gear
are reinforced with radial stiffeners at the splices and circumferential wheel well.
stiffeners across the face of the bulkheads.
53.10.0506 -001
Structural Bulkheads
The airplane has five major structural bulkheads:
- Front spar
- Mid spar
- Rear spar
- Wheel well beam
- Aft wheel well

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Training E & M
WHEEL WELL
BEAM BULKHEAD
REAR SPAR
FORWARD STA 1350
BULKHEAD
PRESSURE STA 1241
BULKHEAD
STA 134.12 MID SPAR
BULKHEAD
STA 1140
AFT
WHEEL WELL
BULKHEAD
FRONT SPAR STA 1480
BULKHEAD
STA 1000
STA
520
STA
90 AFT PRESSURE BULKHEAD
STA 2360 53.10.0006 -001
FUSELAGE BULKHEADS

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Training E & M
KEEL BEAM
General
The keel beam is the major longitudinal fuselage component in the - Examine all exposed surfaces of the keel beam for corrosion.
main landing gear wheel well and wing center section areas. It
extends along the fuselage centerline through the wheel well and - Check drain holes in lower fuselage area for obstructions (not
under the wing center section from station 1000 to 1480. shown).
The box structure consists of shear webs, stiffeners, and diaphragm

53.12.0501 -001
bulkheads. A shear web containing stiffeners to prevent buckling is
installed between the main deck floor and the top of the keel beam
aft of the wing rear spar to station 1480.
The keel beam serves as the principal support for the body landing
gear strut attach fittings.
There are four primary objectives when inspecting the keel beam:
- Examine exterior surfaces for distortion, flaking paint, cracks and

pulled or missing fasteners.
- Examine splice fittings on keel beam ends and bulkhead

attachment points for cracks, and pulled or missing fasteners.

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Training E & M
KEEL BEAM
DRAG STRUT CENTER WEB
TO KEEL BEAM
ATTACH FITTING
AIRPLANE
STA
REAR SPAR
1480
BULKHEAD
STA FITTING
KEEL
1000
BEAM
REAR SPAR WEB
BOX
KEEL BEAM
CHORDS
FAIRING SUPPORT
FRONT SPAR FRAME (TYP)
BODY BULKHEAD
(STA 1000)
FWD
KEEL BEAM
CHORDS
53.12.0001 -001
KEEL BEAM

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Training E & M
NOSE GEAR WHEEL WELL
The nose gear wheel well is a nonpressurized compartment used for

housing the retracted landing gear. Bulkheads and beams serve as
supports for the landing gear attach fittings and related hydraulics
and electrical equipment.
The nose landing gear wheel well is in the lower portion of fuselage
section 41 between stations 245 and 400. The wheel well consists of
a forward and aft rigid box-like structure separated by the station
340 bulkhead.
The forward wall of the wheel well is formed by the canted bulkhead
at station 245, and the station 400 bulkhead forms the aft pressure
wall. Sidewalls consist of webs with stiffening beams which are
attached to the fuselage frames and floor beams. Ceiling webs are
attached to the underside of the main deck floor beams. The aft
sidewalls are reinforced with aluminum plate and attached to station
400 bulkhead to carry the loads transmitted by the trunnion attach
fittings which support the nose landing gear. A transverse fitting (not
shown) located on the aft side of the drag strut fitting carries the load
to the side skin panels.
53.15.0501 -001

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Training E & M
MAIN DECK
FLOOR BEAMS
AIRPLANE
DRAG STRUT CANTED

ATTACH FITTING BULKHEAD
LBL
34
STA
245
SIDEWALL WEB
(TYPICAL)
STA 340
BULKHEAD
STA 400 TRUNNION ATTACH

BULKHEAD FITTING
53.15.0001 -001
NOSE GEAR WHEEL WELL

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Training E & M
MAIN GEAR WHEEL WELL
The main gear wheel well is a nonpressurized compartment used for

housing the retracted landing gear. The main landing gear wheel
well is in the lower fuselage of section 44 between stations 1241 and
1480. It houses the wing landing gear in the forward section and the
body landing gear in the aft section. The landing gear beam
bulkhead, at station 1350, divides the wheel well into the forward
and aft sections. It is divided into left and right sections by the keel
beam and center shear web. The forward and aft walls of the wheel
well are formed by the wing center section rear spar bulkhead at
station 1241, and the aft wheel well bulkhead at station 1480.
Pressure barriers surround the main gear well to form the
nonpressurized compartment.
The landing gear extends transversely across the fuselage along the
landing gear beam bulkhead. This beam provides a support for the
aft wing landing gear trunnion and strut attach fittings.
The aft wheel well bulkhead serves as the principal support for the
body landing gear trunnion attach fittings. The keel beam serves as
the principal support for the body landing gear strut attach fittings.
53.15.0502 -001

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Training E & M
WING LANDING
GEAR SUPPORT
STA BEAM
1350
WING LANDING
GEAR STRUT STA
ATTACH FITTING 1480
MAIN GEAR LANDING GEAR BEAM

WHEEL WELL BULKHEAD
DRAG STRUT
TO KEEL BEAM
ATTACH FITTING
AFT
WHEEL
FWD STA WELL
1241 BULKHEAD
CENTER SHEAR WEB BODY LANDING GEAR

OUTBOARD TRUNNION
KEEL BEAM ATTACH FITTING
BODY LANDING GEAR

INBOARD TRUNNION
ATTACH FITTING 53.15.0002 -001
MAIN GEAR WHEEL WELL

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Training E & M
LANDING GEAR ATTACH FITTING
The wing landing gear attachment points consist of the forward and
aft trunnion bearing support fittings. These support fittings are
installed on the aft side of the wing rear spar and both the forward
and aft side of the landing gear support beam. The landing gear
trunnion is supported by a trunnion bearing mounted in these
support fittings. The bearing is a removable item.
57.43.0501 -001

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Training E & M
WING LANDING GEAR

WING GEAR
SUPPORT BEAM
SUPPORT BEAM
GATE FITTING
BEARING
HOUSING
AIRPLANE
STRUCTURE
REAR
WING SPAR
TRUNNION
BEARING INBD
FWD
PLATE
AIRPLANE
INBD
STRUCTURE
57.43.0001 -001
LANDING GEAR ATTACH FITTING

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Training E & M
AIRPLANE DECK FLOORS
General Tracks
Airplane flooring includes the upper deck, main deck and lower lobe The lower lobe floor has a roller and track system which allow for
(cargo) deck. The upper and main deck flooring is supported by floor efficient loading and unloading of cargo.
beams. The lower lobe deck is supported by fuselage frames.
MEC Main Deck Access Panel

Flooring
A removable access panel is installed just forward of the No. 1L
The flooring for the upper and main decks is made up of removable main entry door. It provides main deck entry into the main equipment
panels which vary in size. The panels are bolted to the floor beams. center. The door is installed under the main deck carpet and has a
The edges of some panels are sealed. When supporting a ladder or rotary release handle. Since the door is removable and not hinged, a
stand on the panels, plywood bearing pads should be used to safety guard panel should be installed over the opening.
prevent damage to the panels. Seat tracks provide the foundation to
which the seat assemblies are attached. Seat tracks are attached WARNING: IF SAFETY GUARD IS NOT INSTALLED AROUND
directly to the floor beams. EXPOSED OPENING IN FLOOR, PERSONNEL MAY
INADVERTENTLY STEP INTO OPENING AND
The flooring for the lower lobe deck is made up of clad aluminum BECOME INJURED.
panels which are screwed into the fuselage frames. No sealant is
53.21.0501 -001
installed between the panels.

Issue: 1 Page 26
Training E & M
STA
MEC MAIN
520
DECK ACCESS
UPPER DECK
PANEL
FLOOR PANEL
SEAT
TRACK NO. 1 LEFT
MAIN ENTRY
DOOR
MAIN DECK
PANEL
FRAMES WL
118
WL
199.8
FUSELAGE SECTION 42
FWD
LOWER LOBE
CARGO TRACKS
LOWER LOBE FLOOR
53.21.0001 -001
AIRPLANE DECK FLOORS

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Training E & M
AERODYNAMICS FAIRINGS
Fairings provide aerodynamic smoothness for various areas of the

fuselage. The wing-to-fuselage join, the leading edge of the vertical
fin-to-fuselage join, and the nose radome and tail cone are the
primary faired areas of the fuselage.
These components are nonstructural in nature and are constructed

of composite materials, usually consisting of a honeycomb type
construction.
Equipment of all types is housed under the fairings while some

antennas and lights are mounted directly to the fairings. Access to
equipment beneath the fairings is attained either through specific
doors or by removing a portion of a particular fairing.
53.50.0501 -001

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Training E & M
NOSE
RADOME
DORSAL
FIN
WING-TO-FUSELAGE
FILLET FAIRING
TAIL CONE
FAIRING
53.50.0001 -001
AERODYNAMIC FAIRINGS

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Training E & M
NOSE RADOME FAIRING
The nose radome serves as a fairing for the forward end of the
fuselage and houses the weather radar antenna. It is a cone-shaped
structure of fiberglass honeycomb sandwich construction that
extends forward from station 134.
The radome is attached to the fuselage with six hook-and-eye bolt

latches. Alignment is controlled with 24 alignment fittings. The
radome pivots on hinge arms when opening. Guide links cause the
radome to swing slightly forward before rotating open. Removable,
rotary snubbers prevent rapid movement of the radome.
The nose radome is protected from lightning strikes with eight

diverter strips. These strips are connected to springs inside the
radome which contact grounding springs on the fuselage bulkhead.
Repair of radome honeycomb sandwich material is possible once

the radome has been removed.
53.52.0501 -001

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Training E & M
HINGE ARM
NOSE (UPPER)
ALIGNMENT
RADOME UPPER
FITTINGS (24) UPPER
SNUBBER ATTACHM
SNUBBER
GUIDE LINK NUT
(UPPER)
CONDUCTOR
STRAP
DIVERTER
STRIPS (8)
LOWER
SNUBBER
FWD
LATCHES
HINGE ARM
(6)
(LOWER)
GUIDE LINK
(LOWER)
53.52.0001 -001
NOSE RADOME FAIRING

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Training E & M
FILLET FAIRINGS
Fillet fairings (wing-to-fuselage fairings) extend from fuselage station

740 aft to station 1700. In the overwing area, they are attached to
the wing surfaces and the fuselage skin. The faying surface between
the airplane structure and the fairing is coated with a teflon-filled
paint that acts as a rub strip. Under the wing, they are attached to
the wing surfaces and fuselage structure. They provide an
acceptable aerodynamically smooth surface in the wing-to-fuselage
join area. Construction is of fiberglass sandwich with reinforced
nylon honeycomb core. All fairings are readily removable.
Attachment is by countersunk screws with dimpled washers in the
periphery of the panel.
53.51.0501 -001

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Training E & M
STA STA
740 1700
STA STA
1000 1357
STA
740 WING STA
(REF) 170
WING (REF)
FILLET FAIRING
FILLET FAIRING
53.51.0001 -001
FILLET FAIRINGS

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Training E & M
DRAIN LOCATIONS AREAS
General Drain Valves
The drainage system on the 747-400 is similar to other jet The airplane has some external drain valves. These valves are
transports. Through a network of plumbing, collectors and drains, closed when the airplane is pressurized. When the airplane is on the
fluids are removed from the internal structure of the airplane. ground and depressurized, the valves open and release all
accumulated fluids. The external drain valve housings are riveted to
the airplane skin. If any drain valve should fail, the valve assembly
Fuselage Drains can be replaced.
Drains are strategically located in the lower portion of the entire

fuselage running from the nose to the tail. In extreme curves and Maintenance Practices
angles of the tail, drainage is aided through the use of leveling
compound, which prevents fluid pooling. Internal structure includes Drain paths and drain holes must be inspected periodically to ensure
tubes, channels, dams and drain holes to direct the flow of fluids. they are clear of obstructions.
CAUTION: WHEN CHECKING DRAINS WITH COMPRESSED AIR,

Stabilizer Drains ENSURE THAT PERSONNEL ARE WEARING
PROPER EYE PROTECTION TO AVOID INJURY.
53.41.0501 -001
The vertical stabilizer has drain ports to assure the removal of
contaminating fluids. The horizontal stabilizer has many drains in the
trailing edge of the stabilizer and just aft of the elevator leading
edge.

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Training E & M
RETAINER
BODY
SKIN
DRAIN HOLES
STA B ST
(LOCATED VALVE
1000 1480
OUTBOARD OF PANELS) ASSEMBLY
DRAIN HOLES
(SPACED RIGHT
AND LEFT OF
CENTERLINE)
DRAIN VALVE
FWD
EXTERNAL DRAIN HOLES

DRAIN (SPACED RIGHT AND LEFT
FITTING OF CENTERLINE BETWEEN
WHEEL WELLS) (SPACED AFT
DRAIN HOLES WING AND BODY GEAR OF REAR SPAR)
WHEEL WELL DOORS
53.41.0001 -001
DRAIN LOCATION AREAS

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Training E & M
NOTES:

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Training E & M
WING STRUCTURE
General Main Frame Structure
The wing surfaces develop aerodynamic forces for supporting the The structure of the wing consists basically of the left wing box, the
airplane in flight. The wing also stores fuel for flight, houses fuel center wing box and the right wing box. Each wing structure is a
system equipment, provides support for the engines and contains network of forward, mid and aft spars interlaced with ribs and
the flaps, spoilers and ailerons. The wings are swept back at 37.5 stringers. Wing skins are full length panels which vary in thickness
degrees and are of semi-monocoque construction. The right and left from 20 mm at the root to 4 mm at the tip. The left and right wing
wings are joined by the wing center section which passes through boxes are similar in structure. The left and right wing boxes are
the lower lobe section of the fuselage. cantilevered from the center wing box which is enclosed within the
fuselage. The wings are permanently attached to the fuselage.
Location References The surfaces of the wing boxes and center wing box consist of three
upper and five lower skin panels and front and rear spars. The left
Location references on the wing are indicated by a distance in and right wing boxes extend from ribs at WBL 128 to the removable
inches from a base point along a specific reference line. The main winglets.
reference lines for designating locations on the wing are the rear
57.10.0501A-002
spar, inboard leading edge and the outboard leading edge. Wing
stations (WS) are measured along the rear spar while the leading
edge references are indicated by inboard leading edge stations
(INBD LES) and outboard leading edge stations (OUTBD LES).
Another location reference used on the wing is the distance from
thecenter line of the fuselage designated as wing buttock lines
(WBL).

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Training E & M
Access
Access into the wing structure is gained through removable access

doors in the lower wing skin. Twenty-eight doors are installed in
each wing. Nine of the doors are high impact resistance type and
must be installed in specific locations. These are the inboard two of
the inboard main fuel tanks and the inboard seven of the outboard
main fuel tanks. Once inside the wings, further access is gained
through holes, removable rib sections and removable structural
access doors.
WARNING: ENTRY INTO FUEL TANKS IS HAZARDOUS AND

REQUIRES ADHERENCE TO THE SAFETY
PROCEDURES IN THE MAINTENANCE MANUAL
(28-11-00).
57.10.0501B-002

Issue: 1 Page 38
Training E & M
FRONT SPAR WINGLET STA 779
STA 896
WS
0
90
NACELLE
OUTBOARD WBL 470
LEADING
INBOARD EDGE
FRONT
WING CENTER LEADING
SPAR
SECTION EDGE
STRUCTURAL STA 1236
(BOX)
ACCESS BBL
DOOR (9) 0
DRY BAY AREA NACELLE WBL
WS 1141-WS 1084 WBL 834 0
STA 1472
WBL
1516
WBL
MID
OUTBD REAR 128
SPAR
LEADING SPAR
EDGE
ACCESS
HOLE (40)
REMOVABLE
RIB SECTION
ACCESS
DOOR (28)
WING STRUCTURE 57.10.0001 -002

Issue: 1 Page 39
Training E & M
WING CENTER SECTION
The wing center section is both a primary wing structure and a fuel
storage tank. Spanwise beams divide the entire box section into five
compartments for structural reasons. The compartments are not
sealed or fluid tight from each other. The entire upper and front spar
surfaces of the wing center box are coated with a semi-transparent
lacquer (BMS 5-81 Type I) to provide a secondary fuel barrier.
Access to the interior of the wing center section is through either of
two access openings in the lower left and lower right side of the front
spar.
57.14.0501 -001

Issue: 1 Page 40
Training E & M
FLOOR BEAM
RBL
128
REAR SPAR
C
L SPANWISE
BEAM NO. 1
BODY
FITTING MIDSPAR
SPANWISE
BS
BEAM NO. 2
984
INTERCOSTAL
KEEL SPANWISE
BEAM BEAM NO. 3
FRONT SPAR
TANK ACCESS
(2PLACES)
57.14.0001 -001
WING CENTER SECTION

Issue: 1 Page 41
Training E & M
WING TO FUSELAGE ATTACHMENT
The outboard wing boxes are joined as one unit to the wing center
section in the fuselage.
The wing and fuselage are connected by body fittings bolted to the
front and rear spars and the scalloped upper and lower chord side of
body ribs. These body ribs extend from the front spar to the rear
spar.
The wing center section and the wing front spar are bolted together
at station 984. A similar integration of the mid spar and the wing
center box occurs at station 1136. The rear spar and the wing center
section are connected at station 1236.
The wing fuselage joint (not shown) is reinforced by the landing gear
beams connected to the fuselage at the station 1350 bulkhead. The
keel beam, which extends from the front spar through the wheel
wells, provides longitudinal reinforcement to the fuselage and
provides a structural connection for the wing
57.14.0502 -001

Issue: 1 Page 42
Training E & M
BULKHEAD
UPPER WING SEGMENT
SPLICE CHORD
FRAME BODY RIBS

(ON FUSELAGE)
WING CENTER REAR SPAR
SECTION
STA
1236
KEEL
BEAM
STA LOWER WING

1136 SPLICE CHORD
FWD BOLTS MID SPAR
FRONT SPAR
STA 984 57.14.0002 -001
WING TO FUSELAGE ATTACHMENT

Issue: 1 Page 43
Training E & M
WING AUXILIARY STRUCTURE
General
The wing auxiliary structure includes the components outside the The removable winglet is cantilevered from the wing closure rib
wing main frame. This structure does not carry primary loads but, structure and consists of fiberglass and aluminum ribs and fairings.
serves as supporting framework for aerodynamic fairings, skins,
flight control surfaces, associated mechanisms and for wiring tubing
and control cables. Fiberglass and aluminum honeycomb panels are Conductivity Strips
used in the construction of the auxiliary structure. Composite
materials are used because of their high resistance to fatigue failure. Aluminum conducting strips are in the outboard aileron trailing edge
under the static dischargers. These conductive strips should be
replaced if damage extends across more than half the width of the
Auxiliary Structure strip.
57.20.0501.001
The wing auxiliary structure consists of three basic sections; the

leading edge fixed structure, trailing edge fixed structure and the
winglet. The leading edge fixed structure consists of ribs, braces,
struts, beams, intercostals and skins. It is cantilevered from the wing
front spar to support and houses the leading edge flaps and
operating mechanisms.The trailing edge fixed structure is
cantilevered from the wing rear spar. The structure is supported
through a network of adjustable tie rod braces. It is attached by bolts
and bushings to the aft side of the auxiliary spar and the trailing
edge support beam.

Issue: 1 Page 44
Training E & M
KRUEGER
WING LANDING GEAR FLAPS
SUPPORT BEAM AND
AUXILIARY SPARS
LEADING EDGE
FIXED STRUCTURE
TRAILING EDGE
SUPPORT BEAM
C
L
FRONT SPAR AIRPLANE
TRAILING EDGE
VARIABLE
FIXED STRUCTURE
CAMBER FLAPS
INBOARD
SPOILERS
INBOARD INBOARD FLAP

AILERON
OUTBOARD TRAILING EDGE
SPOILERS FIXED STRUCTURE
REAR
SPAR OUTBOARD
FLAP
OUTBOARD
TIE RODS
AILERON
AND BRACES
WINGLET CONDUCTING
STRIP
57.20.0001 -001
WING AUXILIARY STRUCTURE

Issue: 1 Page 45
Training E & M
WING TIP EXTENSION AND WINGLET
General
The wing tip extension and winglet are aerodynamic devices which
improve the performance of the wing. The winglet can be easily
removed, but the extension is permanently bonded to the basic wing
structure.
Wing Tip Extension
The wing tip extension is a wing section added on to the basic wing
structure. It is scalloped into the wing structure at WBL 1180.5
outboard of the surge tank. The extension is a dry bay area with
access panels installed on its lower surface.
Winglet
The winglet is a drag reducing component which attaches to the

wing tip extension at two fittings with three bolts. The construction of
the winglet follows standard airfoil practices using a structure of
spars and ribs enclosed by skin. The majority of the winglet skin is
made of composite material except for the leading edge and tip
which uses sheet aluminum. The winglet is faired into the wing tip
extension with three fairings and weighs about 146 lbs.
57.28.0501 -001

Issue: 1 Page 46
Training E & M
WINGTIP
WBL
EXTENSION
WING 1180.5
EXTENSION
WINGTIP SURGE TANK

FORWARD
FAIRING
WINGLET
WINGLET
MID FAIRING
OUTBOARD
SECTION
AFT FAIRING
MID FAIRING VENT ACCESS

FORWARD SECTION LEADING SCOOP PANEL
EDGE
4 FEET
WINGLET
TIP
AFT WINGLET GROUND 60

FITTING STRAP
FORWARD
WINGLET AFT 29
FITTING WINGTIP
FITTING 10 FEET
FORWARD 6 FEET
WINGTIP GROUND
FITTING STRAP
57.28.0001 -001
WING TIP EXTENSION AND WINGLET

Issue: 1 Page 47
Training E & M
PRESSURE RELIEF, BLOWOUT PANELS AND DOORS
Pressure relief, blowout panels and doors are used on outer skin
areas where pneumatic ducts are located. They are designed to
prevent excessive pressure buildup which may cause structural
damage in the event of duct leakage or separation. The primary
areas protected by pressure relief, blowout panels and doors are:
- Wing leading edges

- Engine nacelle strut side fairings
- Lower body fairings
- Lower 48 section
CAUTION: DO NOT USE TAPE OR ADHESIVES TO HOLD THE

PRESSURE RELIEF PANEL OR RETAINING PLATES
IN PLACE. TAPE OR ADHESIVES MAY PREVENT THE
PANEL FROM OPERATING, RESULTING IN DAMAGE
TO THE AIRPLANE.
53.20.0501 -001

Issue: 1 Page 48
Training E & M
LEADING EDGE
BLOWOUT PANEL
LEADING EDGE
LEADING EDGE BLOWOUT
BLOWOUT PANELS
PANELS
WING TO BODY
FAIRING PRESSURE
RELIEF PANELS
NACELLE PRESSURE
RELIEF PANELS
LEADING EDGE
BLOWOUT PANEL
NACELLE
PRESSURE RELIEF
PANELS
SECTION 48 BLOWOUT DOOR

(HORIZONTAL STABILIZER
JACKSCREW ACCESS DOOR)
53.20.0001 -001
PRESSURE RELIEF, BLOWOUT PANELS AND DOORS

Issue: 1 Page 49
Training E & M
STABILIZERS
The stabilizers are aerodynamic control structures in the tail section

of the airplane. They consist of a vertical stabilizer (fin), dorsal fin,
rudders, horizontal stabilizer and elevators.
The vertical stabilizer (fin) is stationary, but rudders hinged to the fin
move left and right to provide directional control for the airplane. The
horizontal stabilizer moves up and down to provide pitch trim control.
The elevators also move up and down to provide pitch control.
55.00.0501 -001

Issue: 1 Page 50
Training E & M
UPPER RUDDER
VERTICAL STABILIZER (FIN)
HORIZONTAL STABILIZER
LOWER RUDDER
INBOARD ELEVATOR
OUTBOARD ELEVATOR
DORSAL FIN (FAIRING)
STABILIZER HORIZONTAL
CENTER SECTION STABILIZER
55.00.0001 -001
STABILIZERS

Issue: 1 Page 51
Training E & M
HORIZONTAL STABILIZER
General Fuselage Seals
The horizontal stabilizer consists of left and right outboard sections There are three horizontal stabilizer-to-fuselage seals; an upper
attached to a center section located in the fuselage. The center seal, a leading edge seal and a lower seal. The seals may be
section attaches to the fuselage at two hinge fittings on the rear spar removed and installed independently.
and a jackscrew fitting on the front spar. During trimming the
55.10.0501 -001
stabilizer pivots on the hinges as the jackscrew operates.
The horizontal stabilizer houses the horizontal stabilizer fuel tank

and a surge tank on the right side only.
The five leading edge sections and tip of each stabilizer are screw
mounted to the stabilizer structure and may be removed.
Access
There are multiple access doors and openings in the horizontal

stabilizer to allow internal maintenance and inspection.

Issue: 1 Page 52
Training E & M
55.10.0001 -001

Issue: 1 Page 53
Training E & M
HORIZONTAL STABILIZER STRUCTURE
General
The horizontal stabilizer is made up of the box beam or aft torque

box, forward torque box, removable leading edge, fixed trailing edge
and the inboard and outboard elevators.
The forward torque box is the structure between the auxiliary and
front spars. The aft torque box is the structure between the front and
rear spars. The fixed trailing edge is aft of the rear spar and supports
the elevators.
Structure
The aft torque boxes of the outboard stabilizer sections are joined by
fittings and splice plates to the stabilizer center section to form a
continuous main structural beam through the fuselage. The structure
forward and aft of the front and rear spars has no tie to the center
section and exists primarily for aerodynamic purposes.
The fixed trailing edge consists of ribs cantilevered from the rear
spar and aluminum honeycomb skin panels.
The elevators consist of front and rear spars, trailing edge ribs and
fiberglass honeycomb skin panels.
55.10.0502 -001

Issue: 1 Page 54
Training E & M
FIXED
TRAILING
EDGE
ELEVATOR
STIFFENERS
ELEVATOR
TRAILING
EDGE RIBS
REAR SPAR
HORIZONTAL
TANK
STABILIZER
CENTER SECTION END RIB
ACTUATOR
FITTING
FUEL TIGHT
ACCESS DOOR ACCESS FRONT
RIBS
HOLE SPAR
REMOVABLE AUXILIARY
LEADING EDGE SPAR
55.10.0002 -001
HORIZONTAL STABILIZER STRUCTURE

Issue: 1 Page 55
Training E & M
VERTICAL STABILIZER
General
The vertical stabilizer (fin) is made up of a box beam or aft torque The rudders consist of front and rear spars, trailing edge ribs and
box, forward torque box, removable leading edge, removable tip (not fiberglass honeycomb skin panels.
shown), dorsal fin, fixed trailing edge and the upper and lower
rudder. The four leading edge panels and tip of each stabilizer are screw
mounted to the stabilizer structure and may be removed. The next to
The forward torque box is located between the auxiliary and front the lowest leading edge panel serves as the high frequency antenna
spars. The aft torque box is between the front and rear spars. The and has a panel on the right side to gain access to the antenna
fixed trailing edge is aft of the rear spar and supports the rudders. couplers.
The dorsal fin is screw mounted and sealed to the fuselage and is
Structure removable.
55.30.0501 -001
The aft torque box of the vertical stabilizer attaches to the upper
surface of section 48 with 72 high tension bolts. The only other
attachment is with a pinned link fitting which connects the auxiliary
spar to the fuselage. This link compensates for torsion loads on the
vertical stabilizer. Other than the link, the structure forward and aft of
the front and rear spars has no tie to the fuselage and exists
primarily for aerodynamic purposes. The fixed trailing edge consists
of ribs cantilevered from the rear spar and aluminum honeycomb
skin panels.

Issue: 1 Page 56
Training E & M
FIXED TRAILING EDGE

AFT TORQUE BOX
REMOVABLE
FIN
LEADING
EDGE
FORWARD
TORQUE REAR
BOX SPAR
AUXILIARY
RUDDER
SPAR
BODY
FRONT
A SPAR
ACCESS FOR
MAINTENANCE
IS THROUGH
OPENINGS IN
RIBS
LINK
FITTING STRINGERS
SEE A
FIN ATTACHMENT
DORSAL FIN
55.30.0001 -001
VERTICAL STABILIZER

Issue: 1 Page 57
Training E & M
VERTICAL STABILIZER ATTACHMENT
The vertical stabilizer (fin) is attached to the fuselage by high tension

bolts through the fin-to-body attach angles. The fuselage attach
points are strengthened by body fittings, splice plates and stiffeners.
Access to the fin is through a removable access door bolted to the

inside of the fuselage.
55.30.0502 -001

Issue: 1 Page 58
Training E & M
FIN TO BODY REAR SPAR

ATTACH ANGLE ATTACH ANGLE
FIN
ASSEMBLY
FIN SUPPORT
VERTICAL FIN FITTING
ACCESS DOOR
STA SECTION 48
STA
2436 2460
STRINGERS
SKIN PANELS
SKIN FRONT SPAR

ACCESS ATTACH ANGLE
PANEL
DOOR APU
ACCESS AND
DOOR VERTICAL FIN
PRESSURE
RELIEF DOOR ACCESS DOOR
FWD
55.30.0002 -001
VERTICAL STABILIZER ATTACHMENT

Issue: 1 Page 59
Training E & M
NACELLE STRUT
General
Two engines are installed on each wing by means of nacelle struts

(pylons). All four engine struts are structurally similar but not
interchangeable. Struts are essentially frame and skin structures
riveted and bonded together to form a torque box. Outside skins are
adhesive-bonded laminates. Lower spar and engine mount
bulkheads are made of steel. Stainless steel or titanium is used
where high strength and heat and fire resistance is required.
Nacelle struts are attached to the wing by means of the upper link,
the diagonal brace, and the strut fittings connecting the strut and
wing directly. Structural fuse pins are used at the upper link,
diagonal brace, and mid spar joints.
Firewall and Drains
Inspection of the engine firewall is required to ensure its structural

integrity, cleanliness, proper condition of firewall sealant and proper
drainage. Inspection requires removal of the engine.
54.51.0501 -002

Issue: 1 Page 60
Training E & M
UPPER SPRING WING

FAN COWL FUSE LINK BEAM
UPPER
SUPPORT PIN
SPAR
BEAM
FIRE WALL
FUSE PINS
FORWARD DIAGONAL
ENGINE BRACE
MOUNT
DRAINS
FUSE PIN
FUSE FUSE
AFT ENGINE
UPPER PIN WING PIN
MOUNT
DRAINS LINK
FAN COWL FUSE PIN

OUTBOARD NACELLE STRUT
SUPPORT BEAM
FIRE WALL
DIAGONAL
FORWARD
BRACE
ENGINE MOUNT
DRAINS
DRAINS DRAINS
AFT ENGINE MOUNT
INBOARD NACELLE STRUT

54.51.0001 -002
NACELLE STRUT

Issue: 1 Page 61
Training E & M
NACELLE STRUT SPRING BEAM SERVICING
The spring beams are movable load bearing supports for the
outboard struts which soften the side loads induced by wing flutter (2
per strut). They contain a serviceable spherical bearing at their pivot
point. There is an access door at nacelle station 308 on both sides
of the outboard struts for accessing the lubrication fittings.
The forward end of the spring beam attaches to the strut box beam
through a lubrication friction bearing. The access to this forward
friction bearing is on the left side of the strut at nacelle station 275.
54.51.0502 -001

Issue: 1 Page 62
Training E & M
FORWARD
END
NAC
STA
MIDSPAR
275
NAC FUSE PIN
STA LOCATION
326
SPRING BEAM
(2 PLACES)
BEARING
ACCESS DOOR
(NAC STA 308) SPHERICAL
BEARING
STRUT
SKIN
(REF)
SPRING BEAM
OUTBOARD STRUT
______________ BEARING
LUBRICATION SPRING BEAM
FITTING BEARING
BOLT HEAD
54.51.0002 -001
NACELLE STRUT SPRING BEAM SERVICING

Issue: 1 Page 63
Training E & M
NOTES:

Issue: 1 Page 64
Training E & M
NACELLE STRUT AUXILIARY STRUCTURE
General Forward Fairings
The strut auxiliary structure is made up of fairings. The fairings are The forward fairings consist of four separate fairings which extend
attached to the strut providing a low drag aerodynamic profile along the forward edge of the nacelle strut from the engine inlet cowl
between the engine nacelle and wing. Fairings attached to the to the wing leading edge. Forward fairings are numbered from No. 1
nacelle strut include: above the inlet cowl to No. 4 forward of the wing leading edge. The
forward fairings are constructed of bonded aluminum honeycomb
- Forward fairings material.
- Thrust reverser-to-strut fairings
- Underwing fairings
- Skirt beam fairings Thrust Reverser-To-Strut Fairings
- Core cowl skirt fairings
- Trailing edge fairings The upper, forward, mid and aft thrust reverser-to-strut fairings cover
- Aft fixed fairings strut skin attached to the forward end of the nacelle strut torque box.
Access panels are provided on the fairings. The fairings are
Fairings may be removed by removing countersunk screws constructed of bonded aluminum honeycomb material.
attaching fairings to the nacelle strut. Aerodynamic smoothness
must be checked and adjusted if necessary when installing fairings.
On some fairings, bulb seals are installed to seal the fairing to the Strut-To-Wing Fairings
nacelle strut.
The underwing fairing and skirt beam provide a smooth aerodynamic
flow transition under the wing. The trailing edge fairing doors are
mounted on hinges attached to the skirt beam. Strut-to-wing fairings
are of aluminum skin and frame construction.
54.61.0501A-002

Issue: 1 Page 65
Training E & M
Fixed Fairings
On inboard nacelle struts the fixed fairing consists of forward and aft
segments. On outboard nacelle struts the fixed fairing is one piece.
The fixed fairings are constructed of bonded aluminum honeycomb
material and are fastened by screws to an angle chord attached to
the lower wing surface. A paint stripe on the trailing edge fairing door
and the underwing fairing is used for visual check of strut alignment.
54.61.0501B-002

Issue: 1 Page 66
Training E & M
FORWARD FORWARD UNDERWING SKIRT

FORWARD
FAIRING #2 FAIRING #3 FAIRING BEAM
FAIRING #4
FORWARD
FAIRING #1
AFT
FAIRING
FAIRING DOOR
12" X 1" PAINT STRIPE
THRUST REVERSER-TO-
STRUT FAIRINGS (TYP)
CORE COWL SKIRT FAIRING

OUTBOARD NACELLE AND STRUT
__________________________
FORWARD UNDERWING SKIRT

FORWARD
FAIRING #4 FAIRING BEAM
FORWARD FAIRING #3
FAIRING #2
FORWARD
AFT
FAIRING #1 AFT
FAIRING
FAIRING
TRAILING EDGE
LOWER STRUT
FAIRING DOOR
FAIRING
THRUST REVERSER-TO-
STRUT FAIRINGS (TYP)
CORE COWL
SKIRT FAIRING
INBOARD NACELLE AND STRUT

_________________________
54.61.0001 -002
NACELLE STRUT AUXILIARY STRUCTURE

Issue: 1 Page 67
Training E & M
TRAILING EDGE FAIRING DOORS
Trailing edge fairing doors and access doors in the nacelle strut
auxiliary structure allow access to the diagonal brace, hydraulics and
other equipment inside the strut.
The left and right trailing edge fairing doors are located on the aft
section of the strut. The doors are hinged at the top edge and latch
together at the bottom and forward edges. Pressure relief panels are
provided in the event of an internal malfunction resulting in a
pressure buildup. View windows are located on each door for
monitoring hydraulic equipment without opening the doors.
The doors are opened by releasing the latches and swinging the
doors up. Hold open rods, located behind the doors on the diagonal
braces, support the doors in the open position.
WARNING: RETRACTION OF LEADING EDGE FLAPS COULD

CAUSE INJURY TO PERSONNEL WORKING IN AREA
OF LEADING EDGE. INSTALL LOCKS TO PREVENT
INJURY FROM INADVERTENT FLAP OPERATION.
54.62.0501 -002

Issue: 1 Page 68
Training E & M
ACCESS/PRESSURE
RELIEF DOOR
VIEW WINDOW
(2 PLACES)
HINGE (5 PLACES
SPRING BEAM EACH DOOR)
BEARING LUBE
ACCESS DOOR
LATCH (9 PLACES
EACH DOOR)
______________
OUTBOARD STRUT
VIEW WINDOW
(2 PLACES)
HINGE (4 PLACES
PAINT STRIPE EACH DOOR)
ACCESS/PRESSURE
RELIEF DOOR
INBOARD STRUT
_____________
54.62.0001 -002
TRAILING EDGE FAIRING DOORS

Issue: 1 Page 69
Training E & M
NOTES:

Issue: 1 Page 70
Training E & M
Boeing 747-400
Training manual
ATA-52 DOORS
Config: ALL
Training E & M
Boeing 747-400
Training manual
NOTES:
Config: ALL
Training E & M
DOORS Boeing 747-400
DOORS .......................................................................................... 4 MAIN ENTRY DOOR EMERGENCY OPERATION ....................... 52

MAIN ENTRY DOORS ................................................................... 6 DOOR GIRT BAR MECHANISM .................................................... 54
MAIN ENTRY DOOR - EXTERIOR ................................................ 8 DOOR EMERGENCY MECHANISM ............................................. 56
MAIN ENTRY DOOR - INTERIOR ................................................. 10 EMERGENCY POWER TRIGGERING MECHANISM ................... 58
MAIN ENTRY DOOR OPENING PROCEDURE ............................ 12 EMERGENCY MECHANISM DOOR No. 5 .................................... 60
DOOR LINING ............................................................................... 14 AUTOMATIC MODE COCKED POSITION .................................... 62
DOOR HINGE ARM AND STOPS ................................................. 16 EMERGENCY POWER MECHANISM COMPONENTS ................ 64
DOOR PRESSURE SEALS ........................................................... 18 EMERGENCY POWER RESERVOIR INSPECTION .................... 66
DOOR ACOUSTIC AND SWEEPER SEALS ................................. 20 EMERGENCY POWER RESERVOIR ........................................... 68
DOOR MECHANISMS ................................................................... 22 ESCAPE PACK DEPLOYMENT .................................................... 70
LATCHING AND COCKING DOORS ............................................. 24 ESCAPE PACK .............................................................................. 72
LATCHING AND COCKING DOOR 5 ............................................ 26 GIRT BAR ...................................................................................... 74
MANUAL MODE COCKED POSITION .......................................... 28 GIRT BAR AUTOMATIC MODE .................................................... 76
BODY TORQUE TUBE DOORS 1,2,3 and 4 ................................. 30 GIRT BAR REMOVAL AND INSTALLATION ................................. 78
BODY TORQUE TUBE DOOR 5 ................................................... 32 ESCAPE SYSTEM COMPONENTS .............................................. 80
DOOR OPEN TO COCKED POSITION - MANUAL FROM INSIDE34 ESCAPE SYSTEM PRESSURE INDICATION .............................. 82
DOOR FULL OPEN - MANUAL FROM INSIDE ............................. 36 ESCAPE PACK REMOVAL AND INSTALLATION ........................ 84
DOOR OPENING FROM OUTSIDE .............................................. 38 DOOR-MOUNTED ESCAPE PACK OPERATION ......................... 86
DOOR OPENING FROM OUTSIDE - INSPECTION ..................... 40 ESCAPE PACK INFLATION .......................................................... 88
DOOR FULL OPEN FROM OUTSIDE ........................................... 42 DOOR WARNING SWITCH ........................................................... 90
DOOR CLOSING ........................................................................... 44 DOOR MODE SWITCHES ............................................................. 92
MAIN ENTRY DOOR CLOSING PROCEDURE ............................ 46 DOOR WARNING AND POSITION INDICATING CIRCUIT .......... 94
MAIN DECK ESCAPE SYSTEM .................................................... 48 ENTRY DOORS EICAS MESSAGES ............................................ 96
EMERGENCY DOOR POWER OPENING .................................... 50 MAIN AND UPPER DECK DOORS SYNOPTIC DISPLAY ............ 98

Issue: 1 Page 1
Training E & M
FLIGHT DECK DOOR .................................................................... 100 UPPER DECK DOOR MOUNTED SWITCHES ............................. 146
FLIGHT DECK DOOR SWITCH ..................................................... 102 UPPER DECK DOOR SWITCHES ................................................ 148
FLIGHT DECK DOOR LATCH AND ELECTRIC PANEL ............... 104 UPPER DECK DOOR OPEN AND CLOSED SWITCHES ............. 150
FLIGHT DECK DOOR LATCH ASSEMBLY ................................... 106 UPPER DECK DOOR INTERNAL CONTROL SWITCH ................ 152
FLIGHT DECK DOOR LOCK ASSEMBLY ..................................... 108 UPPER DECK DOOR EXTERNAL CONTROL SWITCHES .......... 154
FLIGHT DECK DOOR RELEASE CIRCUIT ................................... 110 UPPER DECK DOOR LIFT MECHANISM ..................................... 156
EMERGENCY EXIT DOORS ......................................................... 112 UPPER DECK DOOR POWER LIFT UNIT .................................... 158
FLIGHT DECK OVERHEAD HATCH ............................................. 114 UPPER DECK DOOR ELECTRIC MOTOR CIRCUIT .................... 160
UPPER DECK DOOR .................................................................... 116 UPPER DECK DOOR BRAKE ASSEMBLY ................................... 162
UPPER DECK DOOR LINING PANEL .......................................... 118 UPPER DECK DOOR ROTARY ACTUATOR ............................... 164
UPPER DECK DOOR MECHANISM ............................................. 120 UPPER DECK DOOR LOST MOTION LINK ................................. 166
UPPER DECK DOOR INTERNAL ARM/DISARM LEVER ............. 122 UPPER DECK DOOR PNEUMATIC MOTOR ................................ 168
UPPER DECK DOOR EXTERNAL ARM/DISARM LEVER ............ 124 UPPER DECK DOOR EMERGENCY POWER RESERVOIR ....... 170
UPPER DECK DOOR ARM/DISARM MECHANISM ..................... 126 UPPER DECK DOOR LIFT SYSTEM ............................................ 172
UPPER DECK DOOR HANDLE MECHANISM .............................. 128 UPPER DECK DOOR EMERGENCY POWER SYSTEM
UPPER DECK DOOR INTERNAL HANDLE .................................. 130 BATTERY ................................................................................... 174
UPPER DECK DOOR EXTERNAL HANDLE ................................. 132 UPPER DECK DOOR CARTRIDGE CIRCUIT............................... 176
UPPER DECK DOOR FLIGHT LOCK ACTUATOR ....................... 134 UPPER DECK DOOR BATTERY CONDITION INDICATION ........ 178
UPPER DECK DOOR FLIGHT LOCK INDICATION ...................... 136 UPPER DECK DOOR BATTERY TEST CIRCUIT ......................... 180
UPPER DECK DOOR FLIGHT LOCK CIRCUIT ............................ 138 UPPER DECK DOOR WARNING CIRCUIT .................................. 182
UPPER DECK DOOR PRESSURE RELIEF PANELS ................... 140 UPPER DECK DOORS EICAS MESSAGES ................................. 184
UPPER DECK DOOR PRESSURE RELIEF PANELS UPPER DECK DOORS SYNOPTIC DISPLAY .............................. 186
MECHANISM ............................................................................ 142 UPPER DECK DOOR CIRCUIT ..................................................... 188
UPPER DECK DOOR PRESSURE RELIEF LATCHING HOOK ... 144 UPPER DECK ESCAPE SLIDE PACK .......................................... 190

Issue: 1 Page 2
Training E & M
UPPER DECK ESCAPE SLIDE PACK ASSEMBLY ...................... 192

ESCAPE SLIDE DEPLOYMENT HOOK ........................................ 194
UPPER DECK DOOR FACIA PANEL ............................................ 196
UPPER DECK DOOR SLIDE RESERVOIR ................................... 198
ESCAPE SLIDE RESERVOIR PRESSURE RELIEF ASSEMBLY . 200
ESCAPE SLIDE TRIGGER REGULATOR ..................................... 202
UPPER DECK ESCAPE SLIDE PUMP .......................................... 204
UPPER DECK ESCAPE SLIDE DEPLOYMENT ........................... 206
UPPER DECK DOOR ESCAPE SLIDE ......................................... 208

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DOORS
The doors provide access to various compartments and service - Potable water drain access door
areas and are classified by function: passenger/crew entry doors, - Aft cargo door
emergency exits doors, cargo doors, service doors (equipment - Bulk cargo door
compartment exterior doors and exterior service doors), and interior - APU extinguisher access door
doors. - APU access door
- Stabilizer actuator access door
The doors include: - Toilet waste panel access door
- Potable water service access door
- Main entry doors (10) - Forward cargo door
- External power receptacle access door - Upper deck doors (2)
- Main equipment center access door - Flight deck overhead hatch
- Center equipment center access door - Flight deck interior door
- Underwing fuel drain access door
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- Air conditioning access doors
- Refueling access doors (2)
- Pneumatic ground connection access doors (2)

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MAIN ENTRY DOORS
There are ten main entry doors, five on each side of the airplane.
The doors are numbered consecutively, left and right sides, nose to
tail, 1L through 5L and 1R through 5R.
The doors provide general access under normal conditions.

Emergency evacuation provisions are provided for passenger
evacuation.
Door indications are displayed in the flight deck.
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MAIN ENTRY DOOR - EXTERIOR
General
The main entry doors are plug-type, pressure sealed doors. These
doors are hinged at the forward edge and operate from either inside
or outside the airplane.
The main entry doors may be opened or closed or left latched open
in winds up to 65 knots.
Door - Exterior Components
An exterior door handle controls opening and closing of each door

from outside the airplane. The handle is stowed in a recess. A latch
holds the exterior handle in place.
The arrow affixed to the door is in the direction of exterior handle

rotation to open the door.
The exterior access panel at the leading edge of the door provides
access to door assemblies and hinge attach points.
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MAIN ENTRY DOOR - INTERIOR
General
Main entry door interiors consist of a door handle, selector lever,

door assist handle, door lining and insulation, escape pack (slide/raft
doors 1, 2, 4, 5 and slide at door 3) and an escape light.
Door - Interior Components
The interior door handle controls opening and closing of the door
from inside the airplane.
An AUTOMATIC/MANUAL selector lever is located under an access

cover above the door handle. With AUTOMATIC selected the door
emergency system is armed. With MANUAL selected the door
emergency system is not armed. A mode selector lockout pin is
used to maintain the lever in the manual mode.
A door assist handle is used as a hand hold for manually opening or

closing the door.
The main entry door lining consists of three sections: upper, center,
and lower. The arrow affixed to the centerlining is in the direction of
interior handle rotation to open the door. The lower lining covers the
escape pack system.
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MAIN ENTRY DOOR OPENING PROCEDURE
Main entry door opening is accomplished by placing the mode

selector to MANUAL. Rotation of the door handle in the direction of
the arrow unlatches the door and starts opening of the door. The
door will rotate into the airplane until the door reaches the cocked
position. Door movement through the cocked position transfers door
rotation to move the door outside the airplane. Pushing the door with
the door assist handle rotates the door to the open position. A
hold-open device will lock the door in the open position.
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DOOR LINING
Introduction
The door lining consists of three nylon honeycomb core sections. The center section is attached to the door panel support with
These sections provide a decorative protective cover for the door fasteners on the forward and aft door edges. To remove the center
structure and mechanisms. section, the upper and lower sections must be removed first. To gain
access to the center section edges, the door must be partially
opened. Prior to opening the door place the mode selector lever in
Maintenance Practices MANUAL to prevent door emergency power initiation and slide/raft
deployment. With the door partially open, the assist handle is
The upper section is hinged to the center section and latched to the removed followed by the fasteners on the forward and aft edges.
door. This section may be removed by disengaging quick release
52.11.0504 -001
fasteners and separating the upper lining hinges from the center
section hinge pins. The emergency light electrical connector must be
disconnected.
The lower section (bustle) is hinged to the center section and

latched to the escape pack cover. This section may be removed by
pulling on the bottom of the lining until the hinge arm latches trip.
Rotating the exposed yellow hinge arm lock handles inboard
releases the lower lining.

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DOOR HINGE ARM AND STOPS
Purpose
The hinge arm, latches, and doorstops are used to transmit door
loads to the surrounding structure.
General
When the door is closed, the latch rollers are rotated into the latch
fittings to secure the door.
When the main entry doors are closed and latched and the airplane
pressurized, the doorstops and threshold plates around the door,
transmit the pressure loads from the door to the surrounding
fuselage structure. This prevents excessive deflection of the door
pressure seal.
With the airplane unpressurized, the doorstop pins are adjusted for a
specified clearance between the pin face and door frame stop fitting.
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DOOR PRESSURE SEALS
General
The main entry doors are fitted with seals to prevent air
pressurization loss and rain leakage. The pressure seals installed on
a main entry door include a flap-type mechanical door seal and
diaphragm seals.
Flap-Type Mechanical Seal
The flap-type mechanical seal is attached around the door. When

the door is closed and latched the seal contacts the fuselage frame
to form a pressure and weather seal.
Diaphragm Seals
Diaphragm seals are installed on the inside of the upper and lower
gate hinges. These seals flex when the gates are opened or closed.
They form pressure and weather seals between the gates and the
main door structure.
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DOOR ACOUSTIC AND SWEEPER SEALS
General
Noise reduction is achieved by acoustic seals at the sidewall lining

support bracket (fuselage mounted) and at the door lining support
bracket (door mounted). The sweeper seal protects the girt bar
attach area from debris.
Acoustic Seals
A lip seal is mounted on the sidewall lining of the fuselage structure.

A bulb seal is mounted on the door lining support angle bracket.
When the door is closed the bulb seal is seated against the lip seal
to form a noise barrier.
Sweeper Seal
A sweeper seal is attached to the bottom edge of the lower lining

section. This seal is in contact with the passenger cabin floor when
the main entry door is closed. The sweeper seal clears the girt bar
floor mount area of debris whenever the door is operated. It also
shields the girt bar, girt mechanism and girt floor brackets when the
door is closed.
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DOOR MECHANISMS
General
A main entry door is composed of assemblies and mechanisms for

MANUAL and AUTOMATIC (emergency) operation. The door is a
plug-type door. During opening and closing of the door, the gates
are folded to provide vertical clearance. The door must be
prepositioned, (cocked at an angle with the door frame) for
horizontal clearance.
Mechanisms
The control cam transmits handle rotation for door latching and
cocking.
The latching mechanism rotates the latch rollers, opens and closes
the door gates, lifts and lowers the girt mechanism and prevents
changing the AUTOMATIC/MANUAL mode selection when the door
is unlatched.
The cocking mechanism prepositions the door by rotating the door

torque tube, hinge arm, guide arm and guide plates.
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LATCHING AND COCKING DOORS
The control cam is attached to the interior handle. The cam controls
the motion of the latch roller crank and cocking roller crank.
The latch roller crank imparts motion to the latch rollers and the
upper and lower gates through the latching crank, control rods, latch
torque tubes and gate control rods. With the door closed, the first
20° - 30° of handle rotation unlatches the door and folds the upper
and lower gates.
The girt mechanism is attached to the lower gate. As the lower gate
folds up, when MANUAL mode is selected, the girt bar is lifted from
the floor by the girt mechanism.
Between the door unlatched and door cocked positions, the cocking
roller crank imparts motion to the door through the cocking crank,
cocking pushrod and door torque tube. With the door in the closed,
unlatched position, additional door handle rotation causes the door
to rotate about the door torque tube and the hinge arm to body
torque tube attach points. The door motion is controlled by the guide
arm and guide plates.
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LATCHING AND COCKING DOOR 5
The latching and cocking mechanism for door No. 5 functions

identically to the mechanisms found in the other main entry doors.
Due to the curvature of door No. 5, the lower latch control rod is a
two rod assembly with a bellcrank coupling the rods. (The other
doors have only one rod assembly.)
The guide arm and guide plates are mounted at the upper hinge
position and are reversed from the other doors.
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MANUAL MODE COCKED POSITION
With the MANUAL mode selected, the emergency mechanism sear

pin retracts. As the door moves from the unlatched to the cocked
position, the retracted sear pin allows the triggering mechanism to
remain in its manual position. With the triggering mechanism in its
manual position, the triggering mechanism roller clears the
emergency power trip lever at the door cocked position. Thus the
door emergency power system will not be actuated.
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BODY TORQUE TUBE DOORS 1,2,3 and 4
As the door is swung between the cocked and fully open positions, The body torque tube snubber is filled with fluid under pressure. A
the door arc is controlled by the hinge arms, guide arm and the green pin extends through the snubber housing to indicate fluid
guide plates as the body torque tube rotates about its vertical axis. quantity. The fluid quantity indicator pin retracts into the snubber
As the door approaches the full open position, the angle between housing to indicate low fluid. A temperature chart must be used to
the hinge arms and body torque tube changes. The change in angle determine proper pin extension.
causes the door torque tube to rotate and repositions the interior
door handle. Access to the body torque tube and its snubber requires removal of
the access panel adjacent to the door forward edge.
A snubber in the body torque tube limits door speed in opening and
closing. The snubber is replaced if the pin extension is incorrect. The body
torque tube has a telescopic section to facilitate removing and
A hold-open device in the body torque tube prevents the door from replacing the snubber. The snubber is removed and replaced
contacting the fuselage or from leaving the open position. The without removing the body torque tube.
hold-open release lever disengages the hold-open device for door
closure.
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BODY TORQUE TUBE DOOR 5
The door No. 5 body torque tube is functionally identical to the body
torque tubes for the other doors.
The door hold-open release, emergency actuator and the snubber

are in a different location for door No. 5.
The door No. 5 hold-open mechanism is released by pushing on the

release lever and moving the door from the full open position.
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DOOR OPEN TO COCKED POSITION - MANUAL FROM INSIDE
The door is opened by rotating the handle in the direction of the

arrow and closed by rotating the handle opposite the arrow.
With MANUAL mode selected and the door latched, initial rotation of
20° to 30° of the interior handle unlatches the door, folds the gates,
lifts the girt mechanism, and provides a door open indication in the
flight deck.
Interior handle rotation to 180° (maximum handle rotation) causes

the door to move to its cocked position.
Door movement to the cocked position, moves the door's forward

edge inboard and aft. The door's aft edge moves outboard and
forward.
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DOOR FULL OPEN - MANUAL FROM INSIDE
The door is swung outward through the door frame, using the door
assist handle. As the door approaches the open position, the interior
handle rotates towards the latched position.
A hold-open device is engaged when the door is fully open.
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DOOR OPENING FROM OUTSIDE
To open a main entry door from the outside, unlatch the exterior
handle by pushing the latch lever and pull the handle out from its
recess in the door outer skin. Extending the handle outboard
engages the control cam.
If the door is in the AUTOMATIC mode, extending the exterior door

handle repositions the mode selector lever to the MANUAL mode.
This automatically disarms the door.
The exterior handle latch mechanism provides a positive lock to hold

the exterior handle in its recessed area.
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DOOR OPENING FROM OUTSIDE - INSPECTION
Purpose
The door emergency system must be inspected when opening the WARNING: FAILURE TO MAKE THIS INSPECTION COULD
door from the airplane exterior. This inspection provides a safety RESULT IN PERSONAL INJURY DUE TO
check of the exterior handle disarm mechanism. INADVERTENT SLIDE/RAFT DEPLOYMENT AND/OR
POWERED DOOR OPENING FROM THE COCKED TO
FULLY OPEN POSITION.
Inspection Procedure
52.11.0523 -001
With the exterior handle extended, the handle is rotated in the
direction of the arrow to open the door.
Rotate the handle no more than 90° and inspect the door visually
through the open lower gate, to ensure that the girt bar is not visible.
Visually examine the emergency power triggering mechanism at the
open door hinge (top hinge all doors except door 5 bottom hinge) to
ensure that it is not in its automatic position.
If the girt bar is engaged to the floor brackets and/or the emergency
power triggering mechanism is in its automatic position, close the
door and initiate maintenance action.

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DOOR FULL OPEN FROM OUTSIDE
Rotate the door handle in the direction of the arrow. Rotating the
handle 180° from its initial position opens the door to the cocked
position. The handle must be stowed in the door recess before
opening the door further. Stowing the exterior handle disconnects it
from the control cam.
From the cocked position the door is pulled outward through the
door frame. When the door is open far enough to provide access to
the door assist handle, open the door fully. As the door approaches
the open position, the interior handle rotates back (approximately
45°) towards the latched position.
A hold-open assembly engages when the door is fully open.
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DOOR CLOSING
Prior to closing the door, clear the door threshold area of any debris.
Debris can interfere with operation of the girt mechanism. Debris in
the area of the floor brackets can prevent the girt locks from properly
engaging the floor brackets.
The door is closed by releasing the hold-open release lever and

swinging the door through the door frame to the cocked position.
During initial closing of the door, the interior handle will rotate back
to the cocked position.
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MAIN ENTRY DOOR CLOSING PROCEDURE
Close From Interior
With the door in the cocked position, rotation of the interior door
handle opposite the direction of the arrow, causes the door to shift to
the closed position.
Additional interior handle rotation closes the upper and lower gates
and engages the latch rollers into the latch fittings.
Latch roller engagement changes the flight deck door display from a
door open to door closed.
Close From Exterior
To close the door from the exterior with the door in the cocked
position, the exterior door handle must be extended to engage the
control cam.
Rotation of the exterior door handle causes the door to close and
latch.
When the door is closed and latched, the handle is stowed in the
door recess. This disengages the exterior handle from the control
cam. When the handle is stowed insure that the handle latch is flush.
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MAIN DECK ESCAPE SYSTEM
Escape slides and slide/rafts provide emergency evacuation of

passengers and flight crew. When deployed and inflated, the escape
system extends from the main entry door threshold to the ground or
water. The slide/raft, can be used as a flotation life raft by detaching
the girt bar from the floor brackets.
The slides and slide/rafts have two sliding lanes allowing two
passengers to enter the slide and evacuate the airplane at the same
time.
Slide/rafts are installed at doors 1, 2, 4 and 5. Slides are installed at

door 3.
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EMERGENCY DOOR POWER OPENING
Main entry doors incorporate a power assist system during

emergency operation.
Power is provided by a reservoir using nitrogen under pressure. The

gas energy operates an actuator to force the door to the open
position. During the door opening sequence the escape pack system
operates.
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MAIN ENTRY DOOR EMERGENCY OPERATION
Placing the mode lever in the automatic position arms the

emergency system for operation.
Rotation of the door handle unlatches and opens the door. Door
opening through the cocked position sequences the door opening
power system. The escape pack is released from the door through
the lower lining. The door continues to the full open locked position
as the escape pack inflation sequence begins.
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DOOR GIRT BAR MECHANISM
General
The main entry door has two modes of operation, MANUAL and
AUTOMATIC. The mode of operation is determined by the position
of the mode selector lever. With MANUAL mode selected, the door
emergency system is disarmed. With AUTOMATIC mode selected,
the door emergency system is armed.
Viewing windows in the mode selector access cover provide a visual

indication of the mode selector lever position. The mode is also
displayed in the flight deck.
Girt Mechanism
The emergency system controls the horizontal position of the girt

mechanism (girt bar lock engaging roller arm). The girt locks and girt
bar, on which the girt locks are installed are components of the
escape pack. In the MANUAL mode the girt mechanism positions
the girt locks onto the girt lifter. In the AUTOMATIC mode the girt
mechanism positions the girt locks into the floor brackets.
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DOOR EMERGENCY MECHANISM
General Sear Pin Operation
The door emergency actuation mechanism repositions the crank The sear pin is extended into the emergency power triggering
stop, girt torque tube and the sear pin dependent on the position of mechanism in the AUTOMATIC mode and retracted from the
the mode selector lever (AUTOMATIC/MANUAL). The sear pin triggering mechanism in the MANUAL mode.
arms/disarms the emergency power triggering mechanism.
Emergency Power Triggering Mechanism

Mode Selector Operation
The triggering mechanism is mounted on the upper hinge arm. It
The mode selector lever positions are detented by the action of an consists of a spring cartridge, trigger and roller.
overcenter spring assembly for MANUAL and AUTOMATIC mode.
52.11.0510 -001
Lockout and Girt Torque Tube Operation
The lockout mechanism prevents changing the door mode when the
door is unlatched.
The girt torque tube positions the girt mechanism dependent on the
mode selected.

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EMERGENCY POWER TRIGGERING MECHANISM
Purpose
The triggering mechanism initiates the door emergency power

system when the door is in the AUTOMATIC mode and is being
opened.
Operation
The triggering mechanism has two detented positions of manual and

automatic.
When the door is closed, the triggering mechanism is in its manual

position. With the sear pin retracted (MANUAL mode), the triggering
mechanism stays in its manual position as the door is opened. This
prevents the roller from contacting the emergency power lever and
initiating the emergency power system.
With the sear pin extended (AUTOMATIC mode), the triggering

mechanism will be repositioned to its automatic position as the door
just starts to open (handle rotation approximately 45°). This extends
the roller enabling it to contact the emergency power lever as the
door approaches the cocked position.
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EMERGENCY MECHANISM DOOR No. 5
The main entry door emergency mechanism for door 5 is functionally

identical to that of other doors. The differences are in the design of
the mode select linkages, the crank stop, and the location of the
emergency power triggering mechanism, and sear pin.
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AUTOMATIC MODE COCKED POSITION
General
In the AUTOMATIC mode, the emergency system powers the door The spring cartridge, anchored to the reservoir mounting assembly,
open. It is designed to operate in winds up to 40 knots under the is attached to the emergency power cable. A turnbuckle in the cable
most adverse combinations of wind direction and airplane attitude. assembly is used to adjust cable tension.
52.11.0528 -001
The emergency power system components are located in the
fuselage sidewall forward of the door. The system consists of the
emergency power lever, cable and pulley assembly, spring cartridge,
emergency power reservoir, actuator tubing and linkage.
Operation
The emergency power system is actuated by the emergency power

triggering mechanism. With the triggering mechanism in its
automatic position, the roller depresses the emergency power lever
as the door passes through the cocked position during door opening.
Lever actuation is mechanically transmitted by the emergency power
cable to actuate the emergency power reservoir. The emergency
power reservoir releases compressed nitrogen to the actuator. The
actuator rotates the body torque tube to open the door from the
cocked to full open position.

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EMERGENCY POWER MECHANISM COMPONENTS
The emergency power mechanism components are located in the

fuselage sidewall, forward of each door. The mechanism consists of
an emergency power reservoir, operating cable, actuator and trigger
mechanism.
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EMERGENCY POWER RESERVOIR INSPECTION
General
The emergency power reservoir contains nitrogen under pressure The pressure gauge for the reservoir at doors 3 and 5 is visible
and provides pneumatic power for opening the main entry door in through a viewing port in the dado panel forward of the door at floor
the AUTOMATIC mode. level.If pressure is within the acceptable operating range shown on
the pressure-temperature chart, the reservoir is adequately charged.
Inspection If the pressure is below the minimum value, servicing is

accomplished with the reservoir removed from the airplane.
The emergency power reservoir is checked on a periodic basis to
insure the reservoir is charged. The check is made by reading the The reservoir at doors 1, 2 and 4 is attached by a tiedown strap and
pressure gauge and comparing the pressure with a a pushbutton mounting pin.
pressure-temperature chart.
The reservoir at doors 3 and 5 is attached by a tiedown strap.
The emergency power reservoir gauge at doors 1, 2, and 4 is visible
52.11.0530 -001
through an access panel above the door. A mirror located on the
reservoir is used to read the pressure gauge. A
pressure-temperature chart is located at each over-door panel.

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EMERGENCY POWER RESERVOIR
Operation
The emergency power cable attached to the emergency power WARNING: USE CARE WHEN HANDLING CHARGED OR
reservoir trips the reservoir toggle lever as the door passes through PARTIALLY PRESSURIZED RESERVOIR TO
the cocked position. The toggle lever depresses the reservoir knife PREVENT MOVEMENT OF TOGGLE LEVER TO
rupturing a diaphragm releasing the compressed nitrogen. ACTUATED POSITION. ACCIDENTAL DISCHARGE OF
RESERVOIR COULD CAUSE INJURY TO
PERSONNEL AND/OR DAMAGE TO EQUIPMENT.
52.11.0531 -001
The emergency power reservoir must be removed from the airplane

after use or if it is at low pressure. When working around or with the
reservoir or any mechanism connected to it, safety pins must be
installed.
NOTE: The safety pin is a set of two pins connected by a lanyard

with a streamer attached.
The emergency power reservoir at doors 1, 2, and 4 is accessible by

removing the over-door panel. The reservoir at door 5 is accessible
by removing the dado panel forward of the door.

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ESCAPE PACK DEPLOYMENT
Rotation of the interior door handle with the door in the AUTOMATIC
MODE, the emergency system is activated as the door is opened
beyond the cocked position. The escape pack is released and pulled
from stowage in the door lower lining.
The lower lining opens at the door bottom (hinged at the center lining
attach points) allowing the escape pack to deploy. As the escape
pack is being pulled from stowage a lanyard from the girt bar
actuates a gas bottle for pack inflation. The girt bar is locked to floor
brackets and retains the inflated escape pack to the airplane.
After deployment, the escape pack must be manually released from

the airplane.
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ESCAPE PACK
The escape pack can be a slide or a slide/raft configuration. The

escape pack is retained on the door behind the lower lining in a
packboard assembly. Operation of the escape pack is controlled by
the mode selector lever.
To gain access to the escape pack the door lower lining must be
removed.
A sea survival kit is housed in the lower lining for slide/raft

configurations. A lanyard connects the sea survival kit to the slide/
raft. Disconnect the lanyard prior to moving the lower lining from the
vicinity of the door.
When the lower lining is reinstalled over an escape slide/raft insure

that the sea survival kit is installed in the lining and that the lanyard
is connected.
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GIRT BAR
Purpose
The girt bar is installed in the escape pack. It provides the means of
retaining the escape pack at the main entry door for slide
deployment. Girt bar locks are installed on each end of the girt bar to
lock the girt bar to the floor brackets or to lift the bar off the floor.
Operation
The mode selector lever engages the girt locks to the girt lift
mechanism. When the door is unlatched the girt is lifted from
airplane floor by the lower gate. This action prevents escape pack
deployment.
When the mode selector lever is in the AUTOMATIC mode, the girt
bar locks are extended horizontally by the girt mechanism and
engaged into the floor brackets. When the girt is attached to the
airplane floor the escape system is enabled for deployment.
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GIRT BAR AUTOMATIC MODE
During AUTOMATIC mode of operation, the girt bar remains locked

to the floor to retain the escape pack to the airplane and initiate
escape pack deployment and inflation.
The interior door handle when rotated to unlatch the door lifts the
lower gate and girt lift mechanism
When the girt lift mechanism separates from the girt lock, the girt bar
locking springs protrude locking the girt bar to the floor brackets. The
escape pack is now attached to the floor for deployment.
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GIRT BAR REMOVAL AND INSTALLATION
The girt mechanism and girt bar are located under the lower lining Release the girt locks by depressing the locking spring and sliding
and sweeper seal. the locks back from the floor brackets.Lift the girt bar off the floor
brackets. Remove the girt locks and the girt bar from the escape
WARNING: INSTALL SAFETY PINS IN THE PACK COVER pack girt and rest the girt on the floor inboard of the floor brackets.
RELEASE MECHANISM, GAS STORAGE BOTTLE
TRIGGERING MECHANISM AND IN THE NOTE: Save the girt bar and locks for reinstallation.
EMERGENCY POWER RESERVOIR TRIGGERING
MECHANISM PRIOR TO WORKING ON ANY PART OF Rotate the interior door handle to the closed and latched position
THE ESCAPE SLIDE/RAFT OR DOOR EMERGENCY and move the mode selector to MANUAL.
POWER SYSTEM.
The girt bar is installed with AUTOMATIC mode selected and the
To remove the girt bar, place the door mode selector to door unlatched. The same WARNINGS and CAUTIONS apply.
AUTOMATIC. Rotate the interior door handle slowly towards the
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open position (about 30°) until the emergency linkage girt bar
mechanism clears the girt locks.
CAUTION: ROTATE DOOR HANDLE SLOWLY AND ONLY TO

EXTENT REQUIRED. WITH SAFETY PINS
INSTALLED, ROTATION OF DOOR HANDLE AND
OPENING THE DOOR PAST THE COCKED POSITION
WILL INITIATE SLIDE/RAFT DEPLOYMENT.

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ESCAPE SYSTEM COMPONENTS
General
The escape system includes the inflatable escape pack assembly,

one stored gas bottle with regulator, two aspirators, gas supply
hoses, a packboard with pack cover release mechanism and pack
cover.
Mechanisms/Components
The escape pack is contained in the packboard by interlocking end

panels and a fabric cover. The packboard is mounted to the door
lower inner structure and covered by the door lower lining. The
packboard latching handle mechanism engages a latch pin on the
door structure to retain the escape pack to the door.
The pack cover release mechanism provides the means of releasing

the packboard interlocking end panels and the fabric cover for
escape pack deployment. A lanyard attached to the girt actuates the
pack cover release mechanism.The stored gas bottle assembly
consists of a cylindrical pressure bottle and a pressure regulator.
This assembly supplies a gas to the escape pack for inflation. The
bottle is part of the escape pack assembly. A lanyard attached to the
girt actuates the stored gas bottle assembly to discharge the gas.
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ESCAPE SYSTEM PRESSURE INDICATION
Each stored gas bottle assembly is equipped with a temperature

compensated pressure gauge. A viewing port in each door lower
lining is provided for visual access to the pressure gauge.
The needle when in the green band indicates an adequate pressure

level for escape pack inflation.
The escape pack must be removed from the door and unpacked to
change a stored gas bottle.
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ESCAPE PACK REMOVAL AND INSTALLATION
Removal
Insure that the safety pin in the escape pack cover release CAUTION: EXCESS LACING MUST BE REMOVED OR ENDS MAY
mechanism is installed prior to pack removal. ENTER AIR PUMP AND PREVENT CLOSURE OF
FLAPPER VALVE.
NOTE: The pack cover release mechanism is disarmed to prevent
inadvertent opening and possible inflation during handling. The pack is installed on the door by engaging it to the pack support
hooks and rotating the top of the pack outboard to engage the
The escape pack is removed by holding the pack firmly against the latching assembly.
door to unload the packboard latch. Rotate the latching handle to its
unlocked position and allow the top of the pack to rotate inboard. Lift CAUTION: DO NOT HANDLE ESCAPE SLIDE/RAFT BY THE GIRT
the pack up until the lower packboard pivots disengage from the LANYARD STRAPS, TO PREVENT INADVERTENT
support hooks and then lower the pack to the cabin floor. OPENING OF THE PACK. THE PACK COVER
RELEASE MECHANISM IS OPERATED BY APPLYING
TENSION ON THE CABLE CONNECTED TO THE GIRT
Installation LANYARD STRAP.
Prior to installing an escape pack, insure the pack cover release Complete the installation by installing the girt bar, removing the
mechanism is installed. Next, check the pack lace ends to ensure safety pins and installing the door lower lining.
excess lacing has been removed.
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DOOR-MOUNTED ESCAPE PACK OPERATION
Rotation of the internal handle to the open position when the door is
in AUTOMATIC commands emergency door operation when the
door passes through the cocked position. The door is forced open by
the door emergency system. The escape pack is attached to the
airplane floor by the girt. Door rotation causes the lower lining to
open resulting in escape pack inflation.
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ESCAPE PACK INFLATION
Regulated pressure from the stored gas bottle opens the aspirator
check valve. The stored gas flows through the aspirator nozzle. The
action of the stored gas flowing through the nozzle creates a low
pressure (venturi effect), causing the flapper valve to open and draw
in ambient air. When pressure reaches a certain level, the flapper
valve closes to prevent further induction of ambient air. The
remaining pressure within the stored gas bottle is used to inflate the
escape pack to the final operating pressure. Relief valves prevent
overpressurization.
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DOOR WARNING SWITCH
General
A microswitch is mounted on the lower aft door latch fitting for doors
1, 2, 3 and 4, and on the upper aft door latch fitting for door 5. When
the door is latched, the door latch roller depresses the switch
providing door positioning information in the flight deck.
The plunger of the door position microswitch is adjusted to a

specified length.
The indication system is activated by rotating the door handle from

the door latched position toward the open position. If the door
remains latched to its 12° handle rotation position ensure that the
door open indication initiates between 4° and 12° of handle rotation.
WARNING: IN NO CASE SHALL THE DOOR OPEN INDICATION

COME ON AFTER 12° OF HANDLE ROTATION. AN
UNSAFE CONDITION COULD EXIST WITHOUT
WARNING THE FLIGHT CREW.
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DOOR MODE SWITCHES
General
Two proximity switches are installed on the mode selector assembly

for each door. One proximity switch operates in the MANUAL
position and the second in the AUTOMATIC position.
The switches provide door mode information for display in the flight
deck.
The switches are accessible with the door center lining removed.
Fasteners secure the switches and switch actuators to their
respective mounting bracket.
The switches are adjusted to specified values with the switch in its
operating position.
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DOOR WARNING AND POSITION INDICATING CIRCUIT
General Position Indication
Main entry door status is displayed in the flight deck, on the EICAS The main entry door position switches provide a ground for the EIUs
door synoptic page. An advisory message is displayed any time a whenever a main entry door is unlatched. This information is
main entry door is open. The state of the main entry door mode processed by the EIUs for display on the EICAS door synoptic page
switches and position indicating switch initiate the EICAS displays and main entry door EICAS advisory messages.
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and messages.
Mode Indication
The AUTOMATIC and MANUAL mode proximity switches provide

grounds to the MAWEA (modularized avionics warning and
electronics assembly) to indicate the mode status. The MAWEA
transmits this information to the EIUs. The EIUs process the
information for display on the EICAS door synoptic page. If neither
switch conducts (selector lever in mid position), the mode will not be
displayed.

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ENTRY DOORS EICAS MESSAGES
The entry doors EICAS messages are shown on the main display.
- DOOR ENTRY L1 (TYP): advisory message on main EICAS

display. Entry door L1 (TYP) not latched.
- DOOR ENTRY L (TYP): advisory message on main EICAS

display. Two or more on same side not latched. Inhibits individual
messages.
- DOORS MANUAL: memo message on main EICAS display. All

entry/upper deck doors in manual mode only on the ground.
- DOORS AUTO: memo message on main EICAS display. All

entry/upper deck doors in automatic mode. Inhibited after takeoff
power is applied until 1 minute after landing.
- DOORS AUTO/MAN: memo message on main EICAS display.

Entry/upper deck doors in mixed modes.
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MAIN AND UPPER DECK DOORS SYNOPTIC DISPLAY
The status of each main and upper deck door is displayed on the
EICAS door synoptic page.
The synoptic consists of an airplane silhouette with each door

location called out.
When a door is unlatched, an amber rectangle representing the door

is displayed. Absence of the rectangle indicates that the door is
latched.
The door mode is also displayed. When the door is in the

AUTOMATIC mode, an A is displayed. When the door is in the
MANUAL mode, an M is displayed.
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FLIGHT DECK DOOR
General Description
The flight deck door is located at the aft end of the flight deck. The The door can also be opened from the flight deck by pushing the
door is hinged on the right and swings forward to open. A lock FLT DK DOOR switch located in the aisle stand (P8). The UNLKD
assembly in the door and an electric door release latch in the door (unlocked) light will illuminate when the switchlight is actuated to
post provide for conventional key-lock operation. A remote release is deenergize the solenoid. When the solenoid is deenergized, the
electrically controlled by a switch-light on the flight crew's aisle stand latch springs rotate the doorstop to unlatch and nudge the door
(P8). open. The door is unlatched and nudged open whenever electrical
power is removed from the airplane.
The door is constructed of flame-resistance paper honeycomb and
fiberglass laminate sandwich covered by a decorative laminate. The To enable locking the door, the solenoid must be energized by
hinges are at the top and bottom of the right edge. The latch is on actuating the switchlight to obtain a LKD (locked) light. The door is
the left edge. The latch release mechanism is in the left door post. locked when it is physically placed in the locked position.
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Operation
The flight deck door is normally in the closed and latched position.
The door is opened from the flight deck side by turning the knob
which withdraws the latchbolt from the electric door release latch in
the door post, then pulling the door open. It is openedfrom the
passenger side by unlocking it with a key (withdrawing the latchbolt),
then pushing the door open.

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FLIGHT DECK DOOR SWITCH
The flight deck door switchlight is located on the captain's side and
toward the aft end of the aisle stand. The switchlight allows the flight
crew to unlatch the flight deck door when the electric power is on the
airplane
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FLIGHT DECK DOOR LATCH AND ELECTRIC PANEL
General
An electric door release latch and electric panel are mounted in the The units are replaced by first removing the door post seal retainer,
left door post. the trim angle at the aft edge of the door and the door post trim. The
electric panel is removed from the door post and the solenoid wires
The door release latch is solenoid operated. It latches the door in the disconnected. The electric door release latch is removed by
locked position and acts as a door stop, preventing the door from removing the fasteners securing the latch to the door post.
rotating past the door post into the upper deck passenger area.
The units are installed in reverse order.
The electric panel provides mounting points for a diode and
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capacitor that are a part of the electric power circuit for the door
latch. These components reduce electrically induced noise caused
by energizing and deenergizing the door release latch solenoid.
The electric door release latch and electric panel located in the door
post are replaceable. When working in this area, insure that the
electric power to door release latch is turned off by opening the
CABIN DOOR RELEASE circuit breaker. With electric power
removed the door will be unlatched.

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FLIGHT DECK DOOR LATCH ASSEMBLY
An electric release for the latch assembly, installed in the doorpost,

releases the door from the flight compartment. This operation can be
performed by a key or by a switchlight on P8.
When the solenoid is deenergized, the pin is retracted from the latch
assembly and the sub-frame will not be blocked. Energizing the
solenoid, causes the pin to extend into the latch assembly blocking
the sub-frame. With the door closed, the latchbolt cannot push the
sub-frame and strike around its attached bolt.
A sudden pressure difference will cause the ball detents to release

the strike of the latch assembly. This allows the door to move free
and the pressure to equalize.
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FLIGHT DECK DOOR LOCK ASSEMBLY
General
The door lock assembly is key operated from the aft side of the door
to withdraw the latchbolt. From the forward side of the door, rotating
the D-ring withdraws the latchbolt.
The door lock assembly is removed from the forward side of the
door. Removal of the D-ring and spindle provides access to the
fasteners holding the escutcheon and lock mechanism.
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FLIGHT DECK DOOR RELEASE CIRCUIT
The door is opened from the flight deck by pushing the FLT DK
DOOR switchlight on P8. The UNLKD light illuminates and the door
release solenoid deenergizes. The door is locked by pushing the
switchlight, the LKD light illuminates and the solenoid energizes to
lock the door.
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EMERGENCY EXIT DOORS
The flight deck is equipped with an overhead hatch located at the top
of the fuselage. The hatch is inward opening manually operated for
emergency exit by the flight crew. Exit from the hatch to ground is by
descent devices.
The upper deck passenger compartment is equipped with two doors

located on each side midway along the fuselage. The doors open
outwards and are electrically or pneumatically operated from inside
or outside of the upper deck. The door position indication is in the
flight deck.
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FLIGHT DECK OVERHEAD HATCH
General
The flight deck overhead hatch is for emergency exit for the flight
crew. The hatch is located on the top of the fuselage above the flight
deck.
It is a plug type door, inward opening, which is operable from inside

or outside of the fuselage. The hatch is hinged on the left side and
latched by four pins which project through the four door keeper
fittings and engage corresponding fittings in the fuselage structure
surrounding the hatch. The latch pins are actuated by a common
rack and pinion mechanism operated by the internal or external
handles. A continuous seal around the periphery of the hatch
prevents loss of cabin air pressure.
Operation
Opening of the hatch from the inside is accomplished by rotation of

the handle 180 degrees counterclockwise and withdraws all four
latch pins. The hatch swings into the flight deck on the left side. The
hatch opening from the outside is by pushing the trigger to release
the external handle. Rotating the handle 180 degrees clockwise
unlatches the hatch.
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UPPER DECK DOOR
The upper deck is provided with a door on each side of the fuselage.
The door has an opening of approximately 42 by 72 inches (128 by
219 cm). It is hinged at the top and opens outwards to provide
emergency egress from the upper deck. An escape slide operated
by the door is located inside the upper deck.
The doors can be operated from inside or outside and are powered
electrically for normal operation and pneumatically for emergency
operation. An internal manual mode is also provided. The internal
and external controls consist of an arm/disarm lever, handle and
control switches. At the base of the door are two pressure relief
panels operated by the door mechanism.
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UPPER DECK DOOR LINING PANEL
General
The door lining panel covers the door operating mechanism on the
interior side of the door and is part of the upper deck interior decor.
Two panels, on the left side of the handle and below the handle, are
for access to the handle mechanism.
Prior to removal of the door lining panel, the door must be partially
open to access fasteners.
WARNING: USE EXTREME CARE WHEN WORKING AROUND

OPEN DOORWAY. DOOR SILL IS APPROXIMATELY
25 FEET ABOVE GROUND.
The four fasteners and the handle access cover are removed. After
removal of the fasteners attaching the lining panel to the door, the
panel is removed by slipping it over the internal handle.
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UPPER DECK DOOR MECHANISM
General Lift Mechanism
The door mechanism enables selection of door operating mode, The lift mechanism consists of a lift torque tube connected to the
operates door latches, lift mechanism and the lift system for opening handle shaft by a tie rod. At both ends of the torque tube are links
and closing the door. connecting the tube to the hinge arms. Movement of the handle
rotates the torque tube and lifts the door approximately 2 inches
during opening. The upward movement of the door unlocks two
Mode Selection pressure relief panels in the lower part of the door. An arm inhibit
pushrod operated by the pressure relief door prevents mode change
The door operating mode, AUTOMATIC or MANUAL, is selected by when the door is not latched.
the internal or external arm/disarm levers. The levers operate
pushrods, cranks and cross-shaft for the escape slide deployment
hook. Lift System
The lift system consists of an electric and pneumatic motors

Latch System connected to the lift power unit. A shaft from the power unit operates
two rotary actuators through a brake. The actuators are connected
The latch system consists of a torque tube with latch rollers which to the hinge arms by lost motion links.
engage latch fittings in the door frame. The external handle is
connected directly to the latch torque tube. The internal handle is
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connected to the latch torque tube through the handle shaft and a
pushrod. A flight lock actuator interferes with the handle shaft to
prevent door opening in flight.

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UPPER DECK DOOR INTERNAL ARM/DISARM LEVER
The internal arm/disarm lever is used for selection of the door

operating mode. It is located behind a cover which has an
interference bracket. The cover cannot be closed unless the lever is
in the AUTOMATIC or MANUAL mode. With the cover closed, the
position of the lever is visible through the two plastic view ports.
The arm/disarm lever can only be operated when the door is closed
and latched.
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UPPER DECK DOOR EXTERNAL ARM/DISARM LEVER
The external arm/disarm lever is used for unlatching the external

handle and for disarming the automatic mode of door operation. The
lever is located below the external handle. Pushing the lever partially
into the door engages the safety hook to prevent external handle
operation. Pushing the lever completely into the door rotates a lever
shaft operating the safety hook. The hook is released from the
handle safety catch allowing the handle to operate.
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UPPER DECK DOOR ARM/DISARM MECHANISM
The arm/disarm mechanism arms the door for emergency operation

and disarms the door for normal operation. An arm/disarm lever is
used to select the mode of operation. The door is armed by placing
the internal arm/disarm lever to the AUTOMATIC position and
disarmed by placing the lever to the MANUAL position. The door is
automatically disarmed when opened from outside. The mechanism
is located behind the door lining panel.
A reversing link, connected to the arm/disarm lever by the lever

pushrod, raises and lowers the arm/disarm pushrod as the lever is
moved. An overcenter spring, connected to the reversing link, locks
the lever in the MANUAL or AUTOMATIC position. The crank,
located at the lower end of the pushrod, causes the cross-shaft to
rotate the slide deployment hook which engages the slide
deployment link.
A roller connected by a crank to the external lever engages a stop

on the cross-shaft to operate the mechanism to the MANUAL mode.
An automode switch operated by the internal arm/disarm lever is for

the emergency mode of door operation.
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UPPER DECK DOOR HANDLE MECHANISM
The internal and external door operating handles are connected by a

pushrod, bellcrank and tie rod. Upward rotation of either door handle
rotates the other handle, latch torque tube and lift torque tube. Lift
links between the torque tube and hinge arms cause the door to
move inward slightly and upward approximately 2 inches. Pivoting
support links allow door movement while the hinge arms are
stationary. A master latch switch, actuated by the support link
provides control for normal door operation.
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UPPER DECK DOOR INTERNAL HANDLE
General
The door internal handle operates the door latch and lift torque tubes
through the handle shaft, bellcrank, pushrod and tie rod.
WARNING: LET GO OF HANDLE WHEN POWERED ACTUATION

BEGINS.
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UPPER DECK DOOR EXTERNAL HANDLE
General
The door external handle operates the door latch and lift torque
tubes through the handle shaft, bellcrank and pushrods.
WARNING: DOOR OPENS OUT RAPIDLY UNDER EMERGENCY

POWER. STAND WELL CLEAR OF DOOR TRAVEL
PATH, OR INJURY TO PERSONNEL MAY OCCUR.
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UPPER DECK DOOR FLIGHT LOCK ACTUATOR
General
The flight lock actuator prevents door operation in flight. It is located

next to the internal handle behind the door lining panel. The actuator
is an electrically powered motor energized in flight. A spring assists
the actuator in the deenergized position.
Operation
The actuator is connected to a shaft which has an interference lever.

When the actuator is energized, the shaft rotates and the
interference lever engages the stop on the internal handle shaft
preventing operation of the handle. A flight lock switch provides lock
position indication to an indicating light on the door annunciator
panel.
Access to the flight lock actuator is by removal of an access panel in

the door lining. The actuator is removed after disconnecting the
electrical connector and removing two attaching bolts.
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UPPER DECK DOOR FLIGHT LOCK INDICATION
The flight lock indication is by a blue DOOR GND MODE light in the
door annunciator panel which is located above the door. The light is
illuminated when the flight lock actuator is in the unlocked position.
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UPPER DECK DOOR FLIGHT LOCK CIRCUIT
The flight lock actuator is controlled by the air/ground sensing

system. It is energized and locked in flight to prevent door operation
in flight.
A blue DOOR GND MODE light is controlled by a flight lock switch

which is operated by the flight lock actuator. The light illuminates
when the actuator is not in the locked position.
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UPPER DECK DOOR PRESSURE RELIEF PANELS
Two pressure relief panels are located in the lower part of each
door. The panels are hinged at the top and open outward to relieve
residual cabin pressure during door opening. If cabin and ambient
pressures are equal, the panels remain closed.
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UPPER DECK DOOR PRESSURE RELIEF PANELS MECHANISM
General
The pressure relief panels mechanism operates to latch or unlatch

the pressure panels. It is located on the lower portion of the door
behind the escape slide. The mechanism for each panel consists of
a torque tube with a cam follower crank and a latching hook, and two
restraining springs. When the door is opening, the cam follower
crank exits the cam track on the door frame. The torque tube rotates
unlatching the hook from fitting on the panel. During closing, if the
door is not properly latched, the panels will remain unlatched
preventing pressurization of the airplane with unlatched upper deck
door.
The mechanism is partially disassembled prior to removal from the

door. The latching hooks and crank are removed from the torque
tubes by removal of the hook and retaining bolts. The torque tubes
are pulled out through the door frame.
NOTE: Take care not to lose torque tube spring when torque tube is
pulled out.
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UPPER DECK DOOR PRESSURE RELIEF LATCHING HOOK
The latching hooks for the pressure relief panels are operated by the
torque tubes. The hooks engage pins on the panels. A rig pin hole is
located above the hook for proper alignment during installation of the
hook.
The arm inhibit pushrod, which is connected to the external arm/

disarm lever shaft, is operated by the right torque tube. Attached to
the cross shaft is a stop crank operated by the internal arm/disarm
lever. When the door operation has been selected (manual or
automatic), the stop crank is positioned by the arm/disarm
mechanism. During door opening, the pressure relief panels are
unlatched, moving the arm inhibit pushrod. An idler pin on the
pushrod interferes with the stop crank preventing changing the door
operating mode.
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UPPER DECK DOOR MOUNTED SWITCHES
General
The door mounted switches are for the electrical control circuit to Manual Mode proximity switch for door MANUAL mode indication in
provide sequencing, interlocks and indication during door opening the flight deck.
and closing operation. Eight switches are located at each door.
Door warning switch for indication of door position in the flight deck.
Switch Functions Latch open switch for door emergency opening system.Door closed
switch for control of power supply to the motor for normal operation.
Master latch switch for power supply to
the door control switches. Door open switch for control of power supply to the motor for normal
operation.
Flight lock switch for indication of door flight lock in the flight deck
52.23.0516 -001
and door annunciator panel.
Auto mode switch for arm/disarm of the door emergency opening

system and door AUTO mode indication in the flight deck.

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UPPER DECK DOOR SWITCHES
The switches are located on the various parts of the door structure.
Adjustment of the switches is by the switch mounting nuts and bolts
on the striker arms.
Master latch switch is located on door structure next to the actuator

arm. The switch is actuated by a striker on the lower support link.
Flight lock switch is located near the handle shaft. The switch is
actuated by a striker on the flight lock lever.
Auto mode switch is located below the arm/disarm lever. The switch
is actuated by a cam on the arm/disarm lever.
Latch open switch is located on the door frame. The switch is

actuated by the door latch.
Manual mode proximity switch is located below the slide deployment

hook. The switch is mounted to a fixed bracket. The target is
mounted to the cross shaft. The switch is actuated when the cross
shaft is rotated to the manual position by the arm/disarm lever.
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52.23.0017 -001

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UPPER DECK DOOR OPEN AND CLOSED SWITCHES
Door closed and open switches are located on the actuator support
structure and are actuated by the actuator arm. Adjustment of the
switches is by the switch mounting nuts.
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UPPER DECK DOOR INTERNAL CONTROL SWITCH
The upper deck door internal control switch is for electrical operation
of the door. It is located behind a hinged panel on the door frame.
The panel is held closed by a quarter-turn fastener.
The three-position switch is spring loaded to center off position and

momentary in DOOR OPEN and DOOR CLOSE positions.
The switches are located on the frames forward of the doors.
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UPPER DECK DOOR EXTERNAL CONTROL SWITCHES
The upper deck door external control switches are for electrical and
emergency operation of the door. The switches are located behind a
hinged panel above a window forward of the door on the left side
and aft of the door on the right side. The door control switch is
momentary with DOOR OPEN, DOOR CLOSE and center off
positions. The door emergency switch is guarded in the OFF
position and is momentary in the EMERG DOOR OPEN position.
WARNING: STAND WELL CLEAR OF DOOR TRAVEL PATH

WHEN ACTIVATING EXTERNAL CONTROL SWITCH.
DOOR OPENING OUTWARD MAY INJURE
PERONNEL.
WARNING: DOOR OPENS OUT RAPIDLY UNDER EMERGENCY

POWER. STAND WELL CLEAR OF DOOR TRAVEL
PATH, OR INJURY TO PERSONNEL MAY OCCUR.
NOTE: Emergency operation of door from outside airplane does not

deploy escape slide.
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UPPER DECK DOOR LIFT MECHANISM
The upper deck door lift mechanism is located above the door and is
used for opening or closing of the door. The mechanism consists of
a power lift unit connected to a brake and two rotary actuators. The
actuators lift or lower the door through the lost motion links attached
to the door by hinge arms.
The power lift unit is operated normally by an electric motor or in

emergency by a pneumatic motor. An emergency power reservoir
provides compressed air for the pneumatic motor operation. The
exhaust from the motor is discharged through a muffler for noise
reduction.
The power lift unit can be operated manually using a manual drive
connection on the pneumatic motor.
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UPPER DECK DOOR POWER LIFT UNIT
The power lift unit converts motion from the electric and pneumatic
motors for opening and closing of the door. It is located in the ceiling
of the upper deck above the door.
The electric motor is attached on the right side and the pneumatic
motor is attached inboard of the lift unit. With the electric or
pneumatic motor operating, the lift unit rotates two torque tubes
connected to the rotary actuators for door operation.
During manual operation of the door, the shaft from the pneumatic
motor operates the lift unit.
WARNING: PRIOR TO REMOVAL OF ANY DOOR LIFT

COMPONENTS, THE DOOR MUST BE PLACED IN
THE DOWN POSITION.
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UPPER DECK DOOR ELECTRIC MOTOR CIRCUIT
General
The power supply to the external or internal door control switches is

from the ground handling bus or bus 1 for the left door (bus 2 for the
right door).
Door Opening
After the door is unlatched, the master latch switch closes. Placing
the external or internal door control switch to the OPEN position
energizes the control circuit in the motor and 115 volts ac power is
provided to the motor for opening of the door. When the door is fully
open, the door open switch opens removing control power from the
motor.
Door Closing
Placing the external or internal door control switch to the CLOSE

position energizes the control circuit in the motor and 115 volts ac
power is provided to the motor for closing the door. After the door is
closed, the door closed switch opens removing power from the
motor.
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UPPER DECK DOOR BRAKE ASSEMBLY
The brake assembly allows the door to open freely, but impedes
rotation in the closed direction. The assembly is located in the ceiling
of the upper deck above the door. Ratchet teeth in the brake
housing and spring-loaded pawls on the mounting structure form a
pawl and ratchet mechanism which allows free rotation of the brake
assembly in door up direction. This ensures that the door will remain
in position when power is removed. The power unit is forced to drive
against the slipping brake to close door.
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UPPER DECK DOOR ROTARY ACTUATOR
The two rotary actuators are planetary gear reduction units which
convert the rotary motion of the lift torque tube to move the door
open or closed. The lift torque tube is connected to each actuator by
splined connections and the door is connected by links to the
actuator arms. The actuators are located in the ceiling of the upper
deck above the door.
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UPPER DECK DOOR LOST MOTION LINK
General
The two lost motion links convert the actuator arm motion into lifting
or lowering of the door through the hinge arms. The link is
telescoping and collapses during the initial movement of the door to
the OPEN position.
Access to the links is by removal of the side lining doorway panel.

Prior to removal of the links, the door must be securely supported.
The link is removed after removal of the two attaching bolts.
A rigging gauge hole is located on each link for proper length

adjustment which is at the rod end of the link.
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UPPER DECK DOOR PNEUMATIC MOTOR
The pneumatic motor is used for opening of the upper deck door in Access to the pneumatic motor is by removing the side lining
emergency if the electrical operation is not available. It consists of a doorway panel. After disconnecting the inlet and exhaust hoses and
motor and shutoff valve assembly and is located in the ceiling of the valve linkage, the motor and valve can be removed. The motor can
upper deck above the door. The motor is supplied with compressed be removed without the valve by removing four bolts attaching the
gas from the emergency power reservoir and operates the rotary valve to motor.
actuators through gears and torque tube. Air exhausts from the
motor through a shutoff valve which throttles down the pneumatic NOTE: Support shutoff valve to ensure valve does not get damaged.
motor as the door reaches the full open position. The valve is
controlled by linkage from the door hinge. A muffler reduces the The correct valve open position can be verified by inserting a rig pin
noise of the exhaust. on the valve body. The open position can be changed by adjusting
the valve linkage at the disconnect point.
Located on the motor is a 1/2 inch manual drive socket for opening
or closing the door manually.
52.23.0527 -001
CAUTION: DO NOT OPERATE MANUAL DRIVE AT SPEEDS

FASTER THAN 500 RPM OR DAMAGE TO
PNEUMATIC MOTOR MAY RESULT.

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UPPER DECK DOOR EMERGENCY POWER RESERVOIR
General
The reservoir assembly consists of a 370 cubic inch air bottle USE EXTREME CAUTION WHEN HANDLING
pressurized to 3000 psi, pressure gauge, thermal head, EMERGENCY POWER RESERVOIR OR INJURY TO
overpressure discharge port, cartridge (SQUIB) and a valve. It is PERSONNEL AND DAMAGE TO PARTS COULD
discharged by a power supply to the cartridge during emergency RESULT.
opening of the door. If bottle temperature exceeds 203° F (95° C),
the thermal head ruptures an internal diaphragm and the bottle Access to the reservoir assembly is by opening a hinged ceiling
contents discharges through the overpressure discharge port. panel. Prior to removal of the reservoir, the electrical connector is
removed from the cartridge (SQUIB) and a shunt installed across the
Access to the pressure gauge is through the access panel. cartridge pins.
WARNING: FAILURE TO INSTALL SHUNT COULD RESULT IN

Maintenance Practices EMERGENCY POWER RESERVOIR FIRING WITH
INJURY TO PERSONNEL AND DAMAGE TO PARTS.
The emergency power reservoir pressure must be within the green
band on the pressure gauge. If pressure is not within the green The reservoir is removed by disconnecting the pressure line and two
band, the reservoir must be replaced. bands securing the reservoir.
52.23.0528B-001
WARNING: EMERGENCY POWER RESERVOIR CONTAINS GAS
AT HIGH PRESSURE. THE CARTRIDGE CONTAINS
EXPLOSIVE DEVICE WHICH CAN BE TRIGGERED BY
DROPPING OR STRIKING WITH HARD OBJECT OR
EXCESSIVE RADIO-FREQUENCY ENERGY WHEN
SHUNT IS NOT IN PLACE.

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UPPER DECK DOOR LIFT SYSTEM
General Manual Operation
The upper deck door is opened or closed by the power lift unit which During manual operation, the torque tube is driven in the same way
can be operated electrically, pneumatically or manually. The output as during the emergency operation. The manual drive is an
of the power lift unit rotates the lift torque tube which lifts or lowers extension of the pneumatic motor.
the door through the two rotary actuators. A brake is on the torque
tube to allow free rotation during opening and restricted rotation
52.23.0529 -001
during closing.
The power lift unit consists of a clutch, reduction, planetary, ring and
worm gears.
Normal Operation
During normal operation, the output of the electric motor passes

through the gears driving the torque tube through the ring gear. The
planetary gear is held stationary by the worm gear.
Emergency Operation
During emergency operation, the output of the pneumatic motor

drives torque tube through the worm and ring gears. The reduction
gears are held stationary by the brake in the electric motor.
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UPPER DECK DOOR EMERGENCY POWER SYSTEM BATTERY
General
The emergency power system battery is provided as an alternate

source of electrical power for emergency operation of the upper
deck door. It is used for the discharge cartridge of the emergency
power reservoir if normal power supply is not available. The battery
is Nicad type, rated at six volts and the pack includes a charging
circuit powered from the airplane electrical system. The pack is
located in the ceiling of the upper deck above the door. The battery
is provided with a test.
Access to the battery pack is by opening a hinged ceiling panel. The

battery is removed by releasing two screws from the receptacle.
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UPPER DECK DOOR CARTRIDGE CIRCUIT
Internal Operation
Emergency opening of the door from inside is by placing the arm/

disarm lever to AUTOMATIC position and raising the internal door
handle to the open position. The auto mode and latch open switches
close and the cartridge (squib) is discharged by power from the
airplane or from the battery.
External Operation
Emergency opening of the door from outside is by placing the

external handle to the highest position, the latch open switch closes.
Placing momentarily the external EMERGENCY switch to the OPEN
position, the cartridge (squib) is discharged by power from the
airplane or from the battery.
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UPPER DECK DOOR BATTERY CONDITION INDICATION
The battery condition indication is by a green BATTERY OK light in

the door annunciator panel which is located above the door. Its light
is illuminated during push to test if battery charge is sufficient for
door operation. The light must be pressed for three to five seconds
before it will illuminate.
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UPPER DECK DOOR BATTERY TEST CIRCUIT
The battery is tested by pushing and holding the BATTERY OK light.

This interrupts the charging power supply and ground for the battery
logic circuit. After a time delay of 2.1 seconds, relay K1 energizes. If
the battery is properly charged, relay K2 energizes and the
BATTERY OK light illuminates.
If the light does not illuminate during the test verify light operation.
Replace the battery as required.
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UPPER DECK DOOR WARNING CIRCUIT
When the upper deck door is not closed, a ground is provided by the
door warning switch to the EFIS/EICAS interface units. Output from
the units is to the EICAS display in the flight deck.
The flight lock and ground safety switches provide position

information to the EFIS/EICAS interface units. Output from the units
is to the EICAS display in the flight deck.
Flight Lock Air/Ground EICAS Display:
Not locked on Ground - None

Not locked in Air - Caution Message
Locked on Ground - Caution Message
Locked in Air - None
The auto mode switches provide indication of the arm/disarm lever.
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UPPER DECK DOORS EICAS MESSAGES
The upper deck doors EICAS messages are shown on the main
display.
- DOOR U/D FLT LK - Caution message on main EICAS display.

Upper deck door flight lock disagreement.
- DOOR L UPPER DK - Advisory message on main EICAS

display. Left upper deck door not latched.
- DOOR R UPPER DK - Advisory message on main EICAS

display. Right upper deck door not latched.
- DOORS UPR DECK - Advisory message on main EICAS display.

Both right and left upper deck doors not latched.
- DOOR U/D FLT LK - Status message on auxiliary EICAS display.

Upper deck door flight lock disagreement.
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UPPER DECK DOORS SYNOPTIC DISPLAY
The status of each upper deck door is displayed on the EICAS door
synoptic page.

When the door is unlatched, an amber rectangle representing the

door is displayed. Absence of the rectangle indicates that the door is
latched.
The upper deck door mode is also displayed. When the door is in
the AUTOMATIC mode, an A is displayed. When the door is in the
MANUAL mode, an M is displayed.
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UPPER DECK DOOR CIRCUIT
Normal Operation Door Open Emergency Internal Operation
After the door is unlatched, 28 volts dc power from ground handling Placing the arm/disarm lever to the arm position actuates the auto
bus or bus 1 is available at internal and external door control mode switch to the auto position and arms the emergency system.
switches. Placing and holding either switch in the OPEN position When the door is unlatched, the cartridge on the emergency power
supplies power to the open control of the electric motor. The motor reservoir is discharged and the door is opened by the pneumatic
receives 115 volts ac power to operate door to the open position. motor. The power supply to the cartridge is from 28 volts dc bus 1 or
When the door is fully open, control power to the motor is removed the battery.
by the door open switch.
Emergency External Operation

Normal Operation Door Close
After unlatching the door, the cartridge on the emergency power
Placing and holding either control switch in the CLOSE position, reservoir is discharged by placing the external emergency switch to
supplies power to the close control of the electric motor. The motor the EMERG position. Alternatively, with the auto mode switch in the
receives 115 volts ac power to operate door to the closed position. auto position, the cartridge is discharged by unlatching the door.
When the door is fully closed, control power to the motor is removed
52.23.0537 -001
by the door closed switch. After latching the door, 28 volts dc power
is removed from the door control switches.
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UPPER DECK ESCAPE SLIDE PACK
The upper deck escape slide is a self-contained assembly mounted

on floor tracks immediately inboard of the door. When deployed and
inflated, the slide provides a means of rapid escape from the upper
deck to ground or sea level.
The escape slide assembly consists of a frame made up of three

hinged panels, platform and a packboard. Attached to the center
hinge panel is a decorative facia panel facing the interior of the
passenger cabin. On the outside of the frame are two gas reservoirs
for slide inflation. Inside the frame is the slide and inflation
components.
A deployment link, located at the top hinge panel, engages into the
hook on the door for automatic slide deployment during opening of
the upper deck door. Alternatively, the slide can be deployed
manually.
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UPPER DECK ESCAPE SLIDE PACK ASSEMBLY
General
The escape slide pack assembly is located next to the door. The
pack attachment assembly consists of a slide girt fastened by a girt
bar to the sill hinge panel, which is attached to the platform at two
pivot mounts. A stop knob at each end of the platform is for releasing
the pack from the track and moving it eight inches inboard to a
servicing position or removal.
Operation
During opening of the door in the automatic position, the slide

deployment link rollers retained by the hook travel in the extraction
roller track. When the pack emerges through the door, the lockpin
lanyard pulls the lockpin allowing opening of the center and sill hinge
panels. The slide is inflated with air during deployment by the four
pumps operated by compressed gas from the reservoirs. The gas
supply is through the regulators triggered by cables connected to the
top hinge panel.
In the event that the automatic system fails, manual triggering of the
inflation system can be accomplished by pulling the manual inflation
handle located on the slide girt.
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ESCAPE SLIDE DEPLOYMENT HOOK
General
The slide deployment hook in the automatic position ensures that the
slide is automatically deployed during the opening of the upper deck
door. In the manual position the slide does not deploy.
The hook is operated by the door arm/disarm lever through the cross
shaft, crank and tie rod. In the automatic position, the hook engages
the slide deployment link and in the manual mode the hook is
disengaged from the slide link.
The hook manual and automatic positions can be adjusted by

adjustment of the stops and tie rod.
NOTE: Avoid adjustment of tie rod if stop adjustment will achieve

required settings.
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UPPER DECK DOOR FACIA PANEL
The facia is a decorative panel facing the passenger cabin and is

attached to the packboard of the escape slide.
WARNING: SAFETY PINS MUST BE INSTALLED IN TRIGGER

REGULATORS TO PREVENT INADVERTENT
DISCHARGE OF RESERVOIR AND POSSIBLE INJURY
TO PERSONNEL AND/OR DAMAGE TO EQUIPMENT.
Prior to removal of the panel, the slide pack must be moved inboard.
The two stop knobs (accessible through panels) are lifted and
rotated to unlocked position and the pack slides 8 inches inboard.
Safety pins must be installed in the trigger regulators on the two
reservoirs.
After removal of eight fasteners, the facia panel is removed.
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UPPER DECK DOOR SLIDE RESERVOIR
General
The two slide reservoirs are used for slide inflation and can be WARNING: SAFETY PIN MUST BE INSTALLED IN TRIGGER
discharged automatically or manually. Each reservoir is filled with REGULATOR TO PREVENT INADVERTENT
dry nitrogen. The reservoirs are located on the slide pack and are DISCHARGE OF RESERVOIR DURING REMOVAL OR
attached by two clamps to the pack frame. INSTALLATION, WITH POSSIBLE INJURY OR
DAMAGE.
Located on the reservoir are pressure relief and trigger regulator
assemblies. Two trigger cables, (automatic and manual) are After disconnecting two trigger cables and hoses, the reservoir is
connected to the regulator for discharging of the reservoir. removed from the clamps.
25.68.0505 -001
Access to the reservoir is sliding the pack inboard and removing the
facia panel. Prior to removal of the reservoir, a safety pin with
streamer must be installed on the regulator assembly.

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ESCAPE SLIDE RESERVOIR PRESSURE RELIEF ASSEMBLY
General
The reservoir pressure relief assembly is for overpressure protection

and pressure indication. It is located at the top of the reservoir. The
assembly consists of an overpressure discharge port and a pressure
gauge.
Pressure Relief
When the reservoir temperature exceeds 400°F (204°C), or

pressure exceeds 4400 psi, the reservoir contents discharges
through the overpressure discharge port.
Pressure Indication
The door has to be partially open for access pressure gauge. The
pressure gauge is temperature compensated.
CAUTION: CHECK THAT MODE SELECTOR LEVER IS IN

MANUAL POSITION BEFORE OPENING DOOR.
OPENING DOOR IN AUTOMATIC MODE WILL
RESULT IN SLIDE DEPLOYMENT.
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ESCAPE SLIDE TRIGGER REGULATOR
The trigger regulator assembly is for discharging the reservoir for

inflation of the escape slide. It is located at the base of the reservoir.
Connected to the regulator are two trigger cables (automatic and
manual) and two hoses for supplying pressurized gas from reservoir
to the pumps.
When either trigger cable is pulled, the trigger pin is released and
ruptures an internal diaphragm allowing the reservoir to discharge.
The reservoir is refilled with dry nitrogen through the charging valve
on the regulator.
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UPPER DECK ESCAPE SLIDE PUMP
The four pumps are attached to the slide and are used for inflation of
the slide after deployment. Each pump consists of an impeller, inlet
hose with a check valve and a flapper check valve.
When the reservoir is discharged, gas flows through the regulator

and operates the impeller. Ambient air is induced into the slide
through the flapper check valve. After the slide is fully inflated, the
flapper check valve closes maintaining the slide inflated.
The slide is deflated by opening the flapper check valves and

releasing the air from the slide.
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UPPER DECK ESCAPE SLIDE DEPLOYMENT
During door opening, the slide deployment link roller travels in the
extraction track, causing the slide pack to be pulled out of the
doorway. The deployment link is released from the track when the
center of gravity of the pack has moved outboard of the pivot.
When the pack has reached 116° of travel, the sill hinge panel
unfolds pulling the lockpin lanyard. This releases the hinge panels
from the packboard and allows the slide to fall free.
When the top hinge panel unfolds, after 275° of rotation, the trigger
cables operate the reservoir discharge system and inflate the slide.
If the automatic slide deployment fails, the slide can be pushed out
through the door and inflated by pulling the manual trigger cables.
The slide deployment and erection occurs in a maximum time of 10

seconds.
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UPPER DECK DOOR ESCAPE SLIDE
The upper deck door escape slide is a dual lane type, allowing an
evacuation rate of 60 people per minute per lane. It is 68 inches
(173 cm) wide and 552 inches (1402 cm) long. For the nominal sill
height of 306 inches (777 cm), the slide makes an angle of 36° with
the ground.
The slide is capable of being deployed in 25-knot wind and is

useable in all airplane gear failure modes up to 6° roll and adverse
attitudes of sill heights from 225 inches (572 cm) to 400 inches
(1016 cm).
Inflation of the slide is by four pumps operated by compressed gas

from two reservoirs. Failure of one reservoir does not prevent slide
operation.
After use the slide is deflated and repacked by qualified personnel.
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NOTES:

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CARGO DOORS ............................................................................ 4 CARGO DOOR LIFT ASSEMBLY .................................................. 48

FORWARD AND AFT CARGO COMPARTMENTS DOOR CARGO DOOR LIFT MECHANISM ............................................... 50
OPENINGS ............................................................................... 6 CARGO DOOR LIFT ACTUATOR ................................................. 52
FORWARD AND AFT CARGO COMPARTMENT DOORS ........... 8 CARGO DOOR ROTARY ACTUATOR .......................................... 54
CARGO DOOR HANDLE ............................................................... 10 CARGO DOOR OPERATION ........................................................ 56
CARGO DOOR HINGE AND SEAL ............................................... 12 CARGO DOOR EXTERNAL CONTROL SWITCH ......................... 58
CARGO COMPARTMENT DOOR ................................................. 14 CARGO DOOR INTERNAL CONTROL SWITCHES ..................... 60
FORWARD CARGO DOOR MASTER LATCH LOCK ................... 16 CARGO DOOR JUNCTION BOX ................................................... 62
FORWARD CARGO DOOR MASTER LATCH LOCK DOOR MOUNTED SWITCHES ..................................................... 64
MECHANISM ............................................................................ 18 CARGO DOOR SWITCHES - A ..................................................... 66
FORWARD CARGO DOOR MASTER LATCH LOCK LINKAGE ... 20 CARGO DOOR SWITCHES - B ..................................................... 68
NEGATIVE PRESSURE RELIEF DOOR ....................................... 22 CARGO DOOR LATCH ACTUATOR CIRCUIT ............................. 70
CARGO DOOR LOCK SECTOR .................................................... 24 CARGO DOOR HOOK ACTUATOR CIRCUIT............................... 72
CARGO DOOR LATCH ASSEMBLY ............................................. 26 CARGO DOOR LIFT ACTUATOR CIRCUIT .................................. 74
CARGO DOOR LATCH MECHANISM ........................................... 28 CARGO DOOR MANUAL OPERATION ACCESS PANELS ......... 76
CARGO DOOR LATCH ACTUATOR ............................................. 30 MASTER LATCH LOCK MANUAL OPERATION ........................... 78
CARGO DOOR LATCHES ............................................................. 32 LATCH MECHANISM MANUAL OPERATION .............................. 80
CARGO DOOR LATCH PINS ........................................................ 34 HOOK MECHANISM MANUAL OPERATION ................................ 82
CARGO DOOR LATCH VIEW PORTS .......................................... 36 LIFT MECHANISM MANUAL OPERATION ................................... 84
CARGO DOOR HOOK ASSEMBLY .............................................. 38 CARGO DOOR SLING................................................................... 86
CARGO DOOR HOOK MECHANISM ............................................ 40 CARGO DOOR CIRCUIT ............................................................... 88
CARGO DOOR RESTRAINT MECHANISM .................................. 42 BULK CARGO COMPARTMENT DOOR OPENING ..................... 90
CARGO DOOR HOOK ACTUATOR .............................................. 44 BULK CARGO COMPARTMENT DOOR ....................................... 92
CARGO DOOR HOOKS ................................................................ 46 BULK CARGO DOOR EXTERNAL HANDLE ................................ 94

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BULK CARGO DOOR LATCHING MECHANISM .......................... 96 AUXILIARY POWER UNIT ACCESS DOORS ............................... 120
BULK CARGO DOOR UPLATCH HOOK ....................................... 98 EXTERIOR SERVICE DOORS ...................................................... 122
CARGO COMPARTMENTS DOORS WARNING CIRCUIT........... 100 EXTERNAL POWER RECEPTACLE ACCESS DOOR ................. 124
CARGO COMPARTMENTS DOORS EICAS MESSAGES ............ 102 POTABLE WATER SERVICE PANEL DOOR ............................... 126
CARGO AND EQUIPMENT CENTER DOORS SYNOPTIC UNDERWING FUEL DRAIN PANEL DOOR .................................. 128
DISPLAY ................................................................................... 104 PNEUMATIC GROUND CONNECTION ACCESS DOORS .......... 130
EQUIPMENT COMPARTMENT EXTERIOR DOORS ................... 106 POTABLE WATER DRAIN PANEL DOOR .................................... 132
MAIN EQUIPMENT CENTER ACCESS DOOR ............................. 108 TOILET WASTE PANEL ACCESS DOOR ..................................... 134
CENTER EQUIPMENT CENTER ACCESS DOOR ....................... 110 STABILIZER ACTUATOR ACCESS DOOR .................................. 136
ELECTRONICS COMPARTMENT ACCESS DOORS WARNING APU EXTINGUISHER ACCESS DOOR ........................................ 138
CIRCUIT ................................................................................... 112 REFUELING PANELS ACCESS DOORS ...................................... 140
EQUIPMENT CENTER ACCESS DOORS EICAS MESSAGES ... 114 DOORS - EICAS DISPLAY SUMMARY ......................................... 142
EQUIPMENT CENTER ACCESS DOORS SYNOPTIC DISPLAY . 116 DOORS - SUMMARY..................................................................... 144
AIR CONDITIONING COMPARTMENT ACCESS DOORS ........... 118

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CARGO DOORS
The forward, aft and bulk cargo compartments are equipped with
cargo doors located on the lower right side of the fuselage.
The forward and aft cargo doors open outwards and are electrically
operated from inside or outside of the cargo compartment. The bulk
cargo door opens inward and is manually operated.
The door position indication is in the flight deck.
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52.30.0001 -001

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FORWARD AND AFT CARGO COMPARTMENTS DOOR

OPENINGS
The doors provide access to the forward and aft cargo

compartments and are located on the forward and aft lower right
side of the fuselage. The doors are outward opening type and are
operated electrically or manually. Each door has a clear rectangular
opening of 104 inches (264 cm) wide by 68 inches (173 cm) high.
The doors can be opened normally in winds up to 40 knots and will

safely withstand winds up to 65 knots when fully open. Prior to
operation of the cargo handling system, the doors must be fully
open.
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52.30.0002 -001

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FORWARD AND AFT CARGO COMPARTMENT DOORS
The forward and aft cargo compartment doors are similar in

appearance and construction, with minor differences associated with
door operating system. Each door is a clad aluminum structure
consisting of an outer skin, internal frames, webs and stiffeners.
The door is hinged at the top and opens outwards. The master latch
lock handle is located towards the forward edge of the door and is
for manual operation of the door latch locks. The handle also opens
two negative pressure relief doors, at the top of the cargo door, to
provide pressure equalization for safe operation. Forward of the
handle, on the fuselage, is the door control switch for electrical
operation.
For manual operation of the door, two socket access ports are
located on the door centerline near the bottom and the third port is
located above the door hinge. A restraint arm manual release
pushbutton, for manual door operation, is located near the forward
edge of the forward door and aft edge of the aft door.
Six access panels located on the face of the door are for access to
release the door in case of failure in the closed position. Eight view
ports are located at the bottom of the door for visual verification that
the door is securely latched.
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52.30.0003 -001

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CARGO DOOR HANDLE
The cargo door handle is located towards the forward edge of the
cargo door and is normally flush with the door skin. From the
outside, the handle is released by pushing on the trigger and from
the inside, by pushing the latch release plunger after removal of the
access panel. The pushrod attached to the handle operates the
eight door lock sectors and the negative pressure relief doors.
CAUTION: DO NOT FORCE HANDLE. IF RESISTANCE IS FELT,

CHECK LATCH ALIGNMENT STRIPES THROUGH
VIEWING PORTS IN DOOR. ROTARY LATCHES NOT
FULLY CLOSED COULD CAUSE THE HANDLE
MECHANISM SHEAR RIVET TO SHEAR.
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52.34.0001 -001

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CARGO DOOR HINGE AND SEAL
The cargo door hinge is attached externally to the top of the door
and the fuselage. It consists of eight center and six end sections with
fairings at the forward and aft ends. Inboard of the hinge is a rain
seal attached to the door and door frame. When the door is closed,
the seal is folded. Opening of the door extends the seal and
prevents rain leakage through the hinge.
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52.34.0002 -001

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CARGO COMPARTMENT DOOR
The door is held in a closed position by two mid span latches and Access to the door mechanical and electrical components is by
two hooks on the forward and aft sides and by eight rotary latches at removal of the door liner which is attached by fasteners around the
the bottom of the door. A continuous sealing strip around the door door periphery.
edges prevents loss of cabin pressure. An electrical junction box is
52.34.0503 -001
located near the top of the door. The door interior is covered with an
insulation liner.
Operation
The door operating mechanism consists of mechanical and electrical

components located on the door. An external handle, which can be
operated from inside, actuates the lock sectors and operates the
negative pressure relief doors. The hooks and latches are actuated
electrically by two independent actuators. The door is opened or
closed by the electrical lift and mechanical rotary actuators. When
the door is closed, the position of the rotary latches can be verified
from outside through the eight view ports.

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FORWARD CARGO DOOR MASTER LATCH LOCK
The master latch lock system operates eight door lock sectors for
the rotary latches and the two negative pressure relief doors. The
system consists of a handle with release trigger, pushrods, bell
cranks and torque tubes located inside the door structure. Rotation
of the door handle operates the intermediate, master latch lock and
pressure relief door torque tubes through the pushrods and bell
cranks.
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52.34.0004 -001

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FORWARD CARGO DOOR MASTER LATCH LOCK MECHANISM
The forward cargo door master latch lock mechanism is actuated by

the cargo door handle. When the handle is rotated, the motion is
transmitted to the master latch lock torque tube through the
pushrods, intermediate torque tube (unique to the forward door) and
bell cranks. Rotation of the master latch lock torque tube operates
the eight lock sectors and rotates the negative pressure relief door
torque tube through the pushrods and bell cranks. The pressure
relief door are operated by bell cranks and pushrods attached to the
door torque tube.
The aft cargo door latch lock mechanism is similar.
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52.34.0005 -001

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FORWARD CARGO DOOR MASTER LATCH LOCK LINKAGE
The forward cargo door master latch lock linkage is located near the
forward and aft edges of the door. The linkage consists of pushrods
and bell cranks connected to the handle. In three of the bell cranks
there are rig pin holes and all the pushrods are adjustable for proper
operation of the linkage.
The aft cargo door linkage is similar.
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52.34.0006 -001

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NEGATIVE PRESSURE RELIEF DOOR
General
The doors provide pressure relief by opening inwards when the NOTE: A visual check that the pressure relief doors are closed to the
differential pressure between the outside and the fuselage interior normal unpressurized position (top of door up to 0.50 inch inboard of
exceeds one psid. Two relief doors are located near the top of each door skin) will verify that cargo door latches are closed and locked.
cargo compartment door. During cargo compartment door opening
52.34.0507 -001
or closing, the relief doors are operated mechanically by the master
latch lock mechanism.
The door consists of a panel with a seal around the periphery. The
lower edge of the door is attached to a torque tube and a spring.
Connected to the torque tube is a pushrod which is actuated by
linkage operated by the cargo door handle. A door warning switch
for the cargo door indication (in the flight deck) is operated by the
forward relief door on the forward cargo door, and aft relief door on
the aft cargo door. A shroud for rain water collection surrounds the
relief door opening on the interior of the cargo door.
The door must not protrude or recess more than 0.03 inches from
cargo door outside skin contour. The closed position of the relief
doors can be adjusted by the stops near the top of the door and by
the pushrod length adjustment at the attachment to the torque tube.

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CARGO DOOR LOCK SECTOR
The eight cargo lock sectors provide locking for the eight rotary
latches. The lock sectors are attached to the master latch lock
torque tube which is operated by linkage from the door handle.
When the sectors are in the locked position, the rotary latches are
prevented from rotation. Prior to operation of the rotary latches, the
lock sectors are moved to the unlocked position. In the unlocked
position, the lock sector near the aft edge of the door actuates the
master latch lock switch.
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52.34.0008 -001

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CARGO DOOR LATCH ASSEMBLY
The cargo door latch assembly operates eight rotary latches at the
bottom of the door and two mid span latches at the forward and aft
edges of the door for locking of the door. The system consists of an
electrically operated latch actuator, torque tubes, pushrods,
bellcranks and latches.
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52.34.0009 -001

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CARGO DOOR LATCH MECHANISM
The cargo door latch mechanism is actuated by an electrically

operated latch actuator. When the actuator operates, the motion is
transmitted to the rotary and mid span latches by the lock torque
tube, pushrods and bellcranks. The rotary latches rotate about the
pins on the door sill and the mid span latches rotate about the pins in
the forward and aft door frames of the fuselage.
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52.34.0010 -001

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CARGO DOOR LATCH ACTUATOR
General
The cargo door latch actuator is electrically powered and operates CAUTION: BE CAREFUL WHEN REMOVING BELL CRANK SINCE
the rotary and mid span latches through the torque tube, pushrods SPLINE TEETH OF BELL CRANK MAY SCAR
and bell cranks. It is located in the center near the bottom of the BEARING FACE.
door. The torque tube is attached to the actuator by splined
connections. A manual drive connection is on the external side of The bell crank is disconnected from the adapter by releasing a
the door. clamp and after the pushrod is disconnected, thebell crank is slid aft.
The adapter is removed by releasing the clamp and sliding the
The latch actuator is indentical and interchangeable with the hook adapter aft from the actuator. The actuator is disconnected from the
actuator. support bracket and slid aft for removal.
52.34.0511 -001
Prior to removal of the latch actuator, sections of the latch torque

tube must be removed. The aft section of the torque tube is removed
by releasing two clamps.

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52.34.0011 -001

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CARGO DOOR LATCHES
The eight cargo door rotary latches are extensions of the four latch
bellcranks mounted in supports. The bellcranks are operated by
pushrods from the latch torque tube. A rig pin hole is located in the
bellcrank support for proper adjustment of the latch bellcranks. The
adjustment is by altering the length of the pushrod.
The two cargo door mid span latches are extensions of the mid span
torque tubes and are operated by pushrods from the latch torque
tube. A rig pin hole is located in the latch for proper adjustment of
the mid span torque tube. The adjustment is by altering the length of
the pushrod.
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52.34.0012 -001

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CARGO DOOR LATCH PINS
The cargo door latch pins are engaged by the rotary latches and mid
span latches. The pins for the rotary latches are on the door sill and
pins for the mid span latches are on the fuselage door frame. During
door operation, the latches rotate about the pins. A centering roller
on the fuselage door frame guides the door during the closing
operation.
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52.34.0013 -001

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CARGO DOOR LATCH VIEW PORTS
Eight cargo door latch view ports are located on the external surface
at the lower edge of the door. Indication is by a yellow stripe on the
rotary latch and a yellow arrow on the latch pin fitting. When the
latch is properly closed, the yellow stripe and arrow are aligned.
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52.34.0014 -001

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CARGO DOOR HOOK ASSEMBLY
The cargo door hook assembly operates two hooks at the lower
forward and aft edges of the door. The hooks rotate and move the
door from fully closed position prior to opening the door by the lift
system. During closing, the hooks move the door to the closed
position prior to the latches engaging. The system consists of an
electrically operated hook actuator, torque tube, pushrods,
bellcranks and hooks. Hook restraint mechanism prevents
inadvertant hook system operation prior to unlatching of the door.
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52.34.0015 -001

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CARGO DOOR HOOK MECHANISM
The cargo door hook mechanism is actuated by an electrically

operated hook actuator. Prior to actuator operation, the door
restraint mechanism is released electrically. When the actuator
operates, the motion is transmitted to the hooks by the hook torque
tube, pushrods and bell cranks. The hooks rotate about the pins on
the door frame of the fuselage. The torque tube has hook open
springs. The springs hold the hooks open as the door is being
closed (hook actuator brake released). The springs hold the hooks in
place until they contact the pins. As the door is closed beyond the
contact point, the hooks are rotated (hook/pin interacting) toward
closed.
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52.34.0016 -001

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CARGO DOOR RESTRAINT MECHANISM
General
The cargo door restraint mechanism prevents rotation of the hook

torque tube when it engages the stop. It is located near the forward
edge on the forward door and near the aft edge on the aft door. The
mechanism consists of a solenoid connected to a restraint arm
which rests on the hook torque tube cam. When the solenoid is
energized, the restraint arm is lifted from the cam allowing the torque
tube to rotate.
A release plunger located on the outside of each door allows

operation of the restraint mechanism in manual mode.
Two adjustments are provided for correct clearance between the

arm and the hook torque tube cam. The solenoid attachment is
adjusted until the arm clears the torque tube by 0.90 to 0.95 inches
and the release plunger is adjusted until the arm clears the torque
tube by 0.05 inches.
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52.34.0017 -001

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CARGO DOOR HOOK ACTUATOR
General
The cargo door hook actuator is electrically powered and operates

two hooks through the torque tube, pushrods and bellcranks. It is
located in the center near the bottom of the door. The torque tube is
attached to the actuator by splined connections. A manual drive
connection is on the external side of the door.
The hook actuator is indentical and interchangeable with the latch

actuator.
Prior to removal of the hook actuator, a section of the hook torque

tube must be removed. The aft section of the torque tube is removed
by releasing two clamps, removing the tube coupling and sliding the
tube aft from the actuator. The actuator is disconnected from the
support bracket and slid aft for removal.
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52.34.0018 -001

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CARGO DOOR HOOKS
The two cargo door hooks are extensions of the hook bellcranks
mounted in supports. The bellcranks are operated by pushrods from
the hook torque tube. A rig pin hole is located in the door frame for
proper adjustment of the hook bellcrank. The adjustment is by
altering the length of the pushrod.
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52.34.0019 -001

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CARGO DOOR LIFT ASSEMBLY
The cargo door lift assembly moves the door to the open or closed
positions. The system consists of an electrically operated lift
actuator, torque tube, adapter tube, two rotary actuators and arms
connected to the door support fittings. The lift actuator is supported
by a brace and a support bracket.
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52.34.0020 -001

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CARGO DOOR LIFT MECHANISM
The cargo door lift mechanism is attached to the cargo compartment

ceiling structure above the door. The mechanism is actuated by an
electrically operated lift actuator. When the actuator operates, the
motion is transmitted to the two rotary actuators by the lift torque
tube. The rotary actuators lift (open) or lower (close) the door
through the actuator arms and links attached to the door support
fittings on the door.
The lift actuator can be operated manually from inside and outside
by the manual drive shaft.
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52.34.0021 -001

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CARGO DOOR LIFT ACTUATOR
General
The cargo door lift actuator is electrically powered and lifts or lowers WARNING: THE OUTWARD MOVEMENT OF THE DOOR MUST
the door through the torque tube, rotary actuators and links. It is BE CONTROLLED. WHEN LATCHES AND HOOKS
located in the cargo compartment ceiling above the door opening. ARE OPEN, DOOR WILL SWING OUTWARD TO A
The torque tube is attached to the actuator by splined connections. VERTICAL POSITION AND MAY INJURE PERSONNEL
OR DAMAGE EQUIPMENT.
A manual drive connection is on the external and internal side of the
door. At the forward and aft ends of the lift mechanism, the adapter is
disconnected from the torque tube by removal of a bolt and the tube
is slid onto the adapter. After disconnecting the brace and the
Maintenance Practices manual drive shaft, the actuator is removed from the support
bracket.
Prior to removal of the lift actuator, the door latches and hooks must
52.34.0522 -001
be open and the door swung open to the equilibrium position.
NOTE: Equilibrium position is the point at which the door freely

hangs vertically.

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52.34.0022 -001

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CARGO DOOR ROTARY ACTUATOR
General
The cargo door rotary actuators are planetary gear reduction units CAUTION: DO NOT BOTTOM DOOR HINGE BY OPENING DOOR
which convert the rotary motion of the lift actuator to move the door BEYOND FULL OPEN POSITION AS STRUCTURAL
open or closed. The lift torque tube is connected to each actuator by DAMAGE MAY OCCUR.
splined connections and the door is connected by links to the
actuator arms. The actuators are located in the ceiling of the cargo The adapter is disconnected from the torque tube by removal of a
compartment above the door opening. A door up position switch is bolt and slid onto the torque tube to clear the rotary actuators. After
operated by one rotary actuator on each door. The actuators are not removal of the bolts from the attachment plates, the actuator is
interchangeable between the cargo doors. removed.
52.34.0523 -001
Prior to removal of the rotary actuator, the links are disconnected

from door fittings and the door must be fully open and supported by
a sling.

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52.34.0023 -001

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CARGO DOOR OPERATION
The cargo door is electrically actuated and operated through

mechanical components located on the door and above the door
opening.
The door opening sequence starts at the handle which operates the
master latch lock torque tube to release the lock sectors from the
rotary latches and opens the negative pressure relief doors. The
door control switch provides power to the restraint mechanism and
the latch actuator. It operates the latch torque tube to unlatch the
rotary and mid span latches. After unlatching, the hook actuator is
powered and operates the hook torque tube to unlatch the hooks.
The door is now lifted to the open position by the lift actuator
operating the rotary actuators through the lift torque tube.
The door closing sequence starts with lowering the door to the
closed position, latching hooks, mid span and rotary latches. Placing
the handle to the closed position moves the lock sectors to prevent
rotation of the rotary latches and closes the negative pressure relief
doors. The door can be operated manually from inside or outside of
the airplane.
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52.34.0024 -001

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CARGO DOOR EXTERNAL CONTROL SWITCH
General
The cargo door external control switch is for electrically opening and
closing the cargo door. It is located in a housing with an access door
forward of each cargo compartment door. The switch is momentary
with DOOR OPEN, DOOR CLOSE and center OFF positions.
Prior to removal of the switches, the switch plate has to be removed

from the housing.
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52.34.0025 -001

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CARGO DOOR INTERNAL CONTROL SWITCHES
The cargo door internal control switch is for electrically opening and
closing the cargo door.
The switch for the forward cargo door is located above the forward
mid span latch pin in the door frame. The switch is momentary with
DOOR OPEN, DOOR CLOSE and center guarded OFF positions.
Above the door control switch is the cargo compartment lights switch
with two positions, ON and OFF.
The switch for the aft cargo door is located on P59 inboard of the
forward frame of the door. The switch is momentary with OPEN,
CLOSE and center OFF positions. Below the door control switch is
the cargo compartment lights switch with two positions, ON and
OFF.
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52.34.0026 -001

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CARGO DOOR JUNCTION BOX
The cargo door junction box contains interfacing circuits between the
door operating switches and the door electrical components. The
box is located near the upper edge of each cargo door and is
attached by three brackets to the door structure. Access to the
electrical circuits is by removal of the cover which is held by four
thumb screws.
Located on the outside of the box are four electrical receptacles:
- Door control switches

- Power supply
- Door operating mechanism switches
- Door operating actuators and solenoid
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52.34.0027 -001

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DOOR MOUNTED SWITCHES
General
The cargo door mounted switches are for the electrical control circuit - Door closed switch for control of power supply to the latch
to provide sequencing, interlocks and indication during door opening actuator
and closing operation. Nine switches are located on each door. The
switches have the same functions, but are in different locations on - Master latch lock switch for control of power supply to the door
the forward and aft cargo doors. The access to the switches is by circuit
removal of the cargo door liner.
- Hook closed switch for control of power supply to the hook, latch
and lift actuator
Switch Functions
- Door up switch for control of power supply to the hook, latch and
- Door warning switch for indication of door position in the flight lift actuators and cargo system circuits
deck
52.34.0528 -001
- Mid span latch open switch (forward and aft) for control of power
supply to the hook and latch actuators
- Hook position switch for control of power supply to the hook and
latch actuator
- Latch closed switch for power supply to the door control switches

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52.34.0028 -001

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CARGO DOOR SWITCHES - A
Door warning switch is located on door structure forward of the

negative pressure relief door. The switch is actuated by a striker arm
on the pressure relief torque tube.
Mid span latch open switches are located on the horizontal center
line near the forward and aft door frames. The switches are actuated
by striker arms on the mid span latch torque tubes.
Hook position switch is located near the forward bottom corner of the
door. The switch is actuated by the hook.
Latch closed switch is located near the bottom of the door. The
switch is actuated by a striker arm on the main latch torque tube.
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52.34.0029 -001

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CARGO DOOR SWITCHES - B
Door closed switch is located near the bottom of the door. The
switch is actuated by a striker arm on the door sill.
Master latch lock switch is located near the bottom of the door. The
switch is actuated by a striker arm on the master latch lock torque
tube.
Hook closed switch is located on the aft door frame. The switch is
actuated by a striker arm on the hook.
Door up switch is located near the top of the door. The switch is
actuated by a striker arm on the rotary actuator.
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52.34.0030 -001

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CARGO DOOR LATCH ACTUATOR CIRCUIT
Door Opening
The 28 volts dc power is provided to the external and internal door

control switches when the lock sectors are released. Holding either
switch in the OPEN position energizes the restraint solenoid on the
hook torque tube and provides control power for operation of the
latch actuator to the open position. The ground handling bus
supplies 115 volts ac power to the actuator to unlatch the rotary and
mid span latches. When the latches are fully open, the control power
is removed by the two mid span latch switches in the open position.
Door Closing
The 28 volts dc power is provided to the external and internal door

control switches when the latches are not closed. Holding either
switch in the CLOSE position provides control power, through the
hook and door closed switches, for operation of the latch actuator to
the closed position. When the rotary and mid span latches are fully
engaged, the control power is removed by the latch closed switch.
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52.34.0031 -001

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CARGO DOOR HOOK ACTUATOR CIRCUIT
Door Opening
After opening of the mid span latches, 28 volts dc control power is

supplied, from the external or internal control switch held in OPEN
position, through the mid span latch switches and restraint solenoid
to the hook actuator. The ground handling bus supplies 115 volts ac
power to the actuator to unlatch the hooks. When the hooks are fully
released, the K1 hook position relay energizes and removes control
power from the actuator.
Door Closing
During lowering of the door to the closed position, control power is

supplied, from the external or internal control switch held in CLOSE
position, to the hook actuator for brake release. When the hooks
engage the pins on the door frame and hook position switch closes,
the K1 hook position relay deenergizes. Control power through the
hook closed switch is supplied for operation of the hook actuator to
the close position. When the hooks arefully closed, the control power
is removed by the hook closed switch.
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52.34.0032 -001

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CARGO DOOR LIFT ACTUATOR CIRCUIT
Door Opening
After the K1 hook position relay is energized, 28 volts dc power is

supplied, from the external or internal control switch held in OPEN
position, to the lift actuator. The ground handling bus supplies 115
volts ac power to the actuator to open the door. When the door is
fully open, control power is removed by the door up switch allowing
the cargo handling system to be operational.
Door Closing
Holding the external or internal control switch in the CLOSE position

provides control power to the lift actuator, which lowers the door to
the closed position. When the hooks engage the pins, the hook
position switch opens, relay K1 deenergizes and control power is
removed from the lift actuator.
CAUTION: TO AVOID MOTOR OVERHEAT DAMAGE, ALLOW

THE LIFT ACTUATOR TO COOL FOR AT LEAST ONE
MINUTE AFTER DOOR IS OPENED BEFORE
CLOSING DOOR. ALLOW LIFT ACTUATOR TO COOL
FOR AT LEAST TEN MINUTES AFTER ONE
COMPLETE CYCLE OF DOOR OPENING AND
CLOSING BEFORE OPENING DOOR AGAIN.
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CARGO DOOR MANUAL OPERATION ACCESS PANELS
The cargo door can be operated manually using the manual drives
for the latch, hook and lift actuators. Access to the manual drives is
on the external surface of the door and fuselage. The lift actuator
has an additional drive port inside the cargo compartment. If any
failure prevents the actuators from being driven manually,
mechanical disconnects are made to the latch, hook or lift
mechanisms which can be operated independently of the actuators.
On the external surface of the door are located six access panels for
access to the disconnects of the latch and hook mechanisms.
Access to the lift mechanism is through the pressure relief doors and
from inside of the door. The door restraint manual release is used
during operation of the hook system.
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MASTER LATCH LOCK MANUAL OPERATION
When the cargo compartment latch lock mechanism is inoperative,

the cargo door can not be operated from outside. Access to the
forward cargo compartment is from the main electrical equipment
center and to the aft cargo compartment from the bulk cargo
compartment.
The master latch lock torque tube is accessible by removal of the

access panel on the lower edge of the door inside the cargo
compartment. The pushrod which connects the bell crank to the
torque tube is disconnected and the torque tube rotated by a strap
wrench. Rotation of the torque tube operates the latch lock sectors
and opens the pressure relief doors.
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LATCH MECHANISM MANUAL OPERATION
General Latch Operation After Disconnect
The cargo door latches, rotary and mid span, can be operated by Access to the rotary latches is through four access panels at the
manually turning the latch actuator or by operation of the latch lower edge of the door and to the mid span latches through two
torque tube after disconnecting from the latch mechanism. access panels midway up the door. The pushrods can be
disconnected from the latch torque tube and pulling the pushrods
moves the latches to the unlocked position for door opening. Door
Latch Actuator Manual Operation closing is the reverse operation of opening.
52.34.0537 -001
The latch torque tube can be rotated by manual operation of the
latch actuator. After removal of the cover from actuator drive port, a
1/2-inch drive speed wrench is used counterclockwise until stops are
contacted (approximately 90 turns). The drive is rotated clockwise
for door closing.
CAUTION: DO NOT USE POWER TOOLS TO OPERATE LATCH

ACTUATOR. USE OF POWER TOOLS CAN CAUSE
DAMAGE BY EXCEEDING TORQUE LIMITS. WHEN
MANUALLY OPERATING ACTUATOR, STOP
CONTACT IS FELT BY A SUDDEN RISE OF TORQUE.

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HOOK MECHANISM MANUAL OPERATION
General Hook Operation After Disconnect
The cargo door hooks can be operated by manually turning the hook Access to the hooks is through two access panels at the lower
actuator or by operation of the hook torque tube after disconnecting edges of the door. The pushrods can be disconnected from the hook
from the hook mechanism. bell crank and the bell cranks can be rotated by a strap wrench to
the unlocked position for door opening. Door closing is the reverse
operation of opening.
Hook Actuator Manual Operation
52.34.0538 -001
The hook torque tube can be rotated by manual operation of the

hook actuator. After removal of the cover from actuator drive port, a
1/2-inch drive speed wrench is used counterclockwise until the
restraint arm stop is contacted (approximately 45 turns). The
restraint is released by the manual release button. Further rotation
moves the door outwards, approximately 3 inches, until stops are
contacted (approximately 45 turns). The drive is rotated clockwise
for door closing.
CAUTION: DO NOT USE POWER TOOLS TO OPERATE HOOK

ACTUATOR. USE OF POWER TOOLS CAN CAUSE
DAMAGE BY EXCEEDING TORQUE LIMITS. WHEN
MANUALLY OPERATING ACTUATOR, STOP
CONTACT IS FELT BY A SUDDEN RISE OF TORQUE.

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LIFT MECHANISM MANUAL OPERATION
General Lift Actuator Inoperative
The cargo door can be opened or closed by manual operation of the If the lift actuator is inoperative, the links between the rotary
lift actuator or after disconnecting the door from the lift mechanism. actuators and the door can be disconnected. Access to the links is
through the pressure relief doors. The door is lifted to the open
position by the door removal sling. The same procedure is used if
Lift Actuator Operation the rotary actuators are inoperative.
After removal of the cover from actuator drive port, a 1/2-inch drive
52.34.0539 -001
speed wrench is used counterclockwise to open the door far enough
to allow entrance into the cargo compartment. From inside the cargo
compartment, the lift actuator is manually driven by the 1/2-inch
drive until door contacts upstops. The drive is rotated clockwise for
door closing.
CAUTION: DO NOT USE POWER TOOLS TO OPERATE LIFT

ACTUATOR UNLESS SPECIFICALLY PERMITTED. IF
POWER TOOLS ARE PERMITTED, TOOL SPEED
MUST BE LIMITED TO 500 RPM OR LESS.

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CARGO DOOR SLING
The cargo door sling is used for opening and closing of the cargo
door when the lift actuator can not be used. The sling is attached to
the two mid span latches and the door lifted to the open position.
The sling is also used during door removal.
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CARGO DOOR CIRCUIT
The forward and aft cargo doors are opened and closed by the latch,
hook and lift actuators. The actuators are operated by 115 volts ac
power and controlled by 28 volts dc power.
Prior to the actuator operation, the door latches are unlocked,

enabling the control circuit to be armed through the master latch lock
switch. The door is opened by holding the external or internal door
control switch in the OPEN position. Control power is supplied to the
latch, hook and lift actuators. The three actuators operate in
sequence controlled by the position switches.
The door is closed by holding the external or internal door control

switch in the CLOSE position. Control power is supplied to the lift,
hook and latch actuators. The three actuators operate in sequence
controlled by the position switches.
The operation of the actuators can be stopped and reversed at any

time by the control switch.
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BULK CARGO COMPARTMENT DOOR OPENING
The door provides access to the bulk cargo compartment and is

located on the aft lower right side of the fuselage. It is an inward
opening door and is operated manually from outside or inside of the
airplane. The door opening is 44 inches (112 cm) wide by 47 inches
(120 cm) high.
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BULK CARGO COMPARTMENT DOOR
The bulk cargo compartment door is a clad aluminum structure

consisting of an outer skin, internal webs and stiffeners covered by a
liner with insulation.
The door is hinged from the fuselage structure by two hinge arms on
the upper edge. Centering devices, consisting of two rollers at the
forward and aft edges, center the door in the closed position by
engaging centering plates on the fuselage frames. Sixteen door stop
fittings are located on the forward, lower and aft edges of the door,
which bear against corresponding stop pads attached to the
fuselage structure. A continuous sealing strip around the door edges
prevents loss of cabin pressure.
The door is unlatched by an external or internal handle which

operates the latch probe assembly. The opening is assisted by a
balance mechanism connected by cable to the door. The
mechanism is attached to the compartment ceiling. A latch support
clip at the lower edge of the door engages a latch in the
compartment ceiling to hold the door in the open position. Upon
release of the latch,the door closing rate is controlled by a snubber
at the forward hinge arm of the door.
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BULK CARGO DOOR EXTERNAL HANDLE
The bulk cargo compartment is unlatched from outside by the

external handle. The handle is normally spring loaded into the
recess. A hinged finger access pan adjacent to the handle provides
access for the fingers when the handle is to be used. The door is
unlatched by rotating the handle approximately 45 degrees
counterclockwise.
Two access panels in the outer skin provide external access to the
door latching mechanism to open the door in the event of failure of
the latching mechanism.
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BULK CARGO DOOR LATCHING MECHANISM
General
The bulk cargo door latching mechanism consists of two horizontal

rods with latch probes and rollers protruding beyond the edge of the
door. The latching rollers engage latch fittings in the fuselage
structure. The horizontal rods are connected to the operating shaft
which is rotated by the external or internal handle.
Operation
The door is unlatched by rotation of either handle. Rotation of the

operating shaft pulls the horizontal rods, latch probes and latch
rollers from the latch fittings, unlatching the door. The forward latch
roller actuates the door warning switch. When the handle is
released, the springs on the probes cause the handle to return to the
normal position.
If the door can not be unlatched normally, the horizontal rods can be
disconnected from the latch probes and the probes withdrawn from
the latch fittings. Access to the disconnects is through two panels on
the outside of the door.
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BULK CARGO DOOR UPLATCH HOOK
The uplatch hook holds the bulk cargo door in the open position. It is
located in the ceiling of the cargo compartment and consists of a
hook, spring and a release handle. On the bottom of the door is a
latch support clip.
During opening, the door is pushed inwards until the hook engages
the support clip. During closing, the hook is released by the handle.
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CARGO COMPARTMENTS DOORS WARNING CIRCUIT
When the cargo compartment door is not closed, a ground is

provided by the switch to the EFIS/EICAS interface units. Output
from the units is to the EICAS display in the flight compartment.
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CARGO COMPARTMENTS DOORS EICAS MESSAGES
The cargo compartments doors EICAS messages are shown on the

main display.
- DOOR FWD CARGO: caution message on main EICAS display.

Forward cargo compartment door not closed and not locked
- DOOR AFT CARGO: caution message on main EICAS display.

Aft cargo compartment door not closed and not locked
- DOOR BULK CARGO: advisory message on main EICAS

display. Bulk cargo compartment door not latched.
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CARGO AND EQUIPMENT CENTER DOORS SYNOPTIC

DISPLAY
The status of each cargo and equipment center door is displayed on

the EICAS door synoptic page.


latched.
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EQUIPMENT COMPARTMENT EXTERIOR DOORS
The equipment compartment exterior doors are for access into

various compartments and areas of the airplane to accomplish
necessary servicing and maintenance. Doors are for the main
equipment center, center equipment center, three air conditioning
and the Auxiliary Power Unit (APU) compartments.
The door unlatched indication is only provided for the two equipment
centers. Indication is in the flight deck.
The doors are located on the bottom of the fuselage.
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MAIN EQUIPMENT CENTER ACCESS DOOR
General Operation
The main equipment center door provides access to the electronics Opening of the door from the outside is accomplished by pushing
equipment in the forward fuselage. The door is located on the the trigger to release the external handle. Rotating the handle 180
bottom of the fuselage aft of the nose wheel well doors. degrees counterclockwise, withdraws all four latch pins and operates
the door warning switch. Prior to pushing the door up and to the
It is a plug type door, inward-opening, sliding door which is operable right, the handle must be in the stowed position. In the full open
from inside or outside of the fuselage. Tracks inside the fuselage position the door is retained by roller detents in the aft track. The
structure allow the door to be pushed inward (up) and to the right of door opening from the inside is by rotating the internal handle
the door opening. A ladder is stowed inside the door opening. The counterclockwise.
door is constructed of clad aluminum material. It has four roller
52.48.0502 -001
assemblies on which the door travels when it is opened. A
continuous seal around the periphery of the door prevents loss of
cabin air pressure.
The door latching mechanism consists of four latch pins which

project through the four door stop fittings and engage corresponding
keeper fittings in the fuselage structure surrounding the door. The
latch pins are actuated by a common rack and pinion mechanism
operated by the internal or external handles. The left latch pin
actuates a switch for the door unlocked warning system.

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CENTER EQUIPMENT CENTER ACCESS DOOR
General Operation
The center equipment center door provides access to the electronics Opening of the door is accomplished by pushing the trigger to
equipment in the center fuselage. The door is located on the bottom release the handle. Rotating the handle 180 degrees
of the fuselage forward of the wing-to-body fairing. counterclockwise, withdraws the latch pin and operates the door
warning switch. As soon as the door is fully open, it may be locked in
It is a plug type door, inward-opening, hinged door which is operable open position by rotating the handle counterclockwise. The latch pin
from outside of the fuselage. The door is constructed of clad engages into a fitting on the structure. The handle can then be
aluminum material. It is hinged on the left side and latched on the pushed back into its recess in the door.
right side by a sliding pin. The two hinge arms extend from door
structure to engage hinge fittings in the fuselage. A continuous seal
52.48.0503 -001
around the periphery of the door prevents loss of cabin air pressure.
The door latching mechanism consists of an operating shaft

connected to a pin latch which protrudes through the edge of the
door to engage with a latch keeper fitting in the fuselage structure
surrounding the door. The latch pin actuates a switch for the door
warning system.

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ELECTRONICS COMPARTMENT ACCESS DOORS WARNING

CIRCUIT
When the electronics compartment access door is not closed, a

ground is provided by the switch to the EFIS/EICAS interface units.
Output from the units is to the EICAS display in the flight deck.
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EQUIPMENT CENTER ACCESS DOORS EICAS MESSAGES
The equipment center access doors EICAS messages are shown on

the main display.
- DOOR ELEC MAIN: advisory message on main EICAS display.

Main electronics compartment access door not latched.
- DOOR ELEC CTR: advisory message on main EICAS display.

Center electronics compartment access door not latched.
- DOORS ELEC: advisory message on main EICAS display. Main

and center electronics compartment access doors not latched.
Inhibits individual access door messages.
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EQUIPMENT CENTER ACCESS DOORS SYNOPTIC DISPLAY
The status of each equipment center access door is displayed on

the EICAS synoptic page.


latched.
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AIR CONDITIONING COMPARTMENT ACCESS DOORS
The air conditioning compartment doors provide access to the air

conditioning system components.
The nine doors are located on the left and right sides on the bottom
of the fuselage under the wings.
Each door consists of a fiberglass panel with cured epoxy laminated

honeycomb and fiberglass stiffeners. The exterior surface is coated
with flame-sprayed aluminum. The doors are attached with three
hinges on the inboard edge except the door aft and outboard of the
left heat exchanger, which is hinged on the outboard edge. The
doors are held closed by latches or quick-release fasteners or
screws. Doors have hold-open rods.
Latched doors have nine latches, three at the outboard edge, four at
the forward edge and two at the aft edge. Part of each latch is
painted fluorescent red and is visible when the latch is in the open
position. Quick-release fastened door has the fasteners evenly
spaced around the sides without hinges. During opening of the door,
fasteners are released by a quarter-turn counterclockwise.
Doors fastened with screws have the screws evenly spaced around
the sides without hinges. During opening of the door, screws are
loosened and retained in the door receptacles.
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AUXILIARY POWER UNIT ACCESS DOORS
The auxiliary power unit doors provide access for servicing and
maintenance.
The two doors are located on the bottom of the rear fuselage.
The doors consist of clad aluminum alloy sheets shaped to fair with
the fuselage contour when closed and latched. On the interior
surfaces are frames, doublers, intercostals and fittings. Each door is
attached to the fuselage by a hinge on the outboard edge. Six
latches in the lower inboard edge of the right door hold the doors
closed. A detent cable is attached to the right door and looped
around the bulkhead stud to support the right door during opening of
the left door which is opened first. Two door hold-open rods, one
located near the forward edge and one near the aft edge of each
door inner surface, secure the doors open.
Drain fittings are located in the forward and mid inboard edges of
each door skin. A vent with a screen in the forward end of the left
door relieves pressure differences between the APU compartment
and outside.
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EXTERIOR SERVICE DOORS
The doors are for access into various compartments and areas of
the airplane to accomplish necessary servicing and maintenance.
Access doors on the bottom of the fuselage are for external power
receptacles, potable water service, air conditioning, underwing fuel
drain, pneumatic ground connections, potable water drain, toilet
waste service, stabilizer actuator, APU and APU extinguisher. The
doors for refueling are located under the left and right wing leading
edge.
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EXTERNAL POWER RECEPTACLE ACCESS DOOR
The external power receptacle door provides access to the two

connections for supplying power to the airplane electrical system.
The door is located on the right side of the fuselage aft of the nose
gear wheel well.
The door consists of an outer aluminum panel with an inner

aluminum stiffening panel. It is attached by two hinges at the front
and held closed by two latches at the rear. The hinges have detents
which hold the door in the open position.
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POTABLE WATER SERVICE PANEL DOOR
The potable water service panel door provides access to the water
system fill and forward drain controls.
The door is located on the bottom of the fuselage aft of the wing
leading edge.
The door consists of a fiberglass panel with flame-sprayed aluminum

coating on the exterior surface. On the interior surface is an
interference bracket for ensuring that the fill and drain controls are
properly secured prior to closing of the door. At the front is a magnet
for the interlock switch which inhibits air compressor operation
during servicing. The door is attached at the front by two hinges with
detents, which hold the door in the open position. Six latches, two at
the rear, two on the left and two on the right, hold the door in the
closed position.
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UNDERWING FUEL DRAIN PANEL DOOR
The underwing fuel drain panel door provides access to the wing
center section fuel tank drain valve.
The door is located on the bottom of the fuselage aft of the wing
leading edge.
The door consists of a fiberglass panel with flame sprayed aluminum

coating on the exterior surface. It is attached by two hinges at the
front and held closed by two latches at the rear.
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PNEUMATIC GROUND CONNECTION ACCESS DOORS
The pneumatic ground service connection doors provide access to

the three connections for supplying air to the airplane pneumatic
system.
The doors are located on the bottom of the fuselage, forward of the
left wing gear wheel well.
Each door consists of an outer aluminum panel with an inner

aluminum stiffening panel. It is attached by two hinges at the front
and held closed by two latches at the rear.
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POTABLE WATER DRAIN PANEL DOOR
The potable water drain panel door provides access to the water
system aft drain control.
The door is located on the bottom of the fuselage in the left wing to
body fairing.
The door consists of a fiberglass panel with flame-sprayed aluminum

coating on the exterior surface. On the interior surface is an
interference bracket for ensuring that the drain control is properly
secured prior to closing of the door. The door is attached at the front
by two hinges with detents, which hold the door in the open position.
Four latches, two at the rear, one on the left and one on the right,
hold the door in the closed position.
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TOILET WASTE PANEL ACCESS DOOR
The toilet waste panel door provides access to the waste tanks
servicing connection and controls.
The door is located on the bottom of the rear fuselage forward of the
horizontal stabilizer.
The door consists of an aluminum panel. It is attached by two hinges

at the front and held closed by four latches at the rear.
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STABILIZER ACTUATOR ACCESS DOOR
The stabilizer actuator door provides access to the stabilizer

jackscrew and acts as a pressure relief door in the event of a
ruptured APU duct.
The door is located on the bottom of the fuselage forward of the

stabilizer leading edge. The door consists of an aluminum panel with
inner aluminum stiffeners. It is attached by two hinges at the front
and held closed by two roller type latches at the rear. The latches
are operated by an external handle or by an internal trigger through
the spring-loaded torque shaft. A hold-open rod with locking detents
holds the door in the open position.
In the event of a ruptured APU duct, the door will open to relieve the
pressure.
CAUTION: THE LATCH IS PRESET TO PROVIDE BLOWOUT

PROTECTION. ADJUSTMENT WILL CAUSE THE
DOOR TO BLOWOUT AT OTHER THAN DESIGN
PRESSURE.
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APU EXTINGUISHER ACCESS DOOR
The APU extinguisher door provides access to the APU fire

extinguisher bottle.
The door is located on the bottom of the fuselage, forward of the

APU compartment.
The door consists of an aluminum panel with an inner aluminum

stiffening panel and a hold-open rod with detent to hold the door in
the open position. It is attached by a piano hinge on the left side and
held closed by two latches on the right side.
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REFUELING PANELS ACCESS DOORS
The three refueling panel doors provide access to the refueling

system components and indications.
Two doors are located under the left wing leading edge between the
engines and one door is located under the right wing leading edge
between the engines.
Each door consists of a fiberglass panel with cured epoxy laminated

honeycomb and fiberglass stiffeners. The exterior surface is coated
with flame-sprayed aluminum. The door is attached at the front by
two hinges and held closed by two latches at the rear. The hinges
act as hold open rods when the door is in the open position.
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DOORS - EICAS DISPLAY SUMMARY
The status of the pressure doors (doors separating a pressurized

from an unpressurized area) is displayed on the EICAS synoptic
page.
The display provides a door open/closed indication.
For those pressure doors with emergency escape systems installed,

the display also indicates the door mode.
The EICAS display depicted shows as airplane ready for dispatch,

with all pressure doors latched and all emergency escape systems
in the AUTOMATIC mode.
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DOORS - SUMMARY
Doors are located throughout the airplane to provide access to Exterior equipment compartment doors:
various compartments and service areas. Doors used by
passengers and crew for entry and exit are equipped with - Main equipment center access door
emergency escape systems. The doors are classified by their - Center equipment center access door
functional usage: - Air conditioning access doors
- APU access doorExterior service doors:
Passenger/crew entry doors: - External power receptacle access door
- Potable water service access door
- Main entry doors - Underwing fuel drain access door
- Pneumatic ground connection access doors
Emergency exits doors: - Potable water drain access door
- Toilet waste service access door
- Flight deck overhead hatch - Stabilizer actuator access door
- Upper deck doors - APU extinguisher access door
- Refueling access doors
Cargo doors:
Interior door:
- Forward cargo door
- Aft cargo door - Flight deck interior door
- Bulk cargo door
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NOTES:

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Boeing 747-400
Training manual
ATA-56 WINDOWS
Config: ALL
Training E & M
Boeing 747-400
Training manual
NOTES:
Config: ALL
Training E & M
WINDOWS Boeing 747-400
WINDOWS ..................................................................................... 2 SIDE WINDOWS AERODYNAMIC SMOOTHER .......................... 24

FLIGHT DECK WINDOWS ............................................................ 4 FLIGHT DECK WINDOW CLEANING ........................................... 26
FLIGHT DECK WINDSHIELD ........................................................ 6 FLIGHT DECK DOOR VIEWER ..................................................... 28
WINDSHIELD ASSEMBLY ............................................................ 8 PASSENGER CABIN WINDOWS .................................................. 30
WINDSHIELD ELECTRICAL CONNECTIONS .............................. 10 PASSENGER WINDOW CONFIGURATION ................................. 33
WINDSHIELD INSTALLATION ...................................................... 12 PASSENGER WINDOW INSTALLATION ...................................... 36
WINDSHIELD SLING ..................................................................... 14 PASSENGER WINDOW RETAINERS........................................... 38
WINDSHIELD SPANNING STRAP ................................................ 16 PASSENGER WINDOW INSPECTION ......................................... 40
FLIGHT DECK SIDE WINDOWS ................................................... 18 PASSENGER WINDOW REPAIR .................................................. 42
FLIGHT DECK SIDE WINDOW INSTALLATION ........................... 20 PASSENGER WINDOW SERVICING ........................................... 44
CONTROL AND OVERHEAT THERMOSTAT INSTALLATION .... 22 WINDOWS SUMMARY .................................................................. 46

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WINDOWS
The windows are designed to provide visibility for the flight crew and
passengers, while maintaining cabin pressurization loads with built
in fail safe features.
The six flight deck windows are symmetrically located around the
forward portion of the flight deck. All windows are fixed and cannot
be opened.
Rectangular windows are provided in the main deck and upper deck
passenger compartments. A rectangular window is installed in each
main deck passenger entry door.
56.10.0501 -001

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56.10.0001 -001

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FLIGHT DECK WINDOWS
The flight deck windows are designated 1L, 2L, and 3L for the left
side and 1R, 2R, and 3R for the right side. The corresponding left
and right windows are opposite assemblies.
The left and right No. 1 windows are the windshields which are
curved to provide the flight crew panoramic vision, improve airplane
performance, and reduce noise. The No. 2 and 3 windows are the
side windows which are flat panels.
Window replacement will be necessary whenever a damage

condition seriously impairs visibility, results in a pressure leak, or
affects structural integrity.
56.11.0501 -001

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56.11.0001 -001

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FLIGHT DECK WINDSHIELD
The windshields are of laminated construction and are designed to

withstand bird impact with or without window heat.
The No. 1 windows are five-ply, soda-lime glass laminate

constructed of an outer glass ply, a polyvinyl butyral (PVB)
interlayer, a glass structural ply, a PVB interlayer and a glass
structural ply.
A conductive coating between the outer ply and PVB interlayer is

used for window heating.
Windshield serial numbers have a T prefix indicating the

manufacturer, (Triplex).
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56.11.0002 -002

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WINDSHIELD ASSEMBLY
Each windshield consists of several transparent plies secured

between a Z-frame and windshield ring. The multi-ply construction
allows for thermal differentials and prevents crack propagation
between the structural plies. The Z-frame and windshield ring attach
to the fuselage structure.
The primary moisture seal is part of the windshield assembly located

between the glass laminate and the windshield ring. This seal,
installed by the windshield manufacturer, prevents moisture from
entering into the outer edges of the window. Moisture in this area
could lead to gradual in-plane cracking (delamination) of the
windshield or deterioration and burnout of the conductive coating.
Pressure sealing is accomplished with a gasket or rubber-beaded

seal molded to the windshield Z-frame.
An aerodynamic seal is provided by filling the gap between the

window edge and fuselage windshield frame flush with aerodynamic
smoother. The aerodynamic smoother also serves as a weather
seal.
56.11.0503 -001

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56.11.0003 -001

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WINDSHIELD ELECTRICAL CONNECTIONS
General
The conductive coating between the glass outer ply and PVB WARNING: USE CARE WHEN WORKING ON FLIGHT DECK
interlayer acts as a heating element for the window heat system. Bus WINDOWS. WINDSHIELD HEATING CIRCUIT
bars, embedded in the windshield layers, contact the conductive OPERATES AT APPROXIMATELY 180 VOLTS.
coating surface near the top and bottom of the windshield. Two FAILURE TO OPEN CIRCUIT BREAKERS AND
temperature control sensors are laminated into the windshield WINDOW HEAT SWITCHES MAY RESULT IN
adjacent to the conductive coating. One of the sensors is used as ELECTRICAL SHOCK TO PERSONNEL TOUCHING
the temperature control sensor. The second is a spare used if the OUTSIDE WINDOW SURFACE.
original temperature control sensor fails. Wires from the bus bars
and sensors extend through the windshield laminations to the CAUTION: CHECK THAT THE CODES OF THE LEADS MATCH
threaded terminals on the windshield inner face. THOSE ON THE TERMINALS. IMPROPER
CONNECTION CAN CAUSE DAMAGE TO WINDOW
OR HEATING CIRCUITS.
DO NOT EXCEED MAXIMUM HOOKUP TORQUE AS
When working on the windshields, the electrical power must be DAMAGE TO TERMINALS WILL RESULT.
deenergized to the window heat system by opening the window heat
56.11.0504 -001
circuit breakers and ensuring that the window heat system is not
operating.

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56.11.0004 -001

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WINDSHIELD INSTALLATION
Replacement of the windshield will be necessary whenever a The windshield wiper ramp protects the primary moisture seal from
damage condition seriously impairs visibility, affects structural being damaged by windshield wiper operation. It prevents the wiper
integrity, or prevents the window from heating. Removal of a window blade from contacting the seal when the blade is in transit to or from
is required for: its parked position.
- Heat inoperable for reasons internal to the window The aerodynamic smoother forms an aerodynamic seal between the
windshield and fuselage frames. A nylon cord is installed at the base
- Cracking, shattering, or chipping of the inner glass ply of the aerodynamic smoother and is used to remove the
aerodynamic smoother. The aerodynamic smoother is installed with
- Cracking or shattering of the outer glass ply if vision is a flow gun or spatula, flush with the outer surfaces of the windshield
unacceptably impaired ring and the fuselage windshield frauic.
56.11.0505 -001
- Delamination of any ply if vision is unacceptably impaired
- Objectionable pressure leaks

- Vision seriously obscured for any reason
Ninety-three windshield retaining bolts are used to secure the

windshield assembly in the fuselage windshield frame. The bolts are
installed in a sequence specified in the maintenance manual.

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56.11.0005 -001

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WINDSHIELD SLING
General
The windshield assembly weighs approximately 150 pounds (68 WARNING: ADEQUATE PROTECTION OF PERSONNEL MUST
kilograms). To ensure full control of the windshield during handling BE PROVIDED DURING WINDOW INSTALLATION.
and to provide adequate protection of personnel, a sling is utilized. PERSONNEL INJURY CAN RESULT FROM FLYING
The sling consists of three cables tied together by a lifting ring. Two GLASS SPLINTERS IF WINDOW SHATTERS.
of the cables have turnbuckles attached to vary their length.
CAUTION: FULL CONTROL OF THE WINDSHIELD IS REQUIRED
DURING REMOVAL TO PREVENT DAMAGE TO
Maintenance Practices AIRPLANE STRUCTURE AND WINDSHIELD.
56.11.0506 -001
Three sling attach points are provided in the windshield ring and
Z-frame. The sling attach points are utilized to attach the sling
(non-adjustable cable at the top of the windshield) and as jack points
for breaking the pressure seal. During windshield removal the two
adjustable cables should be loose so that the windshield lifts from
the top first.
Plugs are normally installed in the sling attach points. The plugs
must be flush with the windshield ring and act as an aerodynamic
smoother and moisture seal.

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56.11.0006 -001

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WINDSHIELD SPANNING STRAP
Purpose
A windshield spanning strap can be installed over a missing

windshield bolt, if a windshield bolt cannot be installed due to a
damaged or missing nut plate.
A bolt need not be installed provided no two adjacent bolts are left
out and a minimum of two bolts are installed on both sides of any
bolt left out. Damaged and/or missing nut plates and missing bolts
should be replaced at the next windshield change. The maximum
number of bolts that can be missing is 15.
When a bolt is missing, the empty bolt hole is filled with aerodynamic
smoother. The windshield spanning strap is installed over the bolt
hole that has been filled with smoother. The spanning strap is
secured using the existing bolts on both sides of empty bolt hole.
NOTE: Conical filler washers are to be installed in the countersinks

under the spanning strap.
56.11.0507 -001

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56.11.0007 -001

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FLIGHT DECK SIDE WINDOWS
The No. 2 and No. 3 window assemblies (side windows) consist of

tempered glass plies laminated to each side of a polyvinyl butyral
(PVB) interlayer or core. The inner glass ply is the thicker of the two
glass plies and is the primary load carrying member. The vinyl
interlayer, or core, acts as the fail-safe load carrying member and
prevents the window from shattering should the inner ply break. The
interlayer also allows for thermal differentials and prevents crack
propagation between the plies. The outer ply is a rigid, hard, scratch
resistant surface.
The outer face of the window assembly is stepped along its outside
edges. The step ensures that the outer face is flush with the
fuselage skin. A gasket or rubber-beaded seal (pressure seal) is
molded to the assembly at the stepped face. The glass window
assemblies are secured with standard fasteners.
The inner face of the outer ply is covered with a transparent

electrically conductive coating for the heating system. Bus bars,
embedded in the window plies, contact the conductive surface near
the forward and aft edges of the windows.
56.11.0509 -002

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56.11.0009 -002

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FLIGHT DECK SIDE WINDOW INSTALLATION
The side window mounting washer and nuts are installed from the WARNING: USE CARE WHEN WORKING ON FLIGHT DECK
flight deck. During installation, the fastners are held by the sealout. WINDOWS. WINDSHIELD HEATING CIRCUIT
The windows act as a plug and minimizes cabin pressure leakage by OPERATES AT APPROXIMATELY 180 VOLTS.
compressing the side window pressure seals. FAILURE OT OPEN CIRCUIT BREAKERS AND
WINDOW HEAT SWITCHES MAY RESULT IN
The window assemblies are secured with standard fasteners. ELECTRICAL SHOCK TO PERSONNEL TOUCHING
Rubber washers are installed on the inside surface of the window OUTSIDE WINDOW SURFACE.
assembly. Either a metal washer or bracket is installed over the
washer followed by the nut. Various brackets are installed including
the overheat thermostat mounting bracket and wire harness Access to the side window fasteners and clearance for side window
mounting brackets. removal and installation requires that the molding, crash pad, drip
shields and air distribution duct must be either moved or removed.
56.11.0510 -001

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56.11.0010 -001

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CONTROL AND OVERHEAT THERMOSTAT INSTALLATION
General
Prior to removing or installing the control or overheat thermostat,
A control and overheat thermostats are mounted against the inside deenergize the window heat system. During installation observe the
glass surface of each side window. The thermostats are held in following:
position by spring retainers.
CAUTION: CHECK THAT CODES OF LEADS MATCH THOSE ON
Each side window has a red disk laminated in the window plies. This TERMINALS. INCORRECT CONNECTIONS CAN
disk is located at the window hot spot. The control thermostat and its DAMAGE WINDOW CIRCUITS AND WINDOW.
retaining assembly are located as close as possible to the hot spot.
56.11.0511 -001
The control thermostat components include the thermostat, retaining

spring and window fasteners.
The overheat thermostat components include the thermostat,

retainer, and bracket with spring. The bracket is held in place by the
window fasteners.
The side window frames have inserts installed for the power
connections (internally connected to the bus bars) and the control
thermostat spring retainer mounting fasteners.

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56.11.0011 -001

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SIDE WINDOWS AERODYNAMIC SMOOTHER
General
Aerodynamic smoother is installed in the gap between the side

window assemblies and fuselage. The aerodynamic smoother acts
as an aerodynamic seal by providing a flush surface between the
window assembly and fuselage. The aerodynamic smoother also
acts as a moisture seal.
A nylon cord is first installed in the gap between the window

assembly and the fuselage. The nylon cord is used to remove the
aerodynamic smoother. The aerodynamic smoother must be allowed
to cure after being installed using a flow gun or spatula.
To remove the aerodynamic smoother, the existing smoother is

broken to expose the nylon cord. The cord is slowly and steadily
pulled out until the smoother and cord have been removed.
CAUTION: PULL CORD SLOWLY. CORD WILL BREAK IF PULLED

RAPIDLY OR JERKED.
56.11.0512 -001

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56.11.0012 -001

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FLIGHT DECK WINDOW CLEANING
Deenergize the window heating systems prior to touching the flight

deck windows.
WARNING: IF CIRCUIT BREAKERS ARE NOT OPEN DURING

WINDSHIELD MAINTENANCE, PERSONNEL MAY
RECEIVE AN ELECTRICAL SHOCK WHEN
WINDSHIELD IS TOUCHED.
The windows are cleaned with a mild nonabrasive detergent soap

solution. Use a clean, soft cloth or sponge. Rub with as light a
pressure as possible. After cleaning, rinse and dry the window.
Avoid excessive rubbing when dry. If the temperature is below
freezing, glass windows may be cleaned by either preheating them
using the electrical circuits (deenergize prior to cleaning) and clean
as outlined above, or clean the windows with isopropyl alcohol. If
hardened rain repellent stains remain on the windshield or windows
after normal washing, these may be removed with a repellent
remover pad or by hand-scouring with a mild detergent solution and
a plastic abrasive pad such as nylon knit over a foam core.
Hand-polishing with an optical grade polishing compound applied
with a wet flannel cloth may be used as an alternative method. Rinse
the window with clean tap water. Do not use optical polishing
compound with the plastic abrasive pad. Do not use household
grade abrasive cleaners because of uncontrolled grit size.
56.11.0513 -001

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56.11.0013 -001

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FLIGHT DECK DOOR VIEWER
A viewer is installed in the flight deck door giving the flight crew
visual access to the stairs and upper deck passenger area.
The viewer is a wide angle peep device and is at eye level in the
flight deck door.
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56.31.0001 -001

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PASSENGER CABIN WINDOWS
Passenger cabin windows are located between the fuselage frames

in the main and upper decks. The same type of windows are also
located in each main deck door.
The passenger windows are rectangular approximately 10 inches

wide by 14 inches high. Multiple pane construction prevents fogging
and frosting.
56.21.0501 -001

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56.21.0001 -001

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NOTES:

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PASSENGER WINDOW CONFIGURATION
General
The windows consist of outer, middle and inner panes. The inner The middle pane is modified acrylic plastic sheet. This pane is 0.22
pane also referred to as a dust shield is nonstructural. The outer and inches thick. It is shaped similarly to the outer pane, but with an
middle panes are structural, each capable of withstanding the full unbeveled edge. A small vent hole is located near the bottom of the
cabin pressurization load. middle pane.
56.21.0502A-001
Window Panes
The inner pane is a flat sheet of acrylic with a scratch resistant

coating on its inboard surface. It is mounted between the outer and
inner window reveals, just outside of the window shade channel.
This window reveal assembly (inner and outer reveals, window
reveal seal, inner pane and window shade) is mounted in a pan that
is part of the sidewall panel. The window reveal assembly is
removable from the sidewall panel.
The outer pane is stretched acrylic plastic for improved resistance to

crazing. Stretched acrylic behaves like a laminated structure and is
thus subject to in-plane cracking (delamination). This pane is 0.35
inches thick. It has rounded corners and a beveled outer edge to fit
the window frame. The pane is curved to fair with the fuselage
contour.

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Window Pane Assemblies
The outer and middle panes are seated into the seal/spacer ring.
The seal/spacer ring is a molded ethylene propylene seal. The seal/
spacer ring forms a plug type mount that seals the panes to the
window frame. To insure that the panes are correctly installed in the
seal/spacer ring, the position of the pane serial number must be
verified. When looking at the inner face of the window assembly, the
middle pane serial number must be at the top left side and the outer
pane serial number must be at the top right side.
56.21.0502B-001

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56.21.0002 -001

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PASSENGER WINDOW INSTALLATION
General
The passenger windows are plug-type windows subject only to the Prior to installing the passenger window, inspect the windowpanes
pressure acting on them. The outer and middle panes are secured to and seal for the specified serviceable limits.
the window frame with 10 spring clips.
CAUTION: DO NOT PRESSURIZE AIRPLANE WITH MIDDLE
Two spring hooks are also installed (one on each side of the window PANE HAVING SCRATCH DEEPER THAN 0.005 INCH,
frame, middle spring clip position). The spring hooks secure the SURFACE CHIPS OR V-SHAPED EDGE CHIPS.
sidewall lining window reveal pan to the window frame. PRESSURIZATION INTEGRITY OF FUSELAGE IS
CRITICAL BECAUSE FAIL-SAFE FEATURE HAS BEEN
ELIMINATED.
When installing the spring clips insure that the clip contacts the
The window reveal assembly is removed to gain access to the middle pane.
passenger window assembly. After removal of 10 spring clips the
window is removed as an assembly with the outer and middle panes NOTE: Window spring clips common to interior sidewall panel spring
fitted to the seal/spacer ring. hooks may be installed flush with screw head to accommodate
interior sidewall panel.
NOTE: Prior to removing or handling a passenger window apply
protective tape or coating to accessible surfaces of the window
56.21.0503 -001
panes.

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56.21.0003 -001

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PASSENGER WINDOW RETAINERS
General
In addition to the 10 spring clips, 12 retainer fittings retain the first

four windows on each side of the airplane. The retainer fittings make
the passenger windows resistant to bird strikes.
When removing the first four windows on either side of the airplane,
the 12 retainer fittings are removed and the antifretting coating
checked for wear. Next, the 10 spring clips are removed followed by
the window assembly.
To install the window retainer fittings, the retainer fitting is held firmly
against the pane with serrations disengaged. With the fitting in place,
using only hand pressure to retain it, the bolts are tightened.
NOTE: Window clips should be installed prior to installing window

retainer fittings.
56.21.0504 -001

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56.21.0004 -001

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PASSENGER WINDOW INSPECTION
Passenger window inspection consists of checking for crazing, The window panes are examined for visual defects: crazing,
cracking, scratches, chipping and in-plane cracking. cracking, chipping, scratches and in-plane cracking. The depth of
fissures may be measured using an optical micrometer. Window
- Crazing: Fine fissures that frequently propagate from fine panes must be replaced that exceed the specified defect limits.
scratches in the face of the pane.
The seals are checked for leakage into the window cavity between
- Crack: A fissure which has visible width when viewed parallel to the outer and middle pane. Signs of leakage are fogging and
the face of the fissure. concavity, brown stains near the middle pane vent hole, or obvious
displaced or rolled back seals.
- Scratch: The removal or displacement of material from the
surface of a pane along a line. Window panes having extreme localized distortion and/or thickness
variances are replaced.
- Spall chips: (shell type) chips have circular or curved periphery
56.21.0505 -001
with many fine hairlines or ridges that follow the outline of the
outer edge and degenerate toward the center or deepest point of
the chip.
- Vee chips: have a sharp narrow V shape and appear to

propagate toward the interior of the acrylic.
- In-plane cracking: A smooth surfaced fissure, or series of

fissures, parallel to the pane surface.

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56.21.0005 -001

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PASSENGER WINDOW REPAIR
General
Passenger window repair consists of grinding and/or polishing a

pane surface to remove a defect.
When repairing a window pane, the window frame and exposed seal
are marked with tape. A water spray is provided and loose dirt is
removed with bare hand so that any large abrasives can be quickly
detected and removed before being embedded in the window
surface.
Minor surface spall chips, scratches and/or crazing are removed with
appropriate procedures.
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56.21.0006 -001

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PASSENGER WINDOW SERVICING
Passenger window servicing includes:
- Inspecting for cracks and scratches

- Cleaning the surfaces of each pane
- Reapplication of an antistatic agent
- Waxing specific panes
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56.21.0007 -001

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WINDOWS SUMMARY
Flight Deck Windows
The flight deck windows are identified as No. 1 L and No. 1 R, No. 2 The outer and middle panes are designed to each withstand full
L and No. 2 R, No. 3 L and No. 3 R. The No. 1 windows are cabin pressurization loading. These panes are mounted in a seal/
windshields. The No. 2 and No. 3 windows are side windows. The spacer ring to form a plug-type mount assembly that is installed from
flight deck windows are made of laminated glass plies. inside of the airplane. Spring clips hold these assemblies in place.
The forward four windows on each side of the airplane utilize
The windshields consist of five plies with a conductive coating next window retainers in addition to the spring clips for holding the
to the outside ply. The conductive coating is an electric powered window against the frame. The window retainers provide additional
heating element. A pressure seal is molded into the window frame. support in case of bird strikes.
The windshields are installed from outside the airplane.
The inner panel is part of the window reveal assembly. This
The side windows consist of three plies with a conductive coating assembly is removable from the sidewall panel.
between the inner and outer ply. The side windows are plug type
with a pressure seal molded into the stepped outer edge. They are
56.10.0502 -001
positioned and held in place from inside the flight deck.
Passenger Windows
The passenger and door-mounted windows are similar and use

similar mounting systems. They consist of an outerpane, middle
pane and an inner pane. The panes are separated by dead air
space. The panes are made of acrylic plastic.

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56.10.0002 -001

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NOTES:

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Ata-38 Water & Waste: Training Manual Boeing 747-400

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ATA-38 WATER & WASTE

WATER AND WASTE .................................................................... 4 POTABLE WATER QUANTITY INDICATORS .............................. 50

Config: ALL ATA 38-00

Config: ALL ATA 38-00

Config: ALL ATA 38-00

WATER AND WASTE

The system consists of:

- Potable water and water waste: storage, pressurization, quantity

- Waste disposal: collection and servicing.

Config: ALL ATA 38-00

Config: ALL ATA 38-00

Water quantity indication is on the service panel and in the

Water is drained overboard from the galleys and lavatories through

Config: ALL ATA 38-00

Config: ALL ATA 38-00

POTABLE WATER SYSTEM

The potable water system provides supply of water to the galleys

Water is stored in four tanks and delivered to the galleys and

The water tanks are pressurized from the pneumatic manifold or by

Config: ALL ATA 38-00

Config: ALL ATA 38-00

Located above the tanks are the water system pressurization

Prior to removal of the water tank, the air compressor must be

WARNING: THE PNEUMATIC MANIFOLD MUST BE

The tank is removed by disconnecting the pneumatic and water lines

Config: ALL ATA 38-00

Config: ALL ATA 38-00

POTABLE WATER SERVICING

Config: ALL ATA 38-00

Config: ALL ATA 38-00

POTABLE WATER SERVICING SYSTEM

The potable water servicing system consists of the quantity

To service the system, the preselect switch, located at the water

Config: ALL ATA 38-00

Config: ALL ATA 38-00

WATER SERVICE PANEL

General Potable Water Drainage

An external potable water supply is connected to the fill fitting and

NOTE: Potable water tank servicing must be discontinued

Config: ALL ATA 38-00

Config: ALL ATA 38-00

FILL AND OVERFLOW VALVE

WARNING: THE PNEUMATIC MANIFOLD MUST BE

Config: ALL ATA 38-00

Config: ALL ATA 38-00

FORWARD WATER DRAIN VALVE

The valve is removed by disconnecting the water lines. After

Config: ALL ATA 38-00

Config: ALL ATA 38-00

WATER DRAIN PANEL

Potable Water Drainage

The water lines can be drained by connecting a drain hose to the

Config: ALL ATA 38-00

Config: ALL ATA 38-00

AFT WATER DRAIN VALVE

Access to the valve is by removing a floor panel halfway between

Config: ALL ATA 38-00

Config: ALL ATA 38-00

POTABLE WATER PRESSURIZATION SYSTEM

The potable water system is pressurized to provide pressure in the

The potable water pressurization system utilizes air supplied from

The air compressor operates automatically and is controlled by a