Leadstream Aviation

B737 Engineer Course Notes ATA 52

ATA 52

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Purpose
The doors are movable units that give access to the airplane compartments.

General Description
These are the types of doors on the airplane:
- Forward and aft entry doors
- Forward and aft galley service doors
- Emergency exit hatches
- Cargo doors
- Miscellaneous access doors.
A door warning system shows the crew that pressure bearing doors are closed and properly latched before flight.
Pressure doors have silicon rubber seals. The seals do these things:
- Seal air and light leaks
- Act as acoustic and thermal barriers
- Supply aerodynamic smoothness.

Location
The entry doors are on the left side of the airplane. The galley service doors are on the right side of the airplane.
The emergency exit hatches are above the wings on both sides of the airplane.
The cargo doors are on the right side of the airplane. The miscellaneous access doors are near the systems they serve.

Training Information Point

You can open and close entry, galley service, and cargo doors in winds up to 40 knots without structural damage. You
can let these doors stay latched open in winds up to 65 knots without structural damage.
If a door is open for a long time, a protective cover should be put over the door frame. This prevents bad weather damage
to the airplane. When an entry and galley service doors are open and not used, a safety strap must be attached in the
doorway.

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Purpose
The door seals do these things:
- Stop air leaks (pressure seals)
- Stop light transmission (light seals)
- Reduce noise transmission (acoustic seals)
- Reduce thermal transmission (thermal seals)
- Improve aerodynamic smoothness (aero seals).

General Description
Door seals are flexible materials made of cloth and glass fiber reinforced silicon rubber. The seals are made in many
forms to meet the requirements of their function. These are the common types of seal shapes:
- Bulb seals
- Diaphragm seals
- Flap seals (Blade seals)
- Multi-form seals (combination of forms).
Door seals are held in place by one or more of these things:
- Adhesive compounds (fay surfaces and edges)
- Screws (with or without backing plates)
- Flanges and channels (plain or rod-and-socket).

Location
Door seals are used where it is necessary to cover the spaces on or around a door or panel. These are the typical
locations of door seals:
- Over door and panel hinges (diaphragm)
- Around door and panel edges (flap, blade, and bulb)
- Around door and panel frames (flap, blade, and bulb).

Functional Description
Door seals are flexible materials that fill the spaces between mechanical parts. They are resilient materials that operate by
elastic deformation.

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Training Information Point

Liquid soap is a good, nonstaining lubricant for most seals. A lubricant can be useful for these reasons:
- Make installation easy
- Extend the service life of the seal.
A door that is noisy or makes a whistle sound may have a faulty seal.
You can repair a seal if there is not too much damage.

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Location
The forward entry door is on the left side of the upper, forward fuselage.

General Description
The forward entry door is the largest passenger entry door on the airplane.
The door is a plug-type door. The door has these parts:
- Center door assembly
- Upper gate
- Lower gate.
A liner covers the interior surface of the door. The center door assembly has hard points at the bottom for the emergency
escape slide installation. The center door assembly has a window.

Door Control Mechanisms

You can open and close the door from the interior or exterior of the airplane. You operate the door manually. Unlatch the
door with the control handle. When you turn the handle in the OPEN direction, internal mechanisms do these things:
- Disengage the door roller latches
- Fold the door gates inward
- Tilt the door hinge edge inward to the cocked position.
Then push the door through the door frame until it is fully open. Use the assist handles for this operation.
A lock mechanism in the upper hinge locks the door in the fully open position.
To close the door, first release the hinge lock and then do the open operations in reverse order.
A guide pin on the door and a guide pin track on the door frame align the door in the door frame as it closes.

Door Support
When the airplane is unpressurized, the hinges support the door. When the airplane is pressurized, cabin pressure
pushes the door slightly outboard. This causes these things to occur:
- Door seals compress
- Door stop pins contact frame stop fittings. This transmits the door pressure loads to the door frame structure
- Door latches are unloaded.

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Door Seals
The door has these seals:
- Edge seals (flap and bulb type)
- Gate hinge seals (diaphragm type).

Door Drains
The door structure has internal drain paths. The door sections drain into the door frame threshold. The door threshold
drains overboard through a bladder in the lower fuselage.

Door Warning
The forward entry door has an interface with the door warning system. There is a proximity switch assembly on the door
frame adjacent to an upper latch track. The switch senses the position of the door latch roller. When the door is latched, it
causes the P5 panel warning light to go off. An orange pennant is on the door liner above the window. Manually secure it
across the window when the door escape slide is armed. This is a visual indication to someone outside the airplane that
the door slide is armed.

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Purpose
The forward entry door lining and insulation does these functions:
- Gives the door an attractive, easy to clean surface
- Reduces the heat transmission through the door
- Reduces the sound transmission through the door.

General Description
The door lining and insulation is a one-piece composite panel. The lining panel is a crush core laminate with a tedlar
surface layer. There is an insulation blanket on the outboard side of the lining panel. Hook and loop fastener tape hold the
insulation to the lining panel. These type of fasteners hold the lining and insulation panel to the door:
- Screws (panel sides)
- Nylon nuts (panel top and bottom edges).
There is a cutout and bezel in the upper area of the panel for the door window. Cutouts in the lower area of the lining and
insulation panel permit attachment of the emergency escape slide to door hard points.

Training Information Point

You must remove the door lining and insulation panel and the door access panels to inspect and lubricate the door interior
components. Before you can remove the lining and insulation panel, you must remove these door components:
- The emergency escape slide
- The door assist handles (2)
- The control handle.
It is not necessary to remove the lining and insulation panel to remove the door window.

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Purpose
The handle mechanism does these functions:
- Moves a closed and latched door to the cocked open position
- Moves a door in the cocked open position to the closed and latched position.

Location
The handle mechanism is between the interior and exterior control handles.

Physical Description
The handle mechanism has these major parts:
- Interior and exterior control handles
- Cam plate
- Door latching crank and cam roller rocker
- Door cocking crank and cam roller rocker
- Door latching crank and pushrods
- Door cocking crank and pushrod
- Door hinges and torque tube
- Upper and lower door gates, pushrods, and stoprods
- Associated shafts, bearings, retainers, springs, and fasteners.

Functional Description
You operate the door handle mechanism manually. The interior handle turns the cam plate. The exterior handle fairs in a
recess in the outer skin of the door. It is spring-loaded to this position. When faired, the door handle disengages the cam
plate. When you pull the handle from the faired position, it engages the cam plate by a spline drive. When the handle
spline drive is engaged, the handle can turn the cam plate. The cam plate has two cam tracks. One track drives the door
latching roller rocker. The other track drives the door cocking roller rocker. When the cam plate turns in the open direction,
it causes these things to occur:
- Door unlatches and its gates fold
- Door moves to the cocked open position.

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The initial movement of the cam plate in the open direction causes the latching roller rocker to rise steeply to the high
cam. This turns the roller rocker and the latching crank to which it is splined. The latching crank transmits this motion to
the door latching mechanisms and door gates with pushrods. This unlatches the door and folds the door gates.
As the cam continues to turn, it does not turn the latching roller rocker. This is because the latching roller rocker
stays on the high cam. The initial turn of the cam plate in the open direction does not turn the cocking roller rocker
because it stays on the low cam. As the cam continues to turn, it causes the cocking roller rocker to rise to the high cam.

This turns the roller rocker and the cocking crank to which it is splined. A cocking crank pushrod transmits this motion to
the door torque tube. This causes the door to move to the cocked open position.
When the door is in the cocked open position, the cam is at the end of its travel. More force on the handle produces no
more motion. From this point, you push the door manually through the door frame with the assist handles.
When the cam turns in the door closed direction, the linkages work the same, but in reverse sequence:
- Door moves from the cocked open position to the closed position
- Door gates unfold and the door latches engage.
The stop rods on the door gates are not part of the door gate drive mechanism. The stop rods support the gates against
their pressure loads.

Operational Displays
A proximity sensor for the door warning system is on an upper door latch track. When the door is not secure (not latched),
the sensor causes the P5 FWD ENTRY door warning light to come on.

Training Information Point

The force on the control handle to open and close the door is not large. If a large force is necessary, there is a fault with
the door or the procedure. If the door does not close and latch easily, there may be a clearance problem. Make sure the
door-to-frame area is clear. An incorrectly stowed escape slide girt strap may be caught between the door and the frame.
If the airplane is pressurized, a properly rigged door will not unlatch. This is because the door gates must open against
cabin pressure during door unlatch. Pressure on the door gates has a mechanical advantage and prevents this.
From the cocked position, push the door through the door frame with the assist handles. Do not use the control handle to
push or pull the door through the door frame. This puts too much stress on the door hub.

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Purpose
The door guide aligns the aft edge of the door when it swings closed. When the airplane is unpressurized, the door
latches hold the door closed. When the airplane is pressurized, the door stop fittings transmit the pressure loads from the
door to the door frame.

Location
The door guide, latch, and stop fittings are on the door edges and the door frame.

Door Guide - General Description

The door guide mechanism has these two parts:
- A guide pin on the aft door edge
- A guide track on the door aft frame
The guide track is a fairlead for the guide pin. It indexes the aft edge of the door when it closes. This aligns the door
latches and stop pins with their door frame fittings.

Door Latches - General Description

There are four door latch mechanisms. Each door latch mechanism has these two parts:
- A roller latch on the door
- A latch track on the door frame.
When you turn the door handle, the door roller latches turn by the latch torque tubes. When the door is closed and
latched, the door latches mate with latch track fittings in the door frame.
The door latches are overcenter devices. They do these things:
- Compress the door seals
- Hold the door closed (on an unpressurized airplane)
- One latch operates the door warning sensor.
On a pressurized airplane, the pressure load causes the door to move outboard slightly. This movement does these
things:
- Compresses the door seals
- Unloads the door latch fittings
- Seats the door stop fittings and puts the door pressure loads on them.

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Door Stops - General Description

Each door stop fitting has these parts:
- An adjustable door-mounted pin with lockwire
- A buttressed frame-mounted pressure pad.
When the airplane is unpressurized, there is a small clearance between the door pins and frame pads. When
the airplane is pressurized, the door moves outboard slightly. This causes the door pins to contact the frame pads. The
pins transmit the pressure loads from the door to the door frame.

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Purpose
The door torque tubes do these things:
- Give structural support to the door and hinges
- Give the door and hinges a pivotal axis
- Give the door cocking crank pushrod a structural reaction member (door torque tube only)
- Give the assist springs a structural reaction member (frame torque tube only).

Location
The door system has these two torque tubes:
- Door torque tube in the door
- Frame torque tube in the door frame.
To get access to the door torque tube, remove the door liner and access panel. To get access to the frame torque tube,
remove the access panel on the interior of the airplane between the upper and lower hinges.

Door Torque Tube - General Description

The door torque tube has several short sections held together by cross-bolt sleeves. The center section is held in the
central door casting bearings by two castle nuts. The ends of the torque tube are cross-bolted to hinge pins. Hinge arm
bearings hold the hinge pins.

Frame Torque Tube - General Description

The frame torque tube has several short sections held together by cross-bolt sleeves. The center section of the tube is
held in monoball frame bearings. The ends of the torque tube are bolted to oval spigots. The spigot ovals mate with the
hinge arms. Coil springs on the torque tubes wind up when the door moves to the fully open or closed position.
This does two things:
- Helps the operator begin to open or close the door
- Helps snub the door at the end of travel.
The spring load is neutral at an intermediate door position.

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Purpose
The door torque tubes provide these functions:
- Structural support to the door and hinges
- Pivital axis for door and hinges
- Structural reaction member for the door cocking crank pushrod (door torque tube only)

Location
The door system has these two torque tubes:
- Door torque tube in the door
- Frame torque tube in the door frame.
To get access to the door torque tube, remove the door liner and access panel.
To get access to the frame torque tube, remove the access panel on the exterior of the airplane between the upper and
lower hinges.

Door Torque Tube - General Description

The door torque tube has several short sections held together by cross-bolt sleeves. The center section is held in the
central door casting bearings by two castle nuts. The ends of the torque tube cross-bolt to hinge pins. Hinge arm bearings
hold the hinge pins.

Frame Torque Tube - General Description

The frame torque tube has several short sections held together by cross-bolt sleeves. The center section of
the tube is held in monoball frame bearings. The ends of the torque tube bolt to oval spigots. The spigot ovals mate with
the hinge arms.

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Purpose
The upper hinge assembly does these functions:
- Supports the weight of the door
- Controls the motion (swing and rotation) of the door as it opens and closes.

Location
The upper hinge assembly is on the forward edge of the door.

General Description
The upper hinge assembly has these parts:
- Hinge arm
- Guide arm assembly
- Hinge lock mechanism.

The upper hinge arm is a beam that holds and supports the door structure.
One end of the hinge arm mates with the door torque tube hinge. The other end of the hinge arm attaches to the frame
torque tube spigot with an oval section and pinch bolt. The hinge arm turns with the door torque tube. The frame torque
tube turns with the hinge arm. The door rotates as it swings open or closed. A guide arm mechanism programs the door
rotation. This is a pantagraph mechanism. A pin holds the spherical bearing of the guide arm to door structure. The other
end is held by these devices:
- Roller that follows S-tracks in upper and lower guide plates
- Radius link that is connects the guide arm to the frame torque tube spigot.

Door motion toward open stops when the guide arm roller bottoms out in the guide plate S-tracks.
A latch mechanism in the guide arm locks the upper door hinge in the wide open position. When the door is fully open, a
spring loaded pin goes into a detent in the upper guide plate. The pin is concentric to the roller.
To close the door, you must release the hinge from lock. Use one of these to release the hinge from lock:
- Yellow lever on the upper hinge guide arm
- Yellow pushbutton on the upper hinge guide arm
- Yellow release knob on the door frame between the upper and lower hinges.

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Push the lever or pushbutton, or lift on the release knob to release the hinge from lock. A latch trigger on the guide arm
resets the lock mechanism. Spring-loaded retainers support pressure seals around the hinge assembly.
A cover plate on the outside of the upper hinge assembly covers the gap around the hinge cut outs. This cover is an
aerodynamic seal. It decreases noise and drag.

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Purpose
The upper hinge assembly does these functions:
- Supports the weight of the door
- Controls the motion (swing and rotation) of the door as it opens and closes.

Location
The upper hinge assembly is on the forward edge of the door.

General Description
The upper hinge assembly has these parts:
- Hinge arm
- Guide arm assembly
- Hinge lock mechanism.
The upper hinge arm is a beam that holds the weight of the door structure. One end of the hinge arm is splined to the door
torque tube hinge pin. The other end is pinned to the hinge link. The hinge link is splined to the frame torque tube. The
door torque tube turns with the hinge arm. The frame torque tube turns with the hinge link.
A guide arm mechanism programs the movement of the door as it swings open or closed. A pin holds the rod end bearing
of the guide arm to an attach fitting in the door hinge support structure. The other end of the guide arm is held by dual
roller bushings that follow tracks in upper and lower guide plates. The guide arm pivots around a pin that connects the
guide arm to the hinge link on the frame torque tube. Door motion toward open stops when the guide arm roller bottoms
out in the guide plate S-tracks. A latch mechanism in the guide arm locks the upper door hinge in the wide open position.
When the door is fully open, a spring loaded pin rises into a detent in the upper guide plate. The pin is concentric to the
roller. To close the door, you must release the hinge from lock. One of these devices is used to release the hinge from
lock:
- A yellow lever on the upper hinge guide arm
- A yellow pushbutton on the upper hinge guide arm
- A yellow release knob on the door frame between the upper and lower hinges.
Push the lever or pushbutton, or lift on the release knob to release the hinge from lock. A latch trigger on the guide arm
resets the lock mechanism. Spring-loaded retainers support pressure seals around the hinge assembly.
A flap on the outside of the upper hinge assembly covers the gap around the hinge cutouts. This flap is an aerodynamic
seal. It reduces noise and drag. A spring-loaded hinge attaches the flap to a body frame.

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Purpose
The lower door hinge assembly does these functions:
- Slows (snubs) and stops the door at the ends of the swing
- Structurally holds the door.

Location
The lower hinge assembly is on the forward edge of the door.

General Description
The lower hinge assembly has these parts:
- Hinge arm
- Door snubber and stop assembly.
The lower hinge arm is a beam that holds the door structure. One end of the hinge arm mates with the door torque tube
hinge pin in a bearing. The other end of the hinge arm attaches to the frame torque tube spigot with an oval section and
pinch bolt. The door torque tube turns freely about the hinge arm. The frame torque tube turns with the hinge arm.
A door snubber hydraulically slows (snubs) the door at the ends of the swing.

The snubber is an oil filled, telescopic, orifice-type metering device. It limits the rate of motion at the full extend and full
retract positions. As the door opens, it goes from fully retracted to fully extended.
The snubber is held by pins in its spherical bearings. One pin holds the snubber to door structure. A second
pin holds the other snubber bearing to the frame torque tube radius link.
The bottom frame torque tube spigot pins the radius link to the frame torque tube. The radius link has a stop pin. Stop
plates limit the range of motion of the stop pin. At the door or fully open positions, the stop pins contact the stop plates.

This moves the snubber, and damps door motion.

Spring-loaded retainers on the door frame support pressure seals around the hinge assembly.
A cover plate on the outside of the hinge assembly covers the gap around the hinge cutouts. This cover is an
aerodynamic seal. It reduces noise and drag. A spring-loaded hinge attaches the cover to the hinge arm.

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General
You open and close the door manually. Use these steps to open the door from the airplane interior:
- Move the door to the cocked open position with the control handle
- Push the door to the fully open position with the door assist handles.
Use these steps to close the door:
- Release the upper hinge lock latch
- Pull the door to the closed position with the door assist handles
- Fully close and latch the door with the control handle.

Open the Door

An escape slide is on the inside lower door. If the slide girt bar is in the armed position, the slide will deploy automatically
as the door opens. Make sure the slide girt bar is in the stowed position if you do not want the slide to deploy.
The door swings out of the door frame when it opens. Make sure the area outside of the door is clear.
Turn the interior control handle counter clockwise.
Initial movement of the handle causes the door interior mechanisms to do these things:
- Door latch roller mechanisms disengage from their door frame latch track fittings
- Door warning sensor target moves away from the sensor.This causes the FWD ENTRY or AFT ENTRY door warning
light
- Dpper and lower door gates fold inward. This makes the door smaller, breaks the door seal, and vents any cabin
differential pressure.
As you continue to turn the handle to the end of the stroke, (170 deg) the door mechanisms to do these things:
- Cocking mechanism swings the door hinge arms (and the door) inward
- Upper hinge guide arm controls the door rotation as it swings
- Door goes to the cocked open position.
More force on the door control handle does not cause any more door motion. The control handle has gone through the full
movement. To complete the door opening operation, push the door through the door frame with the door assist handles.
As the door opens, wind may push the door. This can pull the operator through the door frame. To prevent this, keep one
hand on an interior assist handle. As you push the door through the door frame, the door turns. At the fully open position,
the door is parallel to the airplane fuselage. The control handle turns 45 degrees.

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At the fully open position, these things happen:

- Snubber and stop mechanisms gently stop the door at the fully open position.
- Latch mechanism in the upper hinge engages. This locks the hinge (and the door) in the fully open position.

Close the Door

To close the door, first release the hinge lock. The release mechanism is yellow. Operate the latch release mechanism to
unlock the hinge. This lets the door swing back into the door frame. Hold an internal assist handle to keep your balance.
Pull on the door assist handle to bring the door into the frame until it is in the cocked position. Turn the control handle
clockwise. Initial movement of the handle causes the internal door mechanisms to seat the door into the door frame.

Further movement of the control handle does these things:

- Door latch roller mechanisms engage the door latch track fittings
- Door latches push the door warning sensor target toward the sensor. This causes the P5 panel FWD ENTRY or AFT
ENTRY door warning light go off
- Door seals compress between the door and the door frame
- Upper and lower door gates unfold outward. This compresses the gate seals, and returns the door to a structural plug
configuration.

Training Information Point

You can operate the forward entry door in winds up to 40 knots. You can let the door stay latched open in
winds up to 65 knots.

WARNING: DO NOT OPERATE THE DOOR IN JET BLAST OR HIGH WINDS. DAMAGE TO EQUIPMENT OR INJURY
TO PERSONS CAN RESULT.

The force on the control handle to open and close the door is not large. If a large force is necessary, there is a fault with
the door or the procedure. If the door does not close and latch easily, there may be a clearance problem. Make sure the
door-to-frame area is clear. An incorrectly stowed escape slide girt strap may be caught between the door and the frame.
If the airplane is pressurized, a properly rigged door will not unlatch. This is because the door gates must open against
cabin pressure during door unlatch. Pressure on the door gates has a mechanical advantage and prevents this.

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General
You open and close the door manually. Use these steps to open the door from the airplane exterior:
- Move the door to the cocked open position with the control handle
- Pull the door to the fully open position.
Use these steps to close the door:
- Release the upper hinge lock latch
- Pull the door to the cocked position
- Fully close and latch the door with the control handle.

Opening the Door - Exterior Operation

An escape slide is on the inside lower door. If the slide girt bar is in the armed position, the slide will deploy automatically
as the door opens. Look to see if there is a door slide warning pennant (orange) in the door window. The pennant is
across the window when the slide is armed. The door swings out of the door frame when it opens. Make sure the area
outside of the door is clear.
You must pull the exterior door control handle from the recess position to engage the door drive mechanisms. Turn the
handle 180 degrees in the clockwise direction. Initial movement of the handle causes the door interior mechanisms to do
these things:
- Door latch roller mechanisms disengage from their door frame latch track fittings
- Door warning sensor target moves away from the sensor. This causes the FWD ENTRY or AFT ENTRY door warning
light on P5 forward overhead panel to come on
- Upper and lower door gates fold inward. This makes the door smaller, breaks the door seal, and vents any cabin
differential pressure.

As the handle moves through the full motion (180 degrees), the door mechanisms do these things:
- Cocking mechanism moves the door hinge arms (and the door) inward
- Upper hinge guide arm controls the door rotation as it swings
- Door goes to the cocked open position.
Any more effort on the door control handle does not cause more door motion. The door control handle has gone through
the full motion. Release the control handle and let it return to its recess by spring force. To complete the door open
operation, hold the aft edge of the door, and pull it open. As the door opens, winds may push it. This can push the
operator off balance. Keep a strong, secure stance to prevent this.

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As you pull the door open, the door turns. This puts the door parallel to the airplane fuselage when the door is fully open.
At the fully open position, these things happen:
- Snubber and stop mechanisms gently stop the door at the fully open position.
- Latch mechanism in the upper hinge engages. This locks the hinge (and the door) in the fully open position.

Closing the Door

Before you close the door, examine the escape slide. The escape slide girt strap and bar must be properly stowed. An
incorrectly folded strap or improperly stowed bar interferes with the door to threshold clearance. This can prevent door
sealing and latching and can damage components.
To close the door, first release the hinge lock. The release mechanism is yellow. Operate the latch release mechanism to
unlock the hinge. This lets the door swing back into the door frame. Pull the door to the cocked position.
Pull the exterior control handle out of the recess, and turn it slightly until it engages the door drive mechanisms. Then turn
the door control handle counterclockwise 180 degrees. Initial movement of the handle causes internal door mechanisms
to seat the door into the door frame. As the handle continues to turn, the door mechanisms do these things:
- Door latch roller mechanisms engage the door latch track fittings
- Door latches push the door warning sensor target toward the sensor. This causes the FWD ENTRY or AFT ENTRY door
warning light on P5 forward overhead panel go off
- Door seals compress between the door and the door frame.
- Upper and lower door gates unfold outward. This compresses the gate seals, and returns the door to a structural plug
configuration.
When the control handle has gone through its full motion, release it and allow it to return to the recess by spring force.

Training Information Point

You can operate the forward entry door in winds up to 40 knots. You can let the door stay latched open in winds up to 65
knots.

WARNING: DO NOT OPERATE DOORS IN JET BLAST OR HIGH WINDS. DAMAGE TO EQUIPMENT OR INJURY TO
PERSONS CAN RESULT.

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The force on the control handle to open and close the door is not large. If a large force is necessary, there is a fault with
the door or the procedure.
If the door does not close and latch easily, there may be a clearance problem. Make sure the door-to-frame area is clear.
An incorrectly stowed escape slide girt strap may be caught between the door and the frame. If the airplane is
pressurized, a properly rigged door will not unlatch. This is because the door gates must open against cabin pressure
during door unlatch. Pressure on the door gates has a mechanical advantage and prevents this.

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Location
The emergency exit hatches are above the wings.

General Description
There are two overwing emergency exit hatches on the airplane.
The hatches are type III plug hatches. They all have the same construction features, but are rigged separately to fit their
particular frames. The hatches have a window with an internal shade. An EXIT light above each hatch shows the hatch
area. You can open the emergency exit hatches from inside or outside the airplane. The hatches operate with a spring-
loaded handle at the top of the hatch.

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General
These are the emergency exit hatch components:
- Hatch lining
- Release handle mechanism
- Hatch seals
- Hatch pivot fittings and roller guide assemblies
- Hatch stop fittings.
The hatch has a standard size dual pane window.

Lining
The hatch lining is an attractive, insulating cover for the internal structure and mechanisms. It has an insulation blanket to
reduce noise and heat transmission. The panel has a window reveal and shade assembly. A release handle cover, above
the window covers the release handle. A lift handle is on the panel below the window.

Release Handle Assembly

The hatch release handle assembly holds the hatch closed when the airplane is not pressurized and opens the hatch
when necessary. You operate the hatch release handle mechanism manually. The hatch release handle is in the top of
the hatch. It is a cast piece with a pull-type handle on the inside surface, and a push-type panel flush with the outside
contour of the hatch. The handle is on a spring-loaded torque tube. The spring holds the release handle to the latched
position. The torque tube pivots on spherical bearings in the hatch structure. The ends of the torque tubes have bell crank
roller latches that engage tracks in frame latch fittings. When you operate the release handle, the handle turns against a
spring force and these things happen:
- The bellcrank roller latches disengage the frame latch fittings
- The handle's flush panel moves. This vents airplane pressure. This allows the hatch to pivot inward, out of the frame.

Hatch Seals
Continuous seals around the hatch assembly and hatch release handle prevent pressure loss.

Pivot Fitting, Roller Guide Assembly, and Heel Pads

The hatch pivot fittings and roller guide assemblies align the hatch in the frame and ease hatch removal. The pivot fitting
on the bottom of the hatch gives the hatch a hard point to pivot on when it opens.

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The roller guide assembly helps the top of the hatch rotate smoothly from the hatch frame.

Stop Fittings
The hatch stop fittings transmit pressure loads to the airplane structure when the hatch is pressurized. The stop fittings
have these parts:
- Hatch-mounted adjustable pins with lock wires
- Frame-mounted pressure pads.

The stop fittings are on the sides of the hatch and hatch frame.
When the airplane is depressurized, the release handle latch fittings hold the hatch closed and the stop fittings are not
seated.

When the airplane is pressurized, these things happen:

- The pressure load pushes the hatch slightly outboard
- The hatch latch rollers are unloaded
- The hatch seal compresses
- The stop fittings seat and transmit the pressure load to the airplane frame structure.

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General Description
You open the emergency exit hatches manually. Move the hatches inboard until they are completely out of their frame,
then set them in an empty seat.
You can open the emergency exit hatches from inside or outside of the airplane.
The hatches are reinstalled manually, in reverse order of removal.

Interior Operation
To open an emergency exit hatch, do these things:
- Pull the cover off the release handle
- Pull on the release handle while you lift on the lower lift handle
- Rock the hatch from the frame
- Set the hatch down on the adjacent passenger seat.

When the release handle cover comes off, the release handle is accessible.
When you pull on the release handle, it turns. This causes these things to occur:
- The hatch bellcrank latches disengage the frame fittings
- The hatch vent opens which bleeds cabin pressure.
Then rotate the hatch out of the hatch frame. When the hatch is clear of the frame, set it on the adjacent seat.

Exterior Operation
Rescue personnel can open the emergency exit hatches from outside of the airplane.
When you push on the release handle's exterior panel the hatch will unlatch. The hatch then falls inward.
The release handle is spring-loaded to the closed position. Be careful not to let your fingers get caught between the
exterior push panel and the panel cutout.

Training Information Point

If you open an emergency exit hatch as part of a rescue training exercise, first lift the armrest on the adjacent seat. This
will prevent the hatch window reveal from an impact with the armrest. Such an impact can damage the window reveal.

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Location
The cargo compartment doors are on the right side of the fuselage, on the lower lobe, forward and aft of the wing.

General Description
These are the two cargo doors:
- Forward cargo door
- Aft cargo door.
The doors are similar in shape, design, and operation, but they are slightly different in size.
The doors are plug-type. They open inward, and hinge at the top. Seals around the door edge and door handle shaft
prevent pressurization loss.

You operate the doors manually. This may be done from outside of the airplane or from inside the cargo compartment. A
counter balance inside the door reduces the effort necessary to lift the door. An uplock detent in the counter balance
mechanism holds the door in the fully open position. A door snubber makes sure the door does not fall quickly if the
counter balance mechanism fails.
A manual strap device in the cargo compartment ceiling can be used to hold the door in the fully open position.
A bungee lanyard with a soft-grip handle on the door makes it easy to lower the door.

Door Warning
The cargo doors have an interface with the door warning system. Each door has a switch on its latch mechanism, and a
warning light on the P5 forward overhead panel.

Access Panels and Liners

Two panels on the exterior door skin give access to the door latch mechanisms. Through these panels, you can open the
door if the handle mechanism fails. An interior insulation blanket on the door does these things:
- Protects the door internal components
- Reduces noise and thermal transmission.
Removal of the door insulation and access panels gives access to the door internal components. This is for inspection,
lubrication, and service of the internal components.

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General
These are the cargo door components:
- Door liner
- Hinges
- Door handle mechanisms
- Door warning switch
- Counter balance
- Snubber
- Bungee lanyard
- Door seals.

Door Liner
The door liner protects the internal components of the door. It also reduces noise and heat transmission.
Access panels in the liner give access for inspection, service, and lubrication of the door mechanisms.

Hinges
Two hinges on the upper edge of the door do these things:
- Give pivotal structural support of the upper edge of the door
- Limit the deflection of the door when the airplane is pressurized.

Door Handle Mechanism

There are two handles for operation of the door. They engage the door latch mechanisms. The interior handle projects
beyond the inboard door liner and is in constant engagement with a handle shaft. The exterior handle is spring loaded into
a faired recess on the door skin. The exterior handle engages the handle shaft with a spline when you pull the handle out
of the recess. The handle shaft transmits the motion to the latch torque tube with a control rod. The torque tube turns
the latch roller arms into the roller fittings on the door frame. The latch fittings are overcenter devices that hold the door
closed when the plane is unpressurized.

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Door Warning Switch

Each cargo door has a pin-type microswitch on one of its latch fittings. The switches do these things:
- Supply ground discrete signals to the door warning system when the doors are closed and latched. This causes the
warning light (FWD CARGO or AFT CARGO) on P5 forward overhead panel to go out
- Supply ground discrete signals to the cargo compartment light system. When the doors are closed and latched, the
cargo compartment lights go out.

Centering Devices
Centering rollers in the door frame align the door between door pads as the door closes. This closely aligns the stop
fittings between the door and frame.

Stop Fittings
When the airplane is unpressurized, the latch mechanisms hold the door closed. In the unpressurized condition, there is a
slight clearance between the stop pin and their pressure pads.
Pressurization of the airplane causes the door to move outboard slightly. This causes these things to happen:
- The stop pins seat on their pads, and transmit door pressure loads to the airplane structure
- The latch roller mechanisms are unloaded
- The pressure seals deflect fully.

Seals
Seals around the door edges and handle shaft prevent pressure loss.

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Purpose
The cargo door counterbalance does these things:
- Reduces the force required to lift the cargo door to the open position
- Holds the cargo door up in the fully open position.

Location
The counterbalance mechanism main assembly is inside the door structure. Remove the door liner and insulation to get
access to the main counterbalance assembly.
The counterbalance cable runs from the main assembly to a door pulley, and then to a ceiling bracket. The ceiling bracket
attaches to aircraft primary structure.

General Description
The counterbalance is a spring-loaded mechanical device that offsets the weight of the door.
The main counterbalance assembly and cable pulley are on the door structure. The counterbalance attaches to a cargo
compartment ceiling bracket with a cable. The main assembly has these parts:
- An assembly frame
- A spring-loaded roller
- An idler crank
- A cam with a roller track
- A cable drum and cable.

When the door is closed, the spring-loaded roller is compressed and on high cam (on the cam nose).
The spring force extends the roller. This action causes the cam to turn.

The cam turns on a shaft that is common to the cable drum. When the cam turns, the cable drum also turns.
As the cable drum turns, it retrieves (pulls in) a cable. The cable runs through a pulley to a ceiling bracket in the cargo
compartment. As the cable shortens by the winding action of the cable drum, it lifts the door.
An uplock detent in the cam track holds the door in the fully open position. The door stays in the open position until you
pull downward on the bungee lanyard to close the door. A nut on the ceiling bracket end of the cable adjusts the cable (to
take up cable stretch).

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Training Information Point

The entire threads of the adjustment fitting should engage the spring-loaded roller rod. If the thread engagement is not
sufficient, the spring force can strip the fitting threads. This would cause the fitting to fly off the end of the rod with a great
force.

Secure the baggage in the cargo compartments with the cargo nets and/or inner cargo panel door properly. This will keep
the baggage from contact with the door and its mechanisms.
If loose baggage contacts the door cable, it can cause the cable to come out of the door pulley. This can jam the
counterbalance mechanism. If you must free such a jam and return the cable to the pulley, be careful. The counterbalance
can remove the cable slack very quickly and with great force.

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General Description
You open and close the cargo door manually. The door has hinges on their upper edge, and swings open in a upward and
inward motion. A counterbalance mechanism in the door helps lift the door and holds it in an uplock position.
You can open the door from inside or outside of the cargo compartment.

Exterior Operation
To open the cargo door from outside the airplane, pull the handle fully out of its recess and turn the handle
counterclockwise. This disengages the door latch mechanisms. The door then moves inboard by the action of the
counterbalance mechanism. When the door is free of the latch mechanisms, return the handle to its recess. When you
begin to push the door open, the door counterbalance will lift the door to the fully open position and hold it there.
An adjustable nylon safety strap is on the ceiling of the cargo compartment. You can use it to hold the cargo door in the
open position if necessary.

Before you close the door from outside of the airplane, examine these things:
- The cargo nets should be secure to prevent cargo from contact with the door components
- The door frame should be clear of obstruction.

To close the door, do these steps:

- Pull the soft-grip bungee lanyard at the forward edge of the door. This will pull the door out of uplock and lower the door
until you can reach the handle.
- When you have the handle, release the lanyard and the bungee will retract it back into the cargo compartment.
- Turn the handle counterclockwise so that the door latch rollers will enter their latch tracks.
- Pull the door to the closed position with the handle.
- Turn the handle clockwise to fully close and latch the door.
- Return the handle to its recess.

Interior Operation
You can open and close the cargo doors from inside the cargo compartments. The interior handle is not retractable. The
procedure is similar, except you turn the inside handle clockwise to unlatch the door and counterclockwise to latch the
door.

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Training Information Point

A switch on the forward door latch mechanism causes the P5 door warning light to come on (unlatched) or go off
(latched).
Properly secure the baggage in the cargo compartments with the cargo nets and other cargo restraints. This will keep the
baggage from contact with the door and it's mechanisms.
The forces required to operate the door are not great. If a door is difficult to operate, the door may be jammed by loose
cargo or there may be a malfunction of a door component.

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Purpose
The miscellaneous exterior service doors give access to areas with components that require regular servicing.

CSD Oil Reservoir Access Door

The CSD oil reservoir access door is on the left forward engine fan cowl. It gives access to the CSD oil reservoir and sight
gage.

Ground Air Conditioning Access Door

The ground air conditioning access door is on the lower fuselage centerline, forward of the air conditioning bay doors.

Lavatory Service Doors

The lavatory service doors are on the forward and aft, lower left surface of the fuselage. They give access to the lavatory
drain outlet, drain valve handle, and rinse fitting.

Section 48 Access and Blowout Door

The section 48 access and blowout door is on the left side of the lower fuselage, aft of the aft pressure bulkhead. It hinges
open downward to give access to the section 48 components.
The door has a spring-loaded latch system. This protects the empennage structure if the aft pressure bulkhead fails. The
door latch will open when a load of 52-68 pounds is put on the inside of the door.

Engine Oil Tank Access Door

The engine oil tank access door is on the right forward engine fan cowl. It gives access to the engine oil tank filler cap and
sight glass.

External Power Receptacle Door

The external power receptacle door is on the lower right fuselage, forward of the nose wheel well. It gives access to the
external power receptacle and panel. The door also gives access to the nose wheel well light switch.

Center Fuel Tank Sump Access Door

The center fuel tank sump access door is on the keel beam between the air conditioning pack bays. It gives
access to the center fuel tank sump valve.

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Water Service Panel

The water service panel is on the aft, lower right surface of the fuselage. It gives access to the potable water system valve
handles and fill fitting.

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Location
The forward equipment compartment access door is forward of the nose wheel well.

General Description
The door is a plug type door. It hinges on its aft edge and swings open upward, into the fuselage.
The door structure is an aluminum casting. A continuous seal around the door prevents loss of cabin pressure.
Pressure loads transmit from the door to the door frame by stop pins and pads.
Two hinge arms on the door extend aft to engage hinge fittings on the nose wheel well forward bulkhead.
A guide pin on the forward edge of the door aligns the door as it closes.
The door latch mechanism holds the door closed, and has these parts:
- Spring-loaded handle with a push-button release
- Handle shaft and link
- Latch pin plunger.

Operation
The handle fairs with the door skin. Push on the button marked PUSH, and the handle extends from spring force.
Turn the handle counterclockwise and the latch pin retracts from its boss. This unlatches the door. You can then push the
door open.
A spring-loaded catch that engages the left side of the door holds the door fully open. When the door is open, you can
turn the handle clockwise and push it into its recess. When you close the door, you must extend the handle and
turn it counterclockwise to retract the latch pin. This allows the door to seat in its frame. When the door is closed, it latches
with a clockwise turn of the handle. This forces the latch pin into the frame boss. When the door is closed and latched,
push the handle back into its recess.

Operational Displays
The forward equipment compartment access door has an interface with the door warning system. It shares the P5 panel
EQUIP door warning light with the EE compartment external access door.
When the door is not latched, the latch pin does not push on the door warning microswitch. The switch closes and the P5
panel EQUIP door warning light comes on. When the door latches, the latch pin enters the frame boss and opens the door
warning micro switch. This removes the ground from the light.

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Location
The door is on the bottom of the fuselage, aft of the nose wheel well.

General Description
The door is a plug-type door. It is a cast frame with aluminum skins.
When the door opens, it slides upward and to the right. In the fully open position it stows in the fuselage, to the right of the
door frame. You operate the door from outside the airplane.
The door has these parts:
- Door latch mechanism
- Door rollers
- Fuselage door roller tracks
- Spring spool assembly
- Trolley
- Door seal.

Door Latch Mechanism

A spring-loaded handle with a push-button release controls the latch mechanism. The handle fairs with the fuselage skin
until it is released. The handle shaft turns a pinion gear in the door that drives four rack gear latch pins. This causes the
pins to engage or disengage the latch pin fittings on the door frame. The latch pins transmit the door pressure loads to the
door frame. The fittings have lugs that will transmit the pressure loads safely even if the latch pins are unlatched.

Door Rollers and Fuselage Roller Tracks

Rollers at the end of the door engage with tracks attached to the fuselage stucture. Together, the rollers and tracks control
the motion of the door as it slides open or closed.

Spring Spool Assembly

The spring spool assembly helps retract the door and hold it in the open position.

Trolley
The trolley moves in a track to support the door and direct it as it moves to the open position.

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Door Seal
A seal around the door prevents pressure loss.

Door Warning Switch

The door has an interface with the door warning system.
It shares the P5 panel EQUIP door warning light with the forward equipment compartment door. The left latchpin operates
the door warning switch. The switch is outboard of the left latch pin frame bushing.
When the door is latched, the latch pin pushes on the switch. This opens the switch and removes a ground from the
EQUIP light and the light goes out.

When the door is unlatched, the latch pin releases the switch. The switch closes to give a ground to the EQUIP light and
the light comes on.

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Operation
You operate the electronic equipment compartment external access door manually. You open and close the door from
outside of the airplane.

Open Door
The handle on the door fairs in a recess. A push-button trigger releases the handle and it comes out of fair by spring
force.
Turn the handle counterclockwise to disengage the latch pins. When the latch pins are free you can push the door upward
and to the right. The lower web and trolley support the door as it moves to the right on tracks to the full open position.
When the door is fully open, the door is stowed forward of the E-3 rack. The door cannot be opened from inside the
compartment.

Close Door
To release the door from the open position, push the latch pin knob on the E-3 rack.The door moves to the left and down
into the door opening. When the door is seated, pull down and rotate the handle to latch the door. Then push the door
handle back into its recess.

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Purpose
The air conditioning access doors give access to the air conditioning pack compartments.

Location
The air conditioning access doors are part of the wing to body fairing under the airplane wings.

General Description
There are two air conditioning pack compartments and each has an access doors. The air conditioning pack
compartments are unpressurized. The access door is the same size as the A/C pack compartment.
The doors have hinges on the inboard edge. The hinges connect the door to keel beam structure.
The doors latch with heavy duty, flush-mount latches. The latches secure the door in the closed position and permit quick
access with their push-button trigger release. The latches are a fail-safe design. Failure of the trigger return mechanism
do not cause the latch to open. When the latch is secure (closed), the outer surface is similar in color to the adjacent
structure.
The other surfaces of the latch are a bright red fluorescent color. This permits rapid visual detection
of an unsecure (open) latch. A scupper drain on the door drains the water separator if the ram air spray line from the
water separator freezes or clogs.

Door Structure
The doors are composite construction.

Operation
You open and close the air conditioning access doors manually. To release the latches, apply moderate thumb pressure
to the latch trigger (marked PUSH). Manually restrain the door from free fall as you release the latches. When the door is
unlatched, ease it down and secure it in the open position. The door has a brace that supports it in the open position. Pull
the brace from a catch on the door. Then connect the brace to the support bracket in the air conditioning pack
compartment. Return the brace to the stowed position before you close the door.

Training Information Point

The air conditioning access doors do not give access to the ram air inlet ducts. The ram air inlet ducts access is through
panels outboard of the air conditioning access doors.

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Purpose
The APU access door gives access to the APU and its accessories.

Location
The APU access door is part of the lower surface of the fuselage. It is under the horizontal stabilizer.

General Description
The APU access door has hinges on the right side. Three latches on the left side hold the door closed. The door swings
downward as it opens. The APU access door has these parts:
- Door frame and structure
- Hinges
- Latches
- Door support rods
- Fluid drain system.

Door Frame and Structure

The door frame and structure is aluminum alloy extrusions and clad aluminum alloy sheet. The door does not hold
pressure.

Hinges
Two hinges give the door a pivot axis. You remove the hinge pins to remove the door.

Latches
Three push-button latches hold the door closed.
Moderate pressure on the push-button trigger will cause the latch to open. They are a fail-safe design. Failure of the
trigger return mechanism will not cause the latch to open. When the latch is secure, the outer surface is similar
in color to adjacent structure. The other surfaces of the latch are a bright red fluorescent color. This allows rapid visual
detection of an unsecure latch.

Door Support Rods

Door support rods hold the door in the open position. You deploy and stow the support rods manually.

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Fluid Drain System

A fluid drain system drains fluids from the APU compartment. Fluid collects in drain cups and flows in drain lines to the
drain mast. The fluids then drain overboard through the mast.

Operation
To open the APU access door, do these steps: - Push the latch trigger buttons to open the latches. This causes the
latches to release and the latch handles to come out of fair with the door skin. This disengages the latch hooks and their
door frame fittings. Hold the door while you pull on the latch handles.
- Lower the door manually to the open position.
- Secure the door in the open position with the door support rods.

To close the door, do these steps:

- Return the door support rods to their stowed position.
- Move the door to the closed position.
- Use the latch handles to mate the latch hooks with their door frame fittings.
- Push the latch handles to fair with the door skin.
This secures the latches. Only hand pressure is required to close the latches.

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Purpose
The refueling station access door does these things:
- Gives access to the wing pressure fueling manifold and the P15 fueling panel
- Enables the P15 fueling panel controls and indications
- Controls the refueling station access door flood lights.

Location
The refueling station access door is on the leading edge of the right wing, outboard of the engine.

General Description
The refueling station access door hinges on its forward edge. It is held closed by four push-button latches on its aft edge.
It swings downward and is held in the fully open position by a latching telescopic rod. You must release the catch on the
rod before you close the door.
See the the fuel chapter for more information on fueling indication and control.(AMM PART I 28)

Operational Displays
When the refueling station access door opens, the flood lights on the door come on.
When it is open, the refueling station access door enables the fuel quantity control switches and indications.

Training Information Point

The grounding jack is near the pressure refuelling receptacle. The service interphone jack is near the door hold open rod.
The two jacks are similar. Do not use the interphone jack as a grounding device.
Make sure the refueling station access door is closed and secure before flight. Damage to equipment can occur if the door
is open.

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Purpose
The ram air access panels give access to the air conditioning ram air ducts.

Location
The ram air access panels are part of the wing-to-body fairing under the airplane wings.

General Description
There are two ram air systems. Each has an access panel. The ram air duct compartments are unpressurized.

Door Structure
The panels are composite construction.

Operation
To open the ram air access panels, you remove them.
Restrain the panel as you release the quarter turn fasteners.

Training Information Point

You must remove the ram air access panels to get access to the ram air inlet duct. Access panels on the ram air inlet duct
let you clear debris ingested by the ram air system. Ram air debris inhibits the performance of the ram air system and can
cause pack trip offs.
The ram air access panels do not give access to the air conditioning pack components. You get access to the air
conditioning packs through doors inboard of the ram air access doors.

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Purpose
The high pressure connector access door gives access to the pneumatic ground air connector check valve.

Location
The high pressure connector access door is on the forward, outboard corner of the right air conditioning access door.

General Description
The high pressure connector access door has hinges on its forward edge and has three pushbutton latches.
The latches hold the door in the closed position and permit quick access with their push-button trigger
release.
The latches are a fail-safe design. Failure of the trigger return mechanism does not cause the latch to open.

Door Structure
The door is composite construction.

Operation
To open the the high pressure connector access door, push the three latch release triggers. Only moderate finger
pressure is necessary to open and close the latches.

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Purpose
There are two galley service doors on the airplane, forward and aft. The doors give access to the airplane passenger
cabin.

Location
The doors are on the right side of the upper fuselage, across from the passenger entry doors.

General Description
The door is a plug-type door. The door has these parts:
- Center door assembly
- Upper gate
- Lower gate.
A liner covers the door interior surface.
The center door assembly has hard points at the bottom for the emergency escape slide installation.
The center door assembly has a window.

Door Control Mechanisms

You can open and close the door from the interior or exterior of the airplane. You operate the door manually. Unlatch the
door with the central control handle. Then swing the door to the fully open position with the offset assist handles.
When you turn the handle in the OPEN direction, internal mechanisms do these things:
- Disengage the door roller latches
- Fold the door gates inward
- Tilt the door hinge edge inward to the cocked position.
Then push the door through the door frame until it is fully open. Use the two offset assist handles for this operation.
A lock mechanism in the upper hinge locks the door in the fully open position.
To close the door, first release the hinge lock and then the do the open operations in reverse order.
A guide pin on the door and a guide pin track on the door frame center the door in the door frame as it closes.

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Door Support
When the airplane is unpressurized, the hinges support the door.
When the airplane is pressurized, cabin pressure pushes the door slightly outboard. This causes these things to
occur:
- The door seals compress
- The door stop pins contact frame stop fittings.
This transmits the door pressure loads to the door
frame structure
- The door latches are unloaded.

Door Seals
The door has these seals:
- Edge seals (flap type)
- Gate hinge seals (diaphragm type).

Door Drains
The door structure has internal drain paths. The door sections drain into the door frame threshold. The door threshold
drains overboard through bladders in the lower fuselage.

Door Warning
The galley service doors have an interface with the door warning system. There is a proximity switch assembly on each
galley door frame adjacent to an upper latch roller track. The switch senses the position of
its associated door latch roller. When the door is latched, it causes the warning light on P5 forward overhead panel to go
off. An orange pennant is on the door liner above the window. Manually secure it across the window when the door
escape slide is armed. This is a visual indication to someone outside the airplane that the door slide is armed.

Training Information Point

See PASSENGER/CREW section in this chapter for more information on the operation of the galley service door.(AMM
PART I 52-10)

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Purpose
The flight compartment door divides the flight compartment from the passenger compartment. The door gives a selective
entrance into the flight compartment.

The door and structure around the door has intruder and ballistic improvements for security.

Location
The flight compartment door is at the entrance to the flight compartment.

General Description
The flight compartment door is not a pressure door. It opens into the passenger compartment. The door has a mechanical
and an electric lock.

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Purpose
The flight compartment door gives selective entry to the flight compartment.

Location
The flight compartment door is at the entrance to the flight compartment.

General Description
The door has these components:
- Hinges
- Light seals
- Door handle
- Deadbolt
- Decompression panels
- Pressure release latches
- View hole with lens
- Mirror
- License and certificate holders
- Doorstop mechanism.
The door is in a frame assembly. The door handle bolt engages a strike assembly in the frame door post. The strike has
an electric lock. A momentary-action, rotary switch on the P8 cockpit control panel controls the flight deck access system
to operate the electric lock that locks and unlocks the door.

Hinges and Light Seals

Hinges attach the door to the frame on the left side of the door. Seals around the door decrease light and noise
transmission.

Door Handle and Lock Mechanisms

To open the door from the flight compartment side, turn the handle to disengage the door bolt from the door post strike
assembly. You can pull the door handle to open the door from the passenger compartment if the electric lock is not
energized. The door bolt can move the door post strike assembly against spring tension. If the electric lock energizes, the

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strike mechanism can not move, and you can not pull the door open from the passenger compartment. To open the door
from the passenger compartment when the electric lock is energized, you must put in an emergency access code on
the keypad. The deadbolt is a mechanical device that manually locks the door. The deadbolt lever is a split segmented
lever with three positions.

When the lever is in a vertical position, the deadbolt retracts. When half of the split-lever turns counterclockwise so that
half of the lever is horizontal, the deadbolt extends to lock the door. You can unlock the door from the passenger
compartment with a key.
If the two halves of the lever turn fully horizontal, the deadbolt extends to lock the door, and you can not unlock the door
with the key. When the airplane is parked, you can use the key to lock the deadbolt from the passenger compartment to
make the flight compartment safe.

Decompression Panels
There are two decompression panels on the flight compartment door. If there is a fast forward depressurization, the
panels open into the flight compartment. This makes the pressure between the flight compartment and the passenger
compartment equal. The two decompression panels are also emergency exit panels. You can remove the hinge pins to
pull the panels out of the door. This gives the crew an emergency exit if the door can not open because of a
blockage or a jam.

Pressure Release Latches

The pressure release latches hold the decompression panels in position and unlatch by differential pressure. At 0.5 psid
the latches release the decompression panels.

View Hole and Lens

The view hole and lens assembly in the door let the flight crew see the flight compartment entrance area when the door is
closed.

Door Stop
The door stop mechanism is a spring-loaded plunger with a padded foot and a release lever that is on the bottom of the
door. It holds the door in the open position.

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Purpose
The flight compartment door lock system locks the flight compartment door.
The flight deck access system lets the flight crew lock and release the door from their seats. A keypad permits access to
the flight compartment from the passenger compartment through a doorbell function or an emergency access code that
releases the door lock. The flight crew can use the system to prevent access and disable the keypad.

A manually-operated dead bolt locks the door if the automatic system does not operate. You can also use the dead bolt to
lock the door when the airplane is parked.

Components
The flight deck access system has these components:
- Door lock switch
- Keypad
- Chime module
- Strike mechanism with electric solenoid.

General Description
The flight deck access system uses a strike mechanism that is a spring-loaded, mechanical device that turns.
It has an electrically-controlled solenoid lock. When the solenoid deenergizes, the strike is free to turn against spring
force. In this condition the door handle bolt can push the strike away, and you can easily pull the door open.
When the solenoid energizes, it engages the strike. This does not let the strike move. In this condition you can not pull the
door open.
The dead bolt has a 3-position split-lever. You use the lever to lock the dead bolt from the flight compartment. You can
also use a key to lock the dead bolt from the passenger compartment.

Operational Controls and Displays

The flight crew uses the door lock switch to control the system. The door lock switch is a 3-position rotary switch with
UNLKD, AUTO, and DENY positions. Two amber indicator lights adjacent to the switch show LOCK FAIL and AUTO
UNLK. The keypad has 5 numeric keys from 1 to 5 and an ENT key. You use it to put in 1 + ENT for the doorbell
function or to put in an emergency access code. There are red, amber, and green LEDs on the keypad. The LEDs
show system and lock status.

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Purpose
The chime module uses inputs from the FLT DK DOOR switch and the keypad to control the flight deck access system.
The chime module makes the tones that give the flight crew an alert of an access request and gives system status
signals.

Location
The chime module is on the flight compartment side of the door post.

General Description
The chime module has all the control logic and timers for operation of the flight deck access system. You remove the
cover to get access to two programming pushbuttons. Two placards on the side of the chime module, TIMERS and
ACCESS, identify the pushbuttons. The upper pushbutton is the TIMERS switch. The lower
pushbutton is the ACCESS switch. A red-guarded switch, FLIGHT DECK ACCESS SYSTEM, on the lower face of the
module has OFF and NORM positions. You put it in the OFF position to set the system to off.

Programming
You use the pushbuttons to set five program functions:
- Access time delay
- Deny time delay
- Continuous chime time delay
- Doorbell
- Emergency access code.
You push the TIMERS switch and then put a code in the keypad to set the access time delay. You must only set the
access time delay to 30, 45, or 60 seconds. You push the TIMERS switch and then put a code in the keypad to set the
deny time delay. You can set the deny time delay from 5 to 30 minutes in 5 minute increments. You push the TIMERS
switch and then put a code in the keypad to set the continuous chime time delay. This delay is from 0 to 50 seconds in 5
second increments. If the doorbell is enabled, you must set the continuous chime time delay to 0 seconds. This makes a
distinction between an emergency access request and the doorbell. You also use the TIMERS switch to enable or disable
the doorbell function. You put a code in the keypad to toggle the doorbell on or off. The doorbell makes tones from the
chime module for an access request but does not open the door lock. You push the ACCESS switch and then put a code
in the keypad to change the emergency access code. The access code must be 3 to 8 characters.

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Purpose
The door lock switch controls the flight deck access system and lets the flight crew unlock the flight compartment door or
prevent access from the passenger compartment.

Location
The door lock switch is on P8 adjacent to the STAB TRIM switch.

General Description
The door lock switch is a 3-position rotary switch with UNLKD, AUTO, and DENY positions. Two amber indicator lights
adjacent to the switch are LOCK FAIL and AUTO UNLK.
The switch is spring-loaded to the AUTO position. In this position the door locks when the system has power.
When you put in the correct emergency access code on the keypad, the door unlocks after a time delay. The AUTO UNLK
light comes on to show that the door will unlock automatically.

If the switch turns to the DENY position after you put in the emergency access code, access is prevented and the keypad
is disabled for a time period. You can push and turn the door lock switch to the UNLKD position to unlock the door and
permit access from the passenger compartment. When you release the switch, it moves to the AUTO position, and the
door locks.

The LOCK FAIL light comes on to show that the strike solenoid has a command to go to the lock position but is not
engaged.

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Purpose
You use the keypad to put in the emergency access code to unlock the flight compartment door if the flight crew can not
open the door. You also use it to operate the doorbell as an access request to the flight compartment.

Location
The keypad is on the passenger compartment side of the door post.

General Description
The keypad has 5 numeric keys from 1 to 5 and an ENT key. There are red, amber, and green LEDs on the keypad. The
LEDs show system and lock status. You use the keypad to put in a 3 to 8 digit access code for emergency access to the
flight compartment.
The LEDs show these conditions:
- Red LED is normally on to show that the door is locked
- Amber LED shows that the correct emergency access code has been put in
- Green LED shows that the door is unlocked.

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Purpose
The door lock solenoid electrically locks the door post strike mechanism. This locks the flight compartment door.

Location
The door lock solenoid is in the door post.

General Description
When the door lock solenoid energizes, it moves to the locked position and locks the door post strike. In this locked
condition the strike can not move, and the door is locked. When you deenergize the door lock solenoid, it releases the
door post strike and lets it move against spring tension. A micro-switch on the door lock solenoid sends position indication
to the chime module.

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General Description
The chime module controls power to the door lock solenoid. When there is 28v dc, and the FLT DK DOOR switch is in the
AUTO position, the solenoid energizes and moves to the locked position. A red LED on the keypad shows that the door is
locked.

Automatic Entry Control

When you push 1 and ENT on the keypad to operate the doorbell, it causes the chime module to make chime tones. The
flight crew can push and turn the FLT DK DOOR switch to the UNLKD position to open the door. The results are:
- Solenoid deenergizes
- Door releases
- Red LED goes off
- Green LED comes on.

If the FLT DK DOOR switch is held to UNLKD for more than 45 seconds, the chime module energizes the solenoid to lock
the door.
When you release the FLT DK DOOR switch, the results are:
- Door lock switch moves to the AUTO position
- Chime module energizes the solenoid to the locked position
- Green LED goes off
- Red LED comes on.

If you put in the correct emergency access code in the keypad with the FLT DK DOOR switch in AUTO, the access time
delay starts, and these indications occur immediately:
- Red LED goes off
- Amber LED comes on
- Two half-second chime tones come on
- AUTO UNLK light shows continuously.

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After two-thirds of the access time delay, these indications occur:

- Continuous buzzer tone comes on
- AUTO UNLK light goes on and off
- Amber LED stays on.

At the end of the access time delay, the solenoid deenergizes to the unlocked position for 5 seconds, and these
indications occur:
- Buzzer tone stops
- Amber LED goes off
- Green LED comes on
- AUTO UNLK light goes off.

Rejected Entry Control

If the correct emergency access code is put in the keypad, the flight crew can turn the FLT DK DOOR switch momentarily
to the DENY position to prevent access. These indications then occur:
- Amber LED goes off
- Red LED comes on
- AUTO UNLK light goes off
- Keypad is disabled for the deny time delay period.

Failure Indication
When the door lock solenoid gets a command to the locked position, but the door lock assembly microswitch shows
unlocked to the chime module, the LOCK FAIL light shows on P8.

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Purpose
The flight compartment door decompression panels prevent damage to the airplane structure during flight compartment
decompression.

Physical Description
The flight compartment door decompression panels have these parts:
- Pressure release latch (2)
- Hinge bolt assembly (2)
- Handles (2)
- Retaining strap.

Location
The flight compartment door decompression panels are in the upper and lower sections of the flight compartment door.

Functional Description
During flight compartment decompression the differential pressure first releases the pressure release latches. When the
panels release, the differential pressure pushes the panels open to make pressure between the flight compartment and
the passenger compartment equal. Panel movement turns on the hinge bolts.
A differential pressure of 0.5 psid operates the pressure release latches.
The upper decompression panel has a retaining strap to put a limit on movement of the panel.
You can retract the hinge bolts to pull the panels out of the door for emergency egress. This gives the crew an emergency
exit if the door can not open because of a blockage or jam.

Training Information Point

Do not let liquids go in the pressure release latches.
CAUTION: THERE ARE NO APPROVED SYSTEM OR COMPONENT TROUBLESHOOTING PROCEDURES OR
AUTHORIZED REPAIRS FOR THE PRESSURE RELEASE LATCH. ANY ADDITIONAL SYSTEM OR COMPONENT
TROUBLESHOOTING PROCEDURES MUST BE ACCOMPLISHED BY THE MANUFACTURER'S REPAIR
STATION

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Purpose
The door warning system gives the crew a visual indication when a door is not secure (not latched).

Location
The door warning amber lights are on the door warning annunciator panel on the P5 forward overhead panel.

General Description
These doors have an interface with the door warning system:
- Forward and aft entry doors
- Forward and aft galley service doors
- Forward and aft cargo doors
- Forward equipment compartment access door
- EE compartment external access door.
The door warning annunciator panel contains indication for the doors when a door is not in the latched position.

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Purpose
The door warning system gives the crew a visual indication when the doors are not secure (not latched).
These are the doors for which indication is provided:
- Pasenger entry, forward and aft
- Passenger service, forward and aft
- Cargo, forward and aft
- Equipment, forward and EE compartment.

Functional Description
The door warning lights are controlled by proximity sensors and microswitches in the door area. The proximity sensor is
part of a solid state switch circuit. The circuit consists of a sensor, an actuator, and a switch card. The sensor and actuator
are on the door.
The circuits for the lights are in the miscellaneous switching module.
The door warning annunciator module contains the amber lights. It is on the P5 forward overhead panel.

Operation
The sensor senses the proximity or absence of the actuator and provides the signal to the switch card.
The switch card uses this signal for the warning light to come on or go out.
The forward access door and the EE compartment door share the same door warning light. A microswitch is at each
access door.
When a warning light comes on, the MASTER CAUTION and DOORS annunciator also come on.
When the cargo door is unlatched, relay K10 energizes. This enables cargo compartment lights.

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