b737-3 Ata 52 - 57 l3 Revb New Original

Airline Maintenance & Engineering Training Limited
TABLE OF CONTENTS
ATA
6
52-57 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DIMENSION AND AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . .

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRINCIPAL DIMENSIONS AND AREAS . . . . . . . . . . . . . . . . . . . . . . . .
ATA 07
LIFTING & SHORING . . . . . . . . . . . . . . . . .
7-10
JACKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
JACKING POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATA 9
TOWING & TAXIING . . . . . . . . . . . . . . . . . .
9-10
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TOWING AND TAXIING CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . .
POWER PLANT AND INLET DANGER AREAS . . . . . . . . . . . . . . . . . .
WARNING PLACARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATA 54 NACELLES / PYLONS . . . . . . . . . . . . . . . .
32
2
2
4
6
54-00
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STRUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NACELLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
32
32
34
ATA 55 STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . .
36
55-10
HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL DESCRIPTION (CONT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
36
36
38
55-30
VERTICAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
40
40
ATA 52 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
52-00
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
42
42
52-10
PASSENGER / CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENTRY DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENTRY DOOR MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FORWARD ENTRY DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . .
CAM PLATE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
UPPER HINGE / GUIDE ARM GEOMETRY . . . . . . . . . . . . . . . . . . . . .
46
46
50
58
60
62
52-40
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GALLEY SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOWER NOSE COMPARTMENT ACCESS DOOR . . . . . . . . . . . . . . .
ELECTRONIC EQUIPMENT COMPARTMENT ACCESS DOOR . . .
ELECTRONIC EQUIPMENT COMPARTMENT ACCESS DOOR
(CONT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
64
64
66
68
52-20
EMERGENCY EXIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMERGENCY EXIT HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMERGENCY HATCH DETAILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
72
72
74
12
12
12
14
14
14
16
20
ATA 53 FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . .
22
53-00
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUSELAGE GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . .
FUSELAGE GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . .
FUSELAGE GENERAL DESCRIPTION (CONT.) . . . . . . . . . . . . . . . . .
22
22
24
26
ATA 57 WINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
28
57-00
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINGS GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINGS GENERAL DESCRIPTION (CONT) . . . . . . . . . . . . . . . . . . . . .
28
28
30
FRA US/T S
01-04-2010
2002
For Training Purposes ONLY
Page 1
70
TABLE OF CONTENTS
EMERGENCY EXIT HATCH OPERATION . . . . . . . . . . . . . . . . . . . . . . .
78
52-30
CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CARGO COMPARTMENT DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CARGO DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT COMPARTMENT DOOR EMERGENCY EXIT FEATURE . .
FLIGHT COMPARTMENT DOOR LOCK . . . . . . . . . . . . . . . . . . . . . . . .
DOOR LOCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT COMPARTMENT DOOR EMERGENCY EXIT FEATURE . .
80
80
86
88
90
92
94
52-70
DOOR WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DOOR UNLOCK INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
98
98
ATA
56 WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . 102
56-00
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
102
102
56-10
FLIGHT COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT COMPARTMENT WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . .
WINDOW NO. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINDOW NO. 3 (CONFIG 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINDOWS NO. 4 & 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINDOWS NO. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
104
104
106
108
110
112
56-20
PASSENGER COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . .
FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SEAL LEAK DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EDGE DAMAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINDOW CONCAVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
114
114
116
118
120
56-40
INSPECTION AND OBSERVATION . . . . . . . . . . . . . . . . . . . .
INSPECTION WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
122
122
ATA 25 EQUIPMENT / FURNISHING . . . . . . . . . . . 126

25-00
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FRA US/T S
01-04-2010
25-10
FLIGHT COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT COMPARTMENT EQUIPMENT LOCATION . . . . . . . . . . . . . .
PILOTS SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PILOTS SEAT REMOVAL & INSTALLATION . . . . . . . . . . . . . . . . . . . .
OBSERVERS SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
128
128
130
132
134
25-20
PASSENGER COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . .
COMPONENT FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . .
PASSENGER COMPARTMENT SEATS . . . . . . . . . . . . . . . . . . . . . . . . .
PASSENGER COMPARTMENT SEATS (CONT) . . . . . . . . . . . . . . . . .
SIDEWALL LININGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WINDOW REVEAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SIDEWALL RISER PANELS AND AIR GRILLES . . . . . . . . . . . . . . . . . .
SCULPTURED CEILING PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CEILING PANEL HINGE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . .
PASSENGER SERVICE UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OVERHEAD STOWAGE COMPARTMENT . . . . . . . . . . . . . . . . . . . . . .
OVERHEAD STOWAGE COMPARTMENTS (CONT) . . . . . . . . . . . . .
136
136
138
140
142
144
146
148
148
150
154
156
25-30
GALLEY
GALLEY
GALLEY
GALLEY
BUFFET / GALLEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LOCATIONS AND IDENTIFICATION . . . . . . . . . . . . . . . . . . .
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SERVICE POWER (CONFIG. 1) . . . . . . . . . . . . . . . . . . . . . . .
SERVICE POWER (CONFIG. 2) . . . . . . . . . . . . . . . . . . . . . . .
158
158
160
162
164
25-40
LAVATORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LAVATORIY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
166
166
25-50
CARGO COMPARTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . .
CARGO COMPARTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CARGO NET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
168
168
170
25-60
EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ESCAPE STRAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DOOR MOUNTED ESCAPE SLIDES . . . . . . . . . . . . . . . . . . . . . . . . . . .
ESCAPE SLIDE MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . .
172
172
174
176
178
126
126
2002
Page 2
TABLE OF FIGURES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
Figure 20
Figure 21
Figure 22
Figure 23
Figure 24
Figure 25
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
Figure 31
Figure 32
Figure 33
Figure 34
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reference Planes and Lines . . . . . . . . . . . . . . . . . . . . . . . .
Principal Dimensions B737-300 . . . . . . . . . . . . . . . . . . . . .
Principal Dimensions B737-400 . . . . . . . . . . . . . . . . . . . . .
Principal Dimension B737-500 . . . . . . . . . . . . . . . . . . . . . .
Jack Point Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Towing Turning Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inlet and Exhaust Dangers Areas . . . . . . . . . . . . . . . . . . . .
Inlet and Exhaust Dangers Areas . . . . . . . . . . . . . . . . . . . .
Warning Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Body Station Diagram B737-300 . . . . . . . . . . . . . . . . . . .
Body Station Diagram B737-400 . . . . . . . . . . . . . . . . . . .
Body Station Diagram B737-300/400/500 . . . . . . . . . . . .
Wing Plan View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Locations (Cont) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Entry Door operating from outside Airplane . . . . . . . . . .
Entry Door operating from inside Airplane . . . . . . . . . . .
Entry Door Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Forward Entry Door Mechanism . . . . . . . . . . . . . . . . . . . .
Forward Entry Door Mechanism (Cont) . . . . . . . . . . . . . .
Forward Entry Door Mechanism (Cont) . . . . . . . . . . . . . .
Forward Entry Door Operation . . . . . . . . . . . . . . . . . . . . .
Cam Plate Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Upper Hinge / Guide Arm Geometry . . . . . . . . . . . . . . . .
Galley Service Door Mechanism . . . . . . . . . . . . . . . . . . .
Lower Nose Compartment Access Door . . . . . . . . . . . . .
Electronic Equipment Compartment Access Door . . . . .
Electronic Equipment Compartment Access Door
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FRA US/T
01-04-2010
3
5
7
9
11
13
15
17
19
21
23
25
27
31
33
35
37
39
41
43
45
47
49
51
53
55
57
59
61
63
65
67
69
71
Figure 35
Figure 36
Figure 37
Figure 38
Figure 39
Figure 40
Figure 41
Figure 42
Figure 43
Figure 44
Figure 45
Figure 46
Figure 47
Figure 48
Figure 49
Figure 50
Figure 51
Figure 52
Figure 53
Figure 54
Figure 55
Figure 56
Figure 57
Figure 58
Figure 59
Figure 60
Figure 61
Figure 62
Figure 63
Figure 64
Figure 65
Figure 66
Emergency Hatch Operation . . . . . . . . . . . . . . . . . . . . . . .

Emergency Hatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Hatch Component Locations . . . . . . . . . . . .
Emergency Hatch Operation . . . . . . . . . . . . . . . . . . . . . . .
Cargo Comp. Doors Component Location (Airplane
with Uplatch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Comp. Door Components Loc. (Airplane with
Counterbalance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Comp. Door Components Loc. (Airplane with
Counterbalance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Compartment Door Operation . . . . . . . . . . . . . . . .
Control Cabin Door (Front Side) . . . . . . . . . . . . . . . . . . . .
Flight Compartment Door Lock Schematic . . . . . . . . . . .
Flight Compartment Door Lock Installation . . . . . . . . . . .
Control Cabin Door (Front Side) . . . . . . . . . . . . . . . . . . . .
Control Cabin Door Emergency Exit Panels Installation
Door Unlock Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Warning System Schematic . . . . . . . . . . . . . . . . . . .
WINDOWS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . .
Flight Compartment Windows Construction (Config.1) .
WINDOW NO. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Window No. 3 Installation (Config 1) . . . . . . . . . . . . . . . .
Window No. 4 & 5 Installation . . . . . . . . . . . . . . . . . . . . . .
Right Window No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Cabin Window . . . . . . . . . . . . . . . . . . . . . . . . .
Seal Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Edge Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Window Concavity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection Windows Location . . . . . . . . . . . . . . . . . . . . . .
Viewer and Observation Windows . . . . . . . . . . . . . . . . . .
Equipment and Furnishing . . . . . . . . . . . . . . . . . . . . . . . . .
Control Cabin Equipment Location . . . . . . . . . . . . . . . . . .
Pilots Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pilots Seat Removal & Installation . . . . . . . . . . . . . . . . . .
Observers Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
73
75
77
79
81
83
85
87
89
91
93
95
97
99
101
103
105
107
109
111
113
115
117
119
121
123
125
127
129
131
133
135
2002
Page 3
TABLE OF FIGURES
Figure 67
Figure 68
Figure 69
Figure 70
Figure 71
Figure 72
Figure 73
Figure 74
Figure 75
Figure 76
Figure 77
Figure 78
Figure 79
Figure 80
Figure 81
Figure 82
Figure 83
Figure 84
Figure 85
Figure 86
Figure 87
Figure 88
Passenger Compartment . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Compartment Seats . . . . . . . . . . . . . . . . . . . .
Attendant Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Side Wall Linings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Window Reveal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sidewall Riser Panels and Air Grills . . . . . . . . . . . . . . . . .
Sculptured Ceiling Panel Assembly . . . . . . . . . . . . . . . . .
Passenger Service Unit Installation . . . . . . . . . . . . . . . . .
Passenger Service Units . . . . . . . . . . . . . . . . . . . . . . . . . .
Overhead Stowage Compartments . . . . . . . . . . . . . . . . .
Overhead Stowage Compartment Removal/Installation
Galley Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Galley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Galley Service Power (Config.1) . . . . . . . . . . . . . . . . . . .
Galley Service Power (Config.2) . . . . . . . . . . . . . . . . . . .
Lavatory Location and Identification . . . . . . . . . . . . . . . . .
Cargo Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Nets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Escape Strap Location . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Mounted Escape Slide . . . . . . . . . . . . . . . . . . . . . . .
Escape Slide Maintenance Practices . . . . . . . . . . . . . . . .
FRA US/T
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137
139
141
143
145
147
149
151
153
155
157
159
161
163
165
167
169
171
173
175
177
179
2002
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DIMENSION AND AREAS
INTRODUCTION
Purpose
The Boeing 737-300 / -400 / -500 twin engine airplane is designed for short to
medium range operation.
For Training Purposes Only
System Description
The airplane is a metal low-wing monoplane with a full cantilever wing and tail
surfaces, semi-monocoque fuselage, and fully retractable tricycle-type landing
gear.
The two powerplants are located on short struts below and forward of the wing.
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Lufthansa Technica
Figure 1
01-04-2010
General
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Lufthansa Technica
MAINTENANCE PRACTICES
General
The airplane is divided into stations, waterlines, and buttock lines. They are
measured in inches. They will help you quickly identify the location of components, the center of gravity and the weight distribution. Standard Abbreviations
and Definitions
Fuselage
B STA, BS, or STA
S Body (Fuselage) Station. A plane that is perpendicular to the fuselage centerline. It is measured from a point 130.00 inches forward of the nose.
BBL or BL
S Body (Fuselage) Buttock Line. A vertical plane that is parallel to the vertical
centerline plane, BBL 0.00. It is found by its perpendicular distance from the
fuselage centerline plane. (It is a measurement of width.)
BRP
S Body (Fuselage) Reference Plane. A plane that is perpendicular to the BBL
plane and goes through BWL 208.10, the top of the main deck floor beams.
BWL or WL
S Body (Fuselage) Waterline. A plane that is perpendicular to the BBL plane,
parallel to the fuselage centerline. It is measured from a parallel imaginary
plane, BWL 0.00, 148.5 inches below the lowest fuselage surface.
LBL
S Left Buttock Line
RBL
S Right Buttock Line
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Lufthansa Technica
BWL 542.50
B STA
130.00
B STA
625.60
BWL 306.50
BODY BUTTOCK
LINE (BBL)
MAC
TRACE OF WRP
AT LEAD EDGE
BWL 208.10 (BRP)
BODY WATER
LINE (BWL) BWL 106.00
BBL 0
BWL 0.00
FIN WL
242.00
25% CHORD LINE

FIN LE STA 0.00
35
BODY STATIONS
(B STA)
FIN STA 0.00
RS
RUDDER
HINGE LINE
FIN WL 0.00
BWL 300.58)
WBL
(208.10)
RUDD
STA 0.00
TR STA
92.92
BS
130.00
Figure 2
01-04-2010
STATIC GROUND LINE
Reference Planes and Lines
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PRINCIPAL DIMENSIONS AND AREAS

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

- Length -- 109 feet-7 inches
- Width -- 94 feet-10 inches
- Height (vertical stabilizer tip,
feet-6 inches
(737-300)
(737-400)
(737-500)
top of the fairing to the ground) -- 36
Fuselage
Height of the body reference plane (top of the floor beam WL 208.10).
Above the ground at the main gear -- 102.10 inches.
Height (constant cross section)
- Above the body reference plane -- 98.4 inches
- Below the body reference plane -- 59.60 inches
- Height to the centerline of the windows above the body reference plane
-- 38 inches
- Length -- 1267 inches (737-300)
- Length -- 1387 inches (737-400)
- Length -- 1173 inches (737-500)
Areas
Wing (basic) -- 980.0 square feet
Horizontal Stabilizer Surfaces (total, with the area in the fuselage) -- 545
square feet
Vertical Stabilizer Surfaces (total) -- 370 square feet
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13 FT 2 IN.
36 FT 6 IN.
13 FT
2 IN.
40 FT 10 IN.
105 FT 7 IN.
12 FT 4 IN
IN.
94 FT 10 IN.
41 FT 8 IN.
109 FT 7 IN.
17 FT
2 IN.
Figure 3
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Principal Dimensions B737-300
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Lufthansa Technica
13 FEET 2 INCHES
36 FEET 6 INCHES
13 FEET 2 INCHES
46 FEET 10 INCHES
115 FEET 7 INCHES
12 FEET 4 INCHES
94 FEET 10 INCHES
41 FEET 8 INCHES
119 FEET 7 INCHES
17 FEET 2 INCHES
Figure 4
01-04-2010
Principal Dimensions B737-400
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Lufthansa Technica
13 FT 2 IN.
36 FT 6 IN.
13 FT
2 IN.
36 FT 10 IN.
97 FT 9 IN.
12 FT 4 IN
IN.
94 FT 9 IN.
41 FT 8 IN.
101 FT 9 IN.
17 FT
2 IN.
Figure 5
01-04-2010
18 IN.
Principal Dimension B737-500
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Lufthansa Technica
ATA 07
7-10
LIFTING & SHORING

JACKING
JACKING POINTS
Jacking
The airplane has three main jack points and four auxiliary jacking points. The
main points are wing jacking points A and B and aft body jacking point C. The
four auxiliary points are forward body jacking point D and three landing gear
points, E (nose) and F (Main Landing Gear).
The airplane may be jacked at any gross weight provided the maximum load of
any jacking point is not exceeded. If the airplane is supported entirely by the
three main jacks and the stabilizing jack at point D, the maximum jacking
weight of the airplane must not be exceeded.
Maximum jacking weight for the basic
- 737-300 is 43,092 kg (95,000 pounds);
- the 737-400 is 49,896 kg (110,000 pounds)
- and the 737-500 is 40,824 kg (90,000 pounds).
Axle jacking points E and F provide the means for changing two flat tires on the
same axle up to maximum gross taxi weight. Landing gear jack points are integral 3/4 inch spherical radius pads under main and nose gear axles.
The jacking points on the wing and body include special provisions for the attachment of bolt-on type jack adapters provided with 3/4 inch spherical radius
pads.
To minimize the vertical lift during the jacking operation, main and nose gear
shock strut restrainers which lock the oleos in a de-pressurized and compressed condition may be used if gear retraction is not the reason for jacking.
CAUTION:
01-04-2010
DO NOT LIFT THE AIRPLANE ON JACKS IN WINDS MORE

THAN 35 KNOTS. IF YOU DO NOT OBEY THESE INSTRUCTIONS DAMAGE TO THE AIRPLANE CAN OCCUR.
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Lufthansa Technica
JACK POINT A
(WING)
JACK POINT F
(MAIN GEAR AXLE)
JACK POINT E
(NOSE GEAR AXLE)
JACK POINT C
(AFT BODY)
JACK POINT D
(FORWARD BODY)
JACK POINT B
(WING)
Figure 6
01-04-2010
Jack Point Locations
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Lufthansa Technica
ATA 9
TOWING & TAXIING
9-10
TOWING
TOWING AND TAXIING CLEARANCES

Towing
The airplane is normally towed or pushed by a towbar attached to the nose
gear. Maximum normal towing turning limits are indicated by red stripes on the
nose gear doors.
Precautions
Maximum towbar movement 78_ either side. Tip clearances require special
care during the turn. Brakes should not be used during turns except in emergencies. Airplane should be moving before turning the nose wheel. Airplane
nose wheel should be fore and aft prior to parking.
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36 FT 3
47 FT 2
40 FT 10 IN.
64 FT 1 IN. 1
68 FT 4 IN. 2
61 FT 3
64 FT 8 IN. 1
75
EFFECTIVE
TURN
72 FT 5 IN. 2
3 TIRE SLIP
10 FT 11 IN. 1
78
STEERING
ANGLE
12 FT 6 IN. 2
59 FT
60 FT
CENTER OF TURN
59 FT
3
MINIMUM
PAVEMENT
WIDTH FOR
180 TURN
61 FT 10 IN. 2
55 FT 1 IN. 1
61 FT 4 IN. 2
50 FT 3
737-300
737-400
737-500
Figure 7
01-04-2010
Towing Turning Radius
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POWER PLANT AND INLET DANGER AREAS

Purpose
The wing-mounted engines require that the ground personnel be aware of the
danger areas.
The engine inlet efficiently directs air into the engine.
System Description
The characteristics of jet engine operation require extreme care to prevent injury to personnel and/or damage to equipment. An operating engine consumes
large quantities of air and is capable of sucking large objects into the inlet including humans. The exhaust of an operating engine has a velocity capable of
overturning work stands, carts and at high engine power can easily pick up humans. Also the noise of the operating engine can be harmful to the human
hearing system.
Numerous incidents have been reported including injury to personnel by jet engines. One incident has resulted in a fatality.
Operation
A typical engine inlet hazard area extends fan shaped forward from the inlet
and aft from the inlet lip to the forward end of the cowl panels. When the engine is operating above idle thrust the hazard area extends further forward from
the inlet and further aft of the nose cowl inlet lip. Personnel working on the engine aft of the inlet should take special care to strictly avoid this hazard area.
WARNING:
General Component Locations

The powerplant danger areas are the air inlet and exhaust from the fan and
core sections of the engine. All these sections provide hazards due to high air
velocity and generated noise.
DURING GROUND RUNNING OPERATION THE ENGINE IS

CAPABLE OF DEVELOPING ENOUGH SUCTION AT THE
INLET TO PULL A PERSON UP TO OR INTO THE DUCT
WITH POSSIBLE FATAL RESULTS. THEREFORE, WHEN
APPROACHING ANY JET ENGINE, PRECAUTIONS MUST
BE TAKEN TO KEEP CLEAR OF ALL INLET AIR STREAM.
THE SUCTION NEAR THE INLET CAN ALSO PULL HATS,
GLASSES, LOOSE CLOTHING AND WIPERAGS FROM
POCKETS INTO THE ENGINE. ANY LOOSE ARTICLES
MUST BE MADE SECURE OR REMOVED BEFORE WORKING AROUND THE ENGINE.
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100 FEET
(30.5 METERS)
1
RIGHT ENGINE
510 FEET
(155 METERS)
R = 9 FEET
(2.7 METERS)
LEFT ENGINE
2
4 FEET
(1.2 METERS)
INLET
COWL
LIP
R = 13 FEET
(4 METERS)
1
2
5 FEET
(1.5 METERS)
IDLE POWER (FORWARD THRUST)
FORWARD BREAKAWAY POWER (BOTH ENGINES OPERATING)
Figure 8
01-04-2010
INLET
COWL
LIP
Inlet and Exhaust Dangers Areas

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R = 130 FEET
(39.6 METERS)
45
175 FEET
(53.3 METERS)
45
FORWARD BREAKAWAY POWER (BOTH ENGINES OPERATING)
R = 130 FEET
(39.6 METERS)
Figure 9
01-04-2010
Inlet and Exhaust Dangers Areas

Page 19
WARNING PLACARDS
Warning
The danger areas associated with a running engine are identified by placards.
The placards are located on each side of the nacelle near the fan exhaust. The
warning placard consists of a stripe, a silhouette of the engine indicating inlet
and exhaust danger areas, an international NO ENTRY TO PERSONNEL
sign and a warning text. The color of the placard is red.
Lufthansa Technica
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Figure 10
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Warning Placards
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ATA 53
FUSELAGE
53-00
GENERAL
FUSELAGE GENERAL DESCRIPTION

Purpose
The fuselage is a structurally sound and aerodynamically contoured body which
supports the wings, stabilizers and landing gear. Most of it is pressurized for
the coverage of payload.
System Description
A typical section through the fuselage consists of an upper and a lower oval
which intersect approximately at the floor level. At the intersection, the fuselage
is reinforced by transverse floor beams.
Above this floor structure, which extends from the front pressure bulkhead at
Body Station 178 to the rear pressure bulkhead at Body Station 1016, the upper lobe of the fuselage encloses the cabin and is basically a continuous shell,
with cutouts in the skin for doors and windows. Below the floor the continuity of
the lower lobe, which encloses the cargo compartments, is interrupted by several major structural features: the nose landing gear wheel well, the cavity for
the center wing box, and the main landing gear wheel well. Aft of the rear pressure bulkhead, the floor is discontinued and this section of the fuselage, which
tapers towards its aft end, supports the vertical fin, the horizontal stabilizer, and
contains a compartment for the APU.
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Figure 11
01-04-2010
Body Station Diagram B737-300
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FUSELAGE GENERAL DESCRIPTION

General Features
Special design features maintain structural continuity between Body Stations
540 and 727 where the cavities for the center wing box and the main landing
gear interrupt the lower half of the basically tubular fuselage. A keel beam connects the bottom of the fuselage frame at Station 540 with the bottom of the
frame at Station 664 and passes below the center wing box.
The fuselage is divided into production or manufacturing sections, these being:
- Section 41 from STA 130 to STA 360
The fuselage is manufactured in four body sections connected by production or
manufacturing breaks to form a complete integral structure. The forward three
sections form the pressurized shell of the fuselage and enclose the crew, passenger, and cargo accommodations.
The main frame includes frames, bulkheads, formers, longerons, stringers,
keel beam and frames around openings.
Each frame is a zee-section circumferential member, with increased web depth
at floor level. The frames are generally spaced at twenty-inch intervals along
the fuselage aft of the flight deck.
The bulkhead at Body Station 178 is the forward end of the pressure cabin and
is composed of four vertical beams and a flat pressure web which the beams
divide into small panels.
At Body Station 227.8 a frame, with a web extending across the lower part of it,
forms the forward wall of the nose landing gear wheel well. At Body Station
294.5 a frame, with a web extending across the lower part of it, forms the aft
wall of the nose landing gear wheel well.
At Body Station 360, a bulkhead extends across the fuselage from floor level
and down to form the forward wall of the forward cargo compartment.
At Body Station 500D, a bulkhead extends across the fuselage from floor level
and down. This bulkhead serves as the aft wall of the forward cargo compartment.
01-04-2010
and down. This bulkhead serves as the aft spar of the center wing box and the
forward wall of the main landing gear wheel well.
and down. This bulkhead serves as the aft wall of the main landing gear wheel
well and the forward wall of the aft cargo compartment.
The pressure bulkhead at Body Station 1016 is a curved web extending aft like
a dome in the vertical plane. The web is reinforced with radii stringers all originating at the center of the web. The web forms the aft end of the pressurized
cabin. The vertical fin front spar attach fittings are at the top of the fuselage at
Body Station 1016.
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Lufthansa Technica
Figure 12
01-04-2010
Body Station Diagram B737-400
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FUSELAGE GENERAL DESCRIPTION (CONT.)

General Features (cont.)
The bulkhead at Body Station 1088 incorporates the vertical fin rear spar attach fittings. A rectangular cutout in the web allows the forward part of the horizontal stabilizer center section truss to protrude through it. The horizontal stabilizer jackscrew mechanism is attached to the forward side of the bulkhead web.
A non-retractable tail skid is located between Body Stations 1064 and 1088.
(737-400)
The bulkhead at Body Station 1156 incorporates the horizontal stabilizer center
section truss hinge joints. Elevator control mechanisms are attached to the aft
side of the bulkhead. The lower part of the bulkhead is cut away to allow for the
APU exhaust pipe.
The fuselage stringers, which start at Body Station 259.5, are hat-section
members along the entire fuselage.
The continuity of the stringers is maintained across the production joints in the
fuselage structure by terminating the stringers on each section at a fitting which
is attached to the production joint frame.
The keel beams comprise the beam between the main landing gear wheel
wells and the beam which passes beneath the center wing box. The beam between the wheel wells is a reinforced box structure which carries pressurization
loads originating on the sealed floor structure across the wheel well area. Both
of the beams carry the bending loads acting along the lower fuselage across
the cavities for the center wing box and the wheel well.
The fuselage skin varies in thickness according to the loads it must bear in any
given area, and it is designed with fail-safe features to ensure alternate load
paths in the event of a local failure.
The thickest skin panels are those over the area where the lower fuselage is
cut away to accommodate the wing and the main landing gear wheel well. In
this area the skin panels are machined from thick sheets.
Many of the skin panels are attached to each other by bonded longitudinal lap
joints, which provide pressure seals in addition to being structural joints. Circumferential skin splices exist aft of the control cabin, at the front spar bulkhead, at the bulkhead aft of the wheel well, and at the aft pressure bulkhead.
The skin is reinforced by means of doublers bonded to the inside of the outer
skin. These doublers function as tear stoppers by forming a complete, integral
fail-safe, circumferential and longitudinal waffle grid.
01-04-2010
The fuselage structure around all door openings is reinforced to ensure adequate distribution of fuselage loads around the opening. The passenger window
openings are reinforced by doublers forming part of the inner waffled skin. The
control cabin window frames are reinforced fabrications of extruded sections.
Access panels are provided in the fuselage, refer to the Maintenance Manual,
Chapter 12, Section 31, for location and identification.
Two overwing emergency exit doors are installed on each side of the fuselage.
One between Body Stations 578 and 601, the other door between Body Stations 616 and 639. (737-400)
A horizontal beam extends along each side of the fuselage level with the top of
the floor. These beams are known as the crease beams because they are attached to the fuselage skin at the crease formed by the intersection between
the upper and lower lobes of the fuselage cross-section.
The materials used for fuselage construction are:
- Frames - Aluminum Alloy 2024 and 7075
- Stringers - Aluminum Alloy 7075
- Keel beam - Aluminum Alloy 7075
- Skins - Aluminum Alloy 2024
- Floor beams - Aluminum Alloy 7075
- Radar Enclosure, APU tailcone - Fiberglass and Honeycomb
- APU exhaust area - Titanium
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Lufthansa Technica
Figure 13
01-04-2010
Body Station Diagram B737-300/400/500

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ATA 57
WINGS
57-00
GENERAL
WINGS GENERAL DESCRIPTION

Purpose
The structure of the wing supports the two wing mounted powerplants, the
flight controls and provides a lifting airfoil for the airframe. The wing also supports the main landing gear beams.
System Description
The structure of the wing between left and right tips consists of the left, center
and the right wing boxes. The left and right wing boxes are cantilevered from
the center wing box which is enclosed within the fuselage. The thickness and
chord of each wing tapers down toward the tip and in plain view, both wings
sweep back from the center wing box. The landing gear support beam is attached at its outboard end to the rear face of the wing rear spar. Short struts
underneath each wing support the two powerplants.
Flight controls consist of slats, flaps, ailerons and spoilers and are attached at
front and rear spars.
Vortex generators are installed on the upper wing surface.
General Features
The wing boxes and the center wing box consists of upper and lower skin panels, ribs and front and rear spars. The skin panels are reinforced by spanwise
stringers, the spars by vertical stiffeners, and the wing boxes by a series of
chordwise ribs. The center wing box is reinforced by spanwise beams. Access
panels are provided in the wing.
The landing gear support beams are two-piece I-section forgings bonded and
bolted together and connected at their outboard ends to the left and right wing
rear spars and at their inboard ends to the left and right sides of the fuselage.
Leading Edge Flaps

Two leading edge flaps are installed on each wing. Each flap is a machined
casting containing integral ribs and stiffeners.
Trailing Edge Flaps
The inboard and outboard trailing edge flaps consist of a midflap, a foreflap,
and an aftflap.
The inboard midflap consists of ribs, three spars, honeycomb trailing edge and
skins.
The outboard midflap consists of ribs, two spars, a trailing edge beam, two.
Honeycomb trailing edge panels and skins.
The foreflap is a monospar structure with a honeycomb trailing edge panel and
skins.
The aftflap is also a monospar structure with a honeycomb trailing edge panel
and skins.
Aileron
Each aileron is a frame structure consisting of leading and trailing edge spars,
ribs and skin. An aileron tab is attached to the rear spar of the aileron by four
hinge bearings.
Spoilers
The spoiler panels are of graphite/epoxy construction. They are constructed
with upper and lower skins and with a honeycomb core. A continuous phenolic
rubstrip is bonded to the lower surface at the trailing edge. Dacron covered silicone rubber seals are installed at each end and at the forward edge.
Leading Edge Slats

Three leading edge slats are installed on each wing outboard of the engine.
The slats consist of ribs attached to a beam, inner and outer skins and a trailing edge. A void between the inner and outer skins provides a path for thermal
anti-icing.
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WINGS GENERAL DESCRIPTION (CONT)

Attach Fittings - Wing Terminal Fitting
The wing terminal fitting is a heavy three-flanged forging. There are four of
these fittings, the two forward ones and the two aft ones. The flanges of the
fitting act as a means of connection between the wing boxes and the center
wing box.
The wing box to center wing box connection is accomplished by the use of the
three flanges of the wing terminal fitting. The places of connection are at the
four corners of the center wing box where three main members join: a wing box
spar, a center wing box spar, and a wing root rib. At any one corner of the center wing box, the two spars and the wing root rib are attached to the three
flanges of the fitting.
Attach Fittings - Flight Controls

The aileron attachment fittings consist of hinge and actuation mechanism fittings and these are mounted on the aft side of the rear spar and to structure
mounted on that spar.
The trailing edge flap attachment fittings on each wing consist primarily of two
pairs of flaptracks, one pair for each flap assembly.
Attach Fittings - Flight Controls (Cont)
The leading edge flap attachment fittings consist of hinge fittings mounted
along the forward edge of the leading edge structure. The leading edge slat
attachment fittings consist of brackets which support the guide rollers and the
actuators, all of which are attached to the forward face of the wing front spar.
The spoiler attachment fittings consist of hinge fittings and the fittings which
support the actuation mechanisms. The fittings associated with the outboard
set of spoilers are mounted on the aft face of the wing rear spar and those for
the inboard spoilers are on the aft face of the wing rear spar and landing gear
support beam.
The wing is divided into reference planes measured in inches. This provides a
means of identifying the location of components or particular points.
Two reference planes are used for the wing.
S W STA - Wing Station
- A plane perpendicular to the wing chord plane, and normal to the rear
spar, measured from the intersection of the wing leading edge line extension and Wing Buttock Line 0.00.
01-04-2010
S WBL - Wing Buttock Line

- A plane perpendicular to the wing chord plane and parallel to the body
buttock line. It is measured from intersection of wing chord plane and
Body Buttock Line 0.00.
Materials
The materials used for construction of the wings are:
S Wing Center Section
- Beams - Aluminum Alloy 7178
- Stringers - Aluminum Alloy 2024
S Wing
- Spars - Aluminum Alloy 2024 and 7178
- Ribs Aluminum Alloy 7075
- Upper Skin and Stringers - Aluminum Alloy 7150
- Lower Skin and Stringers Aluminum Alloy 2324 and 2224
S Vortex Generators
- Aluminum Alloy 2024
S Leading Edge Slats
S Leading Edge Flaps
- Aluminum Alloy A356 (Casting)
S Trailing Edge Flaps
- Aluminum Alloy 2024 and Honeycomb
S Aileron
- Graphite/Epoxy and Honeycomb
S Spoilers
- Graphite/Epoxy and Honeycomb
S Landing Gear Beam
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Figure 14
01-04-2010
Wing Plan View
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Lufthansa Technica
ATA 54
NACELLES / PYLONS
54-00
GENERAL
STRUT
Purpose
The engine struts are attached to the wing front spar and provide a structurally
sound attachment point for the two airframe powerplants.
System Description
The two engine struts are cantilevered from the front spar of each wing and are
structurally similar but not interchangeable.
General Features
The basic structure consists of a torque box attached to the wing structure by
linkages and braces with fuse pins. Engine attachment points are located at
forward and mid sections of the torque box. Between the two engine attachments are two thrust links connecting the torque box to the engine. On the bottom section of the torque box is the engine firewall.
Forward of the torque box is the fan cowl support beam and forward fairing.
Behind the torque box is the aft fairing, and the trailing edge flap track fairing.
Access panels are provided in the strut. Refer to the Maintenance Manual,
Chapter 12, Section 31 for location and identification.
The materials used for strut construction are:
- Torque box - Aluminum Alloy 7075 and 2024
- Firewall - Stainless Steel
- Fan cowl support beam skin and forward fairing - Graphite/Epoxy composite and Kevlar
- Aft fairing - Aluminum Alloy and Aluminum Honeycomb
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Figure 15
01-04-2010
Strut
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NACELLE
Purpose
The nacelle provides an aerodynamically sound enclosure for the strut
mounted engines. It provides for smooth airflow around and into each engine
while causing a minimum amount of drag. It also protects the components
mounted on the engine from physical damage from outside sources.
System Description
The nacelle, which encloses the engine, consists of the inlet cowl, fan cowls,
thrust reverser, and trailing edge fairing.
General Features
The cowlings and thrust reverser fairing consist of frames and skins. The interior skin of the inlet cowl is treated with sound suppression material.
Reference Planes
The nacelle is divided into reference planes measured in inches. This provides
a means of identifying the location of components of particular points. Two reference planes are used for the nacelle.
S NAC WL Nacelle Waterline. A plane 10 38 down from the wing chord plane.
S NAC STA Nacelle Station. Distance measured parallel to nacelle CL from a
point 120.47 inches forward of the nacelle.
Materials used in construction of the nacelles are:
- Inlet Cowl - Aluminum Alloy 2024, Fiberglass and Aluminum Honeycomb
- Fan CowIs - Kevlar, Graphite/Epoxy and Honeycomb
- Thrust Reverser Fairing - Graphite/Epoxy and Aluminum Honeycomb
- Trailing Edge Fairing - Kevlar Honeycomb - Upper Stainless Steel Cap
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Lufthansa Technica
Figure 16
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Nacelle
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Lufthansa Technica
ATA 55
STABILIZER
55-10
HORIZONTAL STABILIZER
GENERAL DESCRIPTION
Purpose
The horizontal stabilizer provides aerodynamic pitch trim and control of the airplane.
System Description
The horizontal stabilizer assembly consists of left and right outboard sections
attached to a center section truss located within the fuselage. The stabilizer
pivoted on two hinge joints attached to a bulkhead in the fuselage. The angle of
attack is adjusted by means of an electrically driven or manually operated ballnut and jackscrew attached to the forward side of the center section truss. An
aerodynamic seal fills the gap between the stabilizer left and right outboard
sections and the fuselage. A sliding plate seal is located at points where the
front and rear spars pass into the fuselage. A leading edge is attached to the
front spar. The trailing edge and elevator hinge structure is attached at the rear
spar. Access panels are provided in the horizontal stabilize refer to the Maintenance Manual, Chapter 12, Section 31 for location and identification.
General Features
The front and rear spars, the ribs and the skin of the horizontal stabilizer outboard sections together with the center section truss form a beam which is the
main structural member of the stabilizer. Attachment of the outboard sections
and the center section is at the front and rear spars only, with no structural tie
between the outboard section skins and the center section.
The structure aft of the rear spar consists of ribs which incorporate hinge bearings for the elevator. The upper and lower surfaces of the area between the
rear spar and the elevator hinge bearings are covered by skin panels attached
to the ribs. Some of the skin panels are removable for maintenance purposes.
The gimbals surrounding the jackscrew ballnut are supported by a rigidly
built-up framework of members on the forward face of the center section truss
front spar.
The basic structure of the elevator is dual spar at the inboard end and monospar at the outboard end, with all areas reinforced with ribs. The elevators are
01-04-2010
attached to hinge ribs extending aft from the rear spar of the stabilizer by elevator hinges on the front spar of the elevator. The elevator balance panels project forward of the hinge line and are housed in the space between the hinge
ribs on the stabilizer rear spar. An elevator tab is attached to the rear spar of
the elevator.
Empennage flight control surface attach fittings are aluminum alloy forgings.
The fittings on which the horizontal stabilizer outboard sections are mounted to
the center section truss are at the inboard ends of the center section truss front
and rear spars.
The fittings, incorporating the hinges on which the center section truss pivots
are mounted on the aft face of the truss rear spar and the bulkhead at Body
Station 1156.
Fittings associated with the elevators include elevator and tab hinge fittings and
fittings for the actuation mechanisms.
The horizontal stabilizer is divided into reference planes measured in inches.
This provides a means of identifying the location of components or particular
points. Three reference planes are used for horizontal stabilizer.
- STAB STA - Horizontal Stabilizer Station. A plane perpendicular to the
stabilizer chord plane and normal to the stabilizer rear spar, measured
from Stabilizer Station 0.000, the intersection of the leading edge line
extension and Body Buttock Line 0.000.
- STAB LE STA - Horizontal Stabilizer Leading Edge Station. A plane perpendicular to the horizontal stabilizer leading edge, measured from the
Stabilizer Leading Edge Station 0.00, the intersection of the leading edge
line extension and Body Buttock Line 0.00.
- ELEV STA - Elevator Station. A plane perpendicular to the elevator
hinge centerline measured from the intersection of elevator hinge centerline and Body Buttock Line 0.00.
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Figure 17
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Horizontal Stabilizer
Page 36
GENERAL DESCRIPTION (CONT)

Materials used in construction of the horizontal stabilizer are:
S Stabilizer
- Spars and Ribs - Aluminum Alloy 7075
- Skin - Aluminum Alloy 2024
- Skin aft of rear spar - Kevlar and Honeycomb
S Elevator
- Spar and Ribs - Aluminum Alloy 2024
- Skin - Graphite/Epoxy
S Tab
- Spar - Aluminum Alloy 2024
- Skin - Graphite/Epoxy
S Stabilizer Truss
- Aluminum Alloy - 7075
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Figure 18
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Horizontal Stabilizer
Page 38
Lufthansa Technica
55-30
VERTICAL STABILIZER
GENERAL DESCRIPTION
Purpose
The vertical stabilizer gives stability in the yaw axis for the airplane and provides for directional control with the use of a rudder during takeoff and landing
and for trim during cruise conditions.
System Description
The vertical stabilizer (fin) is attached to body Section 48 at two points. The
leading edge is detachable. The dorsal fin is not structurally connected to the
main vertical fin.
The fittings on which the vertical fin is mounted are at Body Stations 1016 and
1088 and Fin Waterline 0.
General Features
The front and rear spars, the ribs and the skin of the vertical fin form a beam
which is the main structural member of the fin.
The structure aft of the rear spar consists of ribs which incorporate hinge bearings for the rudder. The left and right surfaces of the area between the rear
spar and the rudder hinge bearings are covered by skin panels attached to the
ribs to form a trailing edge fairing.
A removable leading edge structure is attached to the forward side of the fin
front spar. A fairing is attached at the top of the fin. Access panels are provided
in the vertical stabilizer, refer to the Maintenance Manual, Chapter 12, Section
31 for location and identification.
The rudder structure consists of a complete front spar and a partial rear spar,
chordwise ribs, and skin panels. The rudder has hinge fittings forward of its
front spar. Forward of the rudder front spars are leading edge fairings and nose
sections, which are housed within the vertical fin trailing edge fairing. In one
nose section is located a rudder balance weight.
The vertical stabilizer is divided into reference planes measured in inches. This
provides a means of identifying the location of components or particular points.
Four reference planes are used for the vertical stabilizer.
- FIN STA - Vertical Stabilizer Station
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- The plane perpendicular to the center line of the vertical stabilizer rear
spar, measured from Fin Station 0.00, the intersection of the leading
edge line extension and Fin Waterline 0.00.
- FIN WL - Vertical Stabilizer Waterline
- A horizontal plane measured parallel to a Body Waterline. Fin Waterline.
0.00 is Body Waterline 300.50.
- FIN LE STA - Vertical Stabilizer Leading Edge Station
- A plane perpendicular to the vertical stabilizer leading edge, measured
from the Fin Leading Edge Station 0.00, the intersection of the leading
edge line extension and Fin Waterline 0.00.
- RUD STA - Rudder Station
- A plane perpendicular to the rudder hinge centerline, measured from
Rudder Station 0.00, the intersection of the rudder hinge centerline and
Fin Waterline 0.00.
Materials used in construction of the vertical stabilizer are:
S Stabilizer
- Spars and Ribs - Aluminum Alloy 7075
- Skin - Aluminum Alloy 2024
- Skin aft of rear spar - Kevlar and Honeycomb
S Dorsal
- Ribs - Aluminum Alloy 2024
- Skin - Graphite/Epoxy and Honeycomb
S Rudder
- Spar and Ribs - Aluminum Alloy 2024
- Skin - Graphite/Epoxy and Honeycomb
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Lufthansa Technica
Figure 19
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Vertical Stabilizer
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Lufthansa Technica
ATA 52
DOORS
52-00
GENERAL
INTRODUCTION
Purpose
The purpose of the doors is to permit entry to or exit from the various airplane
compartment and areas.
Entry Doors:
- Provide for entry and exit for passengers and crew members. Located
on the left side, forward and aft.
Galley Service Doors:
- Located forward and aft on the right side, they are normally used for
servicing the galleys. They also serve as emergency exits.
Emergency Exits:
- The overwing emergency hatches are available as emergency exits on
both sides.
Cargo Compartment Doors:
- Provide access to the cargo compartments; located forward and aft of
the wing on the right side.
External Service Doors:
- These doors are used by ground personnel for maintenance and servicing. The two doors in the pressurized portion are located in the lower
fuselage forward and aft of the nose gear.
The flight compartment door is a secure door controlled by the flight crew. It
provides positive separation between the flight compartment and passenger
compartment.
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Lufthansa Technica
AFT GALLEY
SERVICE DOOR
(RIGHT SIDE)
SECTION 48 ACCESS
AND BLOWOUT DOOR
EMERGENCY
EXIT HATCH
(RIGHT SIDE)
AFT ENTRY DOOR
EMERGENCY
EXIT HATCH
FORWARD GALLEY
SERVICE DOOR
(RIGHT SIDE)
CSD OIL RESERVOIR

SIGHT GAGE ACCESS
DOOR
EMERGENCY
EXIT HATCHES
FORWARD
ENTRY
DOOR
1
ENGINE OIL TANK
ACCESS DOOR
ON 737-400 ONLY
Figure 20
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Door Locations
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Lufthansa Technica
WATER
SERVICE
DOOR
TAIL CONE
ACCESS DOOR
AFT GALLEY
SERVICE
DOOR
OUTFLOW VALVE
DOOR CABIN PRESSURE
CONTROL SYSTEM
PRESSURE FUELING
STATION ACCESS DOOR
AFT CARGO
COMPARTMENT
DOOR
APU ACCESS DOOR
HYDRAULIC SYSTEM
SERVICE DOOR
AFT TOILET SERVICE DOOR
OXYGEN SYSTEM
CHARGING PANEL DOOR
PRESSURE RELIEF DOOR
FORWARD GALLEY
SERVICE DOOR
WATER SERVICE DOOR

MAIN LANDING GEAR DOORS
FORWARD TOILET
SERVICE DOOR
EXTERNAL POWER
RECEPTACLE DOOR
LOWER NOSE
AIR CONDITIONING
ACCESS DOORS
FORWARD CARGO
COMPARTMENT
DOOR
NOSE LANDING
COMPARTMENT
ACCESS
(FORWARD
ACCESS) DOOR
GEAR DOOR
GROUND AIR
CONDITIONING
ACCESS DOOR
Figure 21
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ELECTRONIC EQUIPMENT
COMPARTMENT EXTERNAL
ACCESS DOOR
Door Locations (Cont)
Page 43
Lufthansa Technica
52-10
PASSENGER / CREW
ENTRY DOOR
Purpose
The purpose of the entry doors is to provide the primary entrance and exit for
the passengers and flight crew.
Location
The entry doors are located on the left side of the airplane at the fore and aft
ends of the passenger compartment.
Physical Description/Features
The forward entry door is 34 inches wide and 72 inches high, the aft entry door
is 30 inches wide and 72 inches high. Both are inward - outward opening plugtype doors. An upper and lower hinge assembly support the door on its forward
edge; the doors may be closed or opened from inside or outside the airplane.
The door is opened by manually operating the centrally located handle. This
action causes the internal mechanism to release the latches, folds the gates
inward, and moves the door to its most inward position. The door is manually
swung through the door opening and stowed in the open position forward of the
opening.
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Lufthansa Technica
LATCH
LEVER
A
1. PULL HANDLE
2. ROTATE HANDLE CLOCKWISE
SEE A
OPEN
Figure 22
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Entry Door operating from outside Airplane

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Lufthansa Technica
____
ENTRY AND GALLEY DOORS (EXAMPLE)
6
NOTE: DOOR GATE LINING REMOVED
Figure 23
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Entry Door operating from inside Airplane

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Lufthansa Technica
ENTRY DOOR MECHANISM

The entry door mechanism consists of several assemblies that accomplish the
following functions:
S Handle Mechanism:
- This mechanism, through a duplex arm, converts the rotary motion of the
handles to a push-pull motion of two cranks. One crank actuates the
latches, and upper and lower gates during initial handle rotation. The
other crank moves the forward edge of the door inward to its open position during further rotation.
S Door stops and latching assembly:
- These devices transmit pressure loads from the door to body structure,
and latch the door in the closed position.
S Centering Guide:
- A pin on the aft edge of the door slides into a guide track on the frame to
align the stops and latches.
S Lower Hinge:
- A rigid hinge arm is attached to the lower end of both the body and door
torque tube assemblies. A hydraulic snubber impedes door movement at
its travel extremities.
S Upper Hinge:
- A rigid hinge arm is attached to the body and door torque tube assembly.
A guide arm parallel to the hinge arm rides in an S shaped track to control the door rotation about its torque tube.
S Spring Assist Torque Tube (counterbalance assembly):
- The upper and lower hinge arms are attached to a vertical, body
mounted torque tube to support the door when it is open. Torsion springs
around this torque tube provide opening and closing assistance.
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Lufthansa Technica
TOP GATE
LATCH ROD
LATCH AND
STOP ASSEMBLY
CONTROL ROD
SEE
GUIDE TRACK
TOP HINGE
SEE
SEE
HINGE
SUPPORT
HANDLE MECHANISM
ASSIST
HANDLE
B
TORQUE TUBE
ASSEMBLY
CONTROL ROD
SEE
LATCH ROD
BOTTOM HINGE
CONTROL ROD
SEE
HINGE
SUPPORT
BOTTOM GATE
Figure 24
01-04-2010
Entry Door Mechanism
Page 48
Lufthansa Technica
OUTSIDE
HANDLE
CONTROL ROD
SLEEVE
HOUSING
PIVOT
CENTER
SEAL PLATE
MECHANISM
HOUSING
HANDLE
SHAFT
CENTERING CAM
LATCHING CRANK
PATH OF LATCH CRANK

CAM ROLLERS
NUT
PATH OF DOOR
COCKING CRANK
CAM PLATE
SEE
C
TORQUE TUBE
NOTE:
DOOR
COCKING
INSIDE
CONTROL ROD
CAM PLATE
THE CAM IS SHOWN IN THE

DOOR CLOSED AND LATCHED POSITION.
NUT
CRANK
HANDLE
CHANNEL
TORQUE
TUBE
NOTE:
AND LATCHED POSITION.
PLATE
CRANK
HANDLE IS SHOWN IN THE CLOSED
ADJUSTABLE
GUIDE
HANDLE MECHANISM
GUIDE TRACK
THESE PARTS ARE

ON THE DOOR
GUIDE
PIN
GUIDE TRACK
A
Figure 25
01-04-2010
Forward Entry Door Mechanism
Page 49
Lufthansa Technica
HINGE PIN
SHIM
BEARING
TRIGGER
1
UPPER
SPIGOT
HINGE
SUPPORT
TORQUE
TUBE
TOP HINGE
GUIDE
ARM
ROLLER
GUIDE PLATE
UPPER
HINGE ARM
FUSELAGE
STRUCTURE
D
LATCH
LEVER
GUIDE ARM
ROLLER
BUSHING
TORQUE TUBE
HINGE
SUPPORT
HINGE ARM
COVER
HINGE
PIN
BOTTOM SPIGOT
BOTTOM HINGE
E
HINGE
ARM
DOOR SNUBBER
INBD
AIRPLANES WITH A TRIGGER
STOP PLATE
FWD
RADIUS LINK
Figure 26
01-04-2010
STOP PIN
Forward Entry Door Mechanism (Cont)

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Lufthansa Technica
FUSELAGE SKIN
ADJUSTABLE
STOP PIN
SEE
DOOR STOP
TRIM PLATE
LATCH PLATE
DOOR
FRAME
LATCH
ROLLER
TOP
HINGE ARM
TOP
SPIGOT
LATCH
LATCH ROD
DOOR
LATCH AND STOP ASSEMBLY
NOTE:
THE DOOR IS IN ITS CLOSED

AND LATCHED POSITION
COUNTERBALANCE
ASSEMBLY
LOCK
SPRING
BOTTOM
SPIGOT
ADJUSTABLE
STOP PIN
COUNTERBALANCE
ASSEMBLY
ADJUSTABLE STOP PIN

G
Figure 27
01-04-2010
Forward Entry Door Mechanism (Cont)

Page 51
FORWARD ENTRY DOOR OPERATION

Operation
Two cam rollers are moved by a cam plate that is rotated by the door handle
action. This action provides the force required to operate the latches, the upper
and lower gates and orient the door through the opening by the torque tube.
The camming action is transmitted by pushrods to the latches, torque tube and
end gates by control rods.
The aft entry door operates in the identical manner.
Lufthansa Technica
01-04-2010
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Lufthansa Technica
UPPER GATE
LATCH ROD
LATCH ROLLER
CONTROL ROD
TORQUE TUBE
CAM PLATE
FWD
LOWER GATE
Figure 28
01-04-2010
Forward Entry Door Operation
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Lufthansa Technica
CAM PLATE OPERATION

Unlatching
Initial rotation of the cam plate transmits angular movement to the latching
crank assembly. The control rods at each end of the latching crank, turn the
latch rods and withdraw the latch rollers. The latch rods also operate the control rods attached to the upper and lower gates, causing them to fold inward.
These control rods all have adjustable end bearings for latch and gate rigging.
During this initial movement, the cocking crank roller is riding on a surface of
constant radius from the cam plate pivot center; no angular movement is imparted to the cocking crank assembly.
Cocking
Rotation of the cam plate to its full travel transmits angular movement to the
cocking crank assembly. The cocking crank operates the push rod connected
to the torque tube. An adjustable end bearing on the cocking crank pushrod
moves the door laterally for latch engagement rigging. Movement of the pushrod is resisted by the torque tube, causing the door to rotate and pivot about
the torque tube axis.
Opening
The door is swung forward through the opening manually until the door is
approximately parallel with the airplane exterior. The door will lock in this position.
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Figure 29
01-04-2010
Cam Plate Operation
Page 55
UPPER HINGE / GUIDE ARM GEOMETRY

Operation
As the cam plate is rotated by the handle, the cocking crank pushrod rotates
the door torque tube and upper hinge arm counterclockwise (viewed from
above). This moves the door inward. The guide arm at the upper hinge, riding
in the S shapes cam track, changes the hinge geometry causing the door to
rotate about the door torque tube to the cocked position. From the cocked position, the door is manually swung to its fully open position pivoting about the
body torque tube. The guide arm causes the door to also pivot about the door
torque tube so that it is parallel to the fuselage when fully open.
The guide arm end bearing is adjustable to fair the door with the fuselage.
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Figure 30
01-04-2010
Upper Hinge / Guide Arm Geometry

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52-40
SERVICE
GALLEY SERVICE DOOR

Purpose
The purpose of the galley service doors is to provide an entrance for servicing
the airplane galleys on the right side of the airplane. They may also be used as
a secondary entrance and exit for passengers and crew.
Location
The galley service doors are located on the right side of the airplane at the fore
and aft ends of the passenger compartment.
The galley service doors are 30 inches wide and 65 inches high. Except for the
size, the physical description and features of the galley service doors are the
same as the entry doors.
Operation
The operation of the galley service doors is identical to the entry doors.
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Lufthansa Technica
UPPER GATE
DOOR STOP
(TYPICAL)
LATCH ROD
CONTROL ROD
DOOR LATCH
(TYPICAL)
WINDOW
ASSIST HANDLE
UPPER HINGE
DOOR INSIDE
HANDLE
HOLD
OPEN LOCK
HANDLE
SEE
DOOR CENTERING
GUIDE AND TRACK
HANDLE MECHANISM
HOUSING
FORWARD MECHANISM
ACCESS PANEL
DOOR INSIDE
SKIN CUTOUT
DOOR
STOP
LATCH ROD
LOWER HINGE
HOLD-OPEN
LOCK HANDLE
CONTROL ROD
LIFT KNOB TO RELEASE

HOLD OPEN LATCH
LIFT KNOB TO RELEASE

HOLD OPEN LATCH
LOWER GATE
SNUBBER
FWD
Figure 31
01-04-2010
Galley Service Door Mechanism
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Lufthansa Technica
LOWER NOSE COMPARTMENT ACCESS DOOR

Purpose
The purpose of the lower nose compartment access door is to permit access to
the compartment below the flight compartment. Many flight control cables and
brake accessories pass through this area.
Location
The lower nose compartment access door is located in the bottom of the fuselage forward of the nose wheel well and aft of the radome.
The door is an inward opening, plug-type door that can be opened only from
outside the airplane. Two hinge arms extend aft from the door to hinge fittings
on the forward face of the nose wheel well forward bulkhead. The door latching
mechanism consists of a latch pin which protrudes through the forward edge of
the door to engage a hole in the fuselage structure.
Operation
The door is opened from outside the airplane by pushing the trigger in the door
handle; the handle springs out from its flush position. Rotating the handle counterclockwise retracts the latch pin and allows the door to be hinged upward.
When the door is closed, a clockwise rotation of the handle pushes the latch
pin into the structure forward of the door. The handle must be pushed back
flush with the door skin.
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BOLT
SERRATED HINGE
SEE
DOOR HINGE ARM
A
FWD
SPACER
SERRATED HINGE ASSEMBLY
A
DOOR HINGE ARM
GUIDE PIN
LATCH PIN
(EXAMPLE)
SEAL
DOOR STOP PAD
Figure 32
01-04-2010
Lower Nose Compartment Access Door

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Lufthansa Technica

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

LOCK FITTING
SEE F
BOTTOM WEB
PIVOT BOLT
ROLLER
ROLLER
ANGLE
DOOR LATCH PIN
(4 LOCATIONS)
TRACK ATTACH
BRACKET
(2 LOCATIONS)
1
2
AIRPLANES WITH AN UPLATCH

AIRPLANES WITH A TROLLEY
FWD
DOOR OPENING
(FUSELAGE STRUCTURE)
OUTER HANDLE
SEE B
LOCK FITTING
SEE
(EXTERNAL VIEW)
A
Figure 33
01-04-2010
Electronic Equipment Compartment Access Door

Page 63
Lufthansa Technica

(CONT)
Operation
4. Open the door from outside the airplane:
S Push the trigger in the outer handle, to get access to the handle.
- A spring will push the handle from its flush position.
S Turn the handle counterclockwise.
- The four latch pins will retract into the door.
- The door warning lights in the control cabin will come on.
S Push the door up and to the right.
- The right side of the door will pivot about the track attach brackets on the
left side of the door.
S Airplanes with an Uplatch
- The uplatch, on the right side of door, engages the latch pin on bottom
web.
S Move the door up the track to its stowed position.
- The door will move easily with help from the assist spring.
5. Close the door from outside the airplane:
S Pull the door down the tracks with the handle.
S Airplane with an Uplatch
- At the bottom of the track, the lever will disengage the uplatch, and release the door from the bottom web.
S Make sure the door is seated correctly.
S Pull down on the door handle to compress the door pressure seal and turn
the handle clockwise.
- The four latch pins will lock the door in its closed position.
- The door warning lights in the control cabin will go off.
S Push the handle up to its flush position.
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ASSIST
SPRING
TEE
3
TROLLEY
UPLATCH
ACCESS HOLE COVER
(2 LOCATIONS)
FWD
CABLE ATTACH ANGLE
INBD
BOTTOM WEB
CABLE ASSEMBLY
C
PULLEY
ROLLER GUIDE
(2 LOCATIONS)
TRACK ATTACH
BRACKET
(2 LOCATIONS)
STRIKER
TRIP LEVER
ASSIST
SPRING
C
GAS CYLINDER
STOP FITTING
(4 LOCATIONS)
LATCH PIN
(4 LOCATIONS)
ROLLER
(2 LOCATIONS)
ACCESS
DOOR
DOOR
OPENING
ANGLE
(2 LOCATIONS)
FUSELAGE
STRUCTURE
FWD
SPRING
TROLLEY
BRACKET
INBD
(INTERNAL VIEW)
3
4
AIRPLANES WITH A TEE

AIRPLANES WITH A GAS CYLINDER
Figure 34
01-04-2010
Electronic Equipment Compartment Access Door Operation

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Lufthansa Technica
52-20
EMERGENCY EXIT
EMERGENCY EXIT HATCH

Purpose
The purpose of the emergency exit hatch is to provide a means of exiting the
passenger compartment in the event of an emergency.
Location
These identical hatches are located on each side of the fuselage at the overwing area.
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Lufthansa Technica
HATCH
(2 LOCATIONS)
SEE
RELEASE HANDLE
LIFT HANDLE
1
HATCH
(4 LOCATIONS)
SEE
HATCH
1
2
ALL EXCEPT 737-400

737-400
Figure 35
01-04-2010
Emergency Hatch Operation
Page 67
EMERGENCY HATCH DETAILS

The hatches are 20 inches wide by 38 inches high and are classified as Type
III emergency exits. The hatches are plug-type and can be opened from inside
or outside the airplane.
Each hatch is supported by a lower pivot fitting which engages a lower pivot
hook on the sill of the opening. Two heel pads attached the hatch rest on the
sill. The handle is an integral casting formed with a pull- lever on the inside and
a push-type panel on the outside. The lower end of the handle is attached to a
torque tube; on each end of the torque tube is a latch roller which engages the
latch fittings attached to the forward and aft frames of the hatch opening. Adjustable stop pins attached to the forward and aft edges of the hatch contact
stop fittings attached to the forward and aft frames of the hatch opening. The
stops transmit the pressurization loads on the hatch to the fuselage structure.
Lufthansa Technica
01-04-2010
Page 68
Lufthansa Technica
HANDLE COVER
LATCH ASSEMBLY
SEE
STOP FITTING
(6 LOCATIONS)
SEE
HANDHOLD
SEE
SEE
PIVOT FITTING
Figure 36
01-04-2010
HEEL PAD
(2 LOCATIONS)
Emergency Hatch
Page 69
Lufthansa Technica
HATCH
FRAME
BELLCRANK
ASSEMBLY
PRESSURE
SEAL
HATCH
STOP FITTING
LATCH PLATE
STOP PIN
FUSELAGE
FRAME
TORQUE TUBE
TORSION
SPRING
LATCH
FITTING
STOP FITTING
(6 LOCATIONS)
RELEASE HANDLE
1
HATCH FRAME
LATCH ASSEMBLY
B
HATCH FRAME
HANDLE COVER IS NOT SHOWN

PIVOT
FITTING
SERRATED
PLATE
PIVOT
HOOK
PRESSURE
SEAL
HEEL PAD
(2 LOCATIONS)
HEEL PAD
Figure 37
01-04-2010
SILL
PIVOT FITTING
D
Emergency Hatch Component Locations

Page 70
Lufthansa Technica
EMERGENCY EXIT HATCH OPERATION

Inside Removal
The hatch is opened from the inside by pulling down and in on the handhold
pocket which is attached to the operating handle. The action of the handle rotates the torque tube and turns the latch rollers. The latch rollers disengage
from the latch fittings and the top edge of the hatch moves inward.
Continuing to hold the upper handle, the lower handhold is grasped with the
other hand and the hatch is pulled inward at the top edge. The hatch is then
lifted upwards and inwards away from the opening, disengaging the lower pivot
fitting from the lower pivot hook.
Outside Removal
The hatch is opened from the outside by pushing in on the panel at the top of
the hatch and then pushing the hatch into the airplane.
01-04-2010
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Lufthansa Technica
HATCH REMOVAL (EXTERNAL)
STEP 1
STEP 2
STEP 3
STEP 4
HATCH REMOVAL (INTERNAL)
RELEASE HANDLE COVER ATTACHED WITH SCREWS
RELEASE HANDLE COVER ATTACHED WITH BRACKETS
Figure 38
01-04-2010
Emergency Hatch Operation
Page 72
Lufthansa Technica
52-30
CARGO
CARGO COMPARTMENT DOORS

Purpose
The purpose of the cargo compartment doors is to provide access to the forward and aft cargo compartments. The forward cargo compartment door also
permits access to the flight crew oxygen cylinder.
Location
The cargo compartment doors are located on the right side of the airplane; the
forward cargo compartment door is forward of the wing and the aft cargo
compartment is aft of the wing.
Both cargo compartment doors are plug-type, inward opening, manually operated, and hinged at the upper edge. Both doors are the same in design and
operation; however, they are not interchangeable. The forward door is 48 inches wide by 35 inches high and the aft door is 48 inches wide by 33 inches
high.
Each door is hinged from the fuselage structure by two hinge arms on the upper edge. Pressurization loads are transmitted to the fuselage by twelve stop
fittings. Each door is equipped with a balance mechanism to counterbalance
the weight of the door. A snubber is installed between the hinge arms to restrain the freefall of the door if the balance mechanism cable fails.
Latch Mechanism
The door latching mechanism consists of two latching rollers, one at each end
of a horizontal torque tube. The latching rollers engage latch fittings attached to
the fuselage. The torque tube is connected to the operating handle assembly.
The operating handle assembly has a handle on the inside of the door and a
handle on the outside. The inside handle is stationary but the outside handle is
spring-loaded so that it retracts flush with the door when released after use.
- The springs connect to a cable assembly wound on a cable drum

mounted on the forward inner structure of the door. From the cable
drum, the cable runs over two pulleys mounted on the inner structure of
the door and connects to an overhead floor beam.
- The cable grooves in the cable drum have a decreasing radius in order
to provide a constant tension in the cable system as the door is opened
and closed.
- The balance mechanism is arranged so that the springs are stretched
when the door is closed. When the door is opened, the springs contract
to raise the door to or near the open latched position.
S On airplanes with a counterbalance assembly,
- door balance is maintained by a spring-driven idler crank that drives a
cam fixed to a cable drum.
- The springs, idler crank, cam and drum are all located in the counterbalance assembly mounted on the inner structure of the door.
- From the drum the cable runs over a pulley mounted on the inner structure of the door and connects to an overhead floor beam.
- The counterbalance mechanism is arranged so that the springs are compressed when the door is closed.
- When the door is opened the springs extend to drive the idler crank, cam
and drum to raise the door.
Balance Mechanism
S Balance Mechanism on airplanes with an uplatch,
- door balance is maintained by springs attached to the upper aft inner
edge of the door between the inner web and outer skin.
01-04-2010
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Lufthansa Technica
FLOOR BEAM
SNUBBER
BEARING PLATE
(4 PLACES)
CABLE TAB
CLIP
(2 PLACES)
DOOR FRAME
HINGE ARMS
(2 PLACES
LANYARD
ASSEMBLY
LOCKING
WIRE
CABLE
ASSEMBLY
SPRINGS
INNER SKIN
REMOVED
FOR CLARITY
FWD
DOOR STOP
A
SPLICE PLATE
LATCH
DOOR STOP
SEE A
CARGO COMPARTMENT DOOR

INSIDE LATCH HANDLE
ROLLER ARM
(2 PLACES)
DOOR
FRAME
CARGO COMPARTMENT
(DOOR IN CLOSED POSITION)
CARGO DOOR
LATCH MECHANISM
SEE B
LAMINATED
SHIM
DOOR
FRAME
ROLLER STOP
SERRATED
PLATE
TORQUE TUBE
BEARING HOUSING
(2 PLACES)
ROLLER STOP
SERRATED PLATE
LAMINATED SHIM
TORQUE
TUBE
CARGO DOOR LATCH MECHANISM

B
Figure 39
01-04-2010
Cargo Comp. Doors Component Location (Airplane with Uplatch)

Page 74
Lufthansa Technica
FLOOR BEAM
SNUBBER
BEARING PLATE
(4 PLACES)
CABLE
CLIP
(2 PLACES)
DOOR FRAME
SEE
HINGE ARMS
(2 PLACES
COUNTER BALANCE
ASSEMBLY
LANYARD
ASSEMBLY
INNER SKIN
REMOVED
FOR CLARITY
FWD
DOOR STOP
(12 PLACES)
CARGO COMPARTMENT DOOR
INSIDE LATCH HANDLE
SEE
CARGO COMPARTMENT
(DOOR IN CLOSED POSITION)
CARGO DOOR
LATCH MECHANISM
SEE
Figure 40
01-04-2010
Cargo Comp. Door Components Loc. (Airplane with Counterbalance)

Page 75
Lufthansa Technica
BALANCE
MECHANISM
CABLE
COUNTERBALANCE
ATTACH BOLTS
CABLE RETAINING
PLATE AND SCREW
DRUM
ADJUSTMENT
FITTING
COUNTERBALANCE
ATTACH BOLTS
ROLLER
(DOOR OPEN)
ROLLER
(DOOR CLOSED)
COUNTERBALANCE
SHAFT
COUNTERBALANCE ASSEMBLY
A
ROLLER ARM
(2 PLACES)
LOCKING
WIRE
DOOR
FRAME
DOOR STOP
DOOR
FRAME
LAMINATED
SHIM
ROLLER STOP
SERRATED
PLATE
TORQUE TUBE
BEARING HOUSING
(2 PLACES)
C
ROLLER STOP
SERRATED PLATE
LAMINATED SHIM
TORQUE
TUBE
CARGO DOOR LATCH MECHANISM

D
Figure 41
01-04-2010
Cargo Comp. Door Components Loc. (Airplane with Counterbalance)

Page 76
Lufthansa Technica
CARGO DOOR OPERATION

Operation
The door is opened from outside the airplane by pulling the door handle out of
the recess and rotating the handle counterclockwise. Rotation of the handle
actuates a torque tube to withdraw the latch rollers from the latch fittings.
As the door swings inboard, under tension of the door balance mechanism, the
door warning proximity switch is actuated to energize the appropriate door
warning light in the control cabin.
As soon as the door has moved clear of the latch fittings, the handle may be
released. springs within the handle will cause the handle to return to the normally locked and recessed position.
With little manual effort, the door may be swung open to the open latch position.
S On airplanes with an uplatch,
- the door is latched open when the spring-loaded mechanical latch on the
lower edge of the door engages with a fitting under the fuselage floor
structure.
S On airplanes with counterbalance assembly,
- the idler crank engages a detent on the cam inside the counterbalance
assembly to latch the door open.
- Counterclockwise rotation of the operating handle aligns the latch rollers

with the latch fittings and allows the door to be pulled down and latched
by a clockwise rotation of the handle. This final movement engages both
latch rollers in the fittings and actuates the door warning proximity switch
to de-energize the appropriate warning light in the control cabin. When
the door is thus closed and latched, the handle may be released.
S On airplanes with counterbalance assembly,
- the door is closed by pulling on the lanyard to move the door down until
the operating handle is within reach.
- The handle is then lifted from its recess and the lanyard is released.
Counterclockwise rotation of the operating handle aligns the latch rollers
with the latch fittings and allows the door to be pulled down and latched
movement engages both latch rollers in the fittings and actuates the door
warning proximity switch to de-energize the appropriate warning light in
the control cabin.
- When the door is thus closed and latched, the handle may be released.
The door may be opened from inside the airplane, using the nonretracting inner
handle. In this case, the procedure is similar except that rotation of the handle
appears clockwise to the operator.
Access to the inside handle is obtained by pulling aside the cargo net which
extends from the ceiling to the lower edge of the door.
S On airplanes with an uplatch,
- the door is closed by pulling on the lanyard to release the latch. The lanyard is adjacent to the cargo retaining net just inside and forward of the
door opening and is accessible to personnel standing on the ground.
- The lanyard design requires that the handle must be pulled outside the
door opening before the latch will disengage.
- After the latch is disengaged, a continued pull on the lanyard brings the
door down until the operating handle is within reach. The handle is then
lifted out of the recess. The lanyard is then released to return to normal
position within the cargo compartment.
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Lufthansa Technica
REACHING FOR LANYARD
PULLING DOOR DOWN
LOCKING THE DOOR
UNTIL HANDLE CAN BE REACHED
Figure 42
01-04-2010
Cargo Compartment Door Operation

Page 78
FLIGHT COMPARTMENT DOOR EMERGENCY EXIT FEATURE

Operation
An emergency exit feature is provided which permits the release and removal
of the two upper blowout panels from the door. The removal of the two upper
panels permits an emergency exit through the door. The emergency exit door
release handle is located on the forward side of the door between the two upper blowout panels. The release handle is grasped and pulled forward. This
movement of the handle operates a cable assembly and linkage which disengages retaining pins located on each side of the handle at the door channel
and allows the release handle to move forward.
The panels are then pulled forward of the door structure and allowed to drop.
The panels are free of the door structure and the emergency exit is available
for use. The first observers seat can be released from stowed position and
used as a step when using the emergency exit in the door.
Lufthansa Technica
01-04-2010
Page 79
Lufthansa Technica
EMERGENCY
EXIT HANDLE
ASSEMBLY
DOOR
HEADER
CONTROL CABIN
PARTITION
PANEL LATCH
MIRROR
VIEW HOLE
PANEL HINGE
(4 LOCATIONS)
EMERGENCY EXIT
(INNER DOOR)
SEE
B
PANEL LATCH
DOOR HANDLE
AND LOCK
DOOR FRAME
BLOWOUT PANEL
(4 LOCATIONS)
Figure 43
01-04-2010
Control Cabin Door (Front Side)
Page 80
Lufthansa Technica
FLIGHT COMPARTMENT DOOR LOCK

Power
The source of power for the electric feature of the flight compartment door lock
is 28 volt dc bus No. 2.
Control
Control of the electric door lock is through a switch/light located on the aft P8
panel.
Operation
When the switch/light is illuminated, the door is unlocked. The door can be
opened with a pull of 10 pounds, minimum. When the switch/light is pressed,
and the light extinguishes, the electric strike in the door frame is energized and
the door is locked.
01-04-2010
Page 81
Lufthansa Technica
SEE
28V DC
BAT BUS
28V DC
BUS 2
C133
TEST
DIM AND
TEST R33 MASTER TEST
RELAY
C137
CABIN DOOR
LOCK
LOCK
UNLOCK
A
DIM
R34 MASTER DIM

RELAY
M469 ANNUNCIATION
AND DIMMING
MODULE (P9)
M117
ELECTRIC
STRIKE (STA 280
CONTROL CABIN
DOOR)
M207 DIMMING
DIODE
P6 LOAD CONTROL CENTER
P9 PANEL
SHEAR PIN
P8 PANEL
DOOR LOCK
SOLENOID SHAFT ADAPTER
ROCKER SOLENOID
M177 ELECTRIC STRIKE
A
Figure 44
01-04-2010
Flight Compartment Door Lock Schematic

Page 82
Lufthansa Technica
DOOR LOCK OPERATION

Unlocked
When the door is unlocked, the striker will pivot out of the way when a force of
10 pounds is exerted to open the door from the passenger compartment. From
the flight compartment, the door may be opened by either pushing aft or turning
the knob.
Locked
When the switch/light on the P8 panel is pressed and the light extinguishes, the
solenoid in the door frame is energized and a shear pin is driven into a recess
in the striker. The striker is now held rigid and the door is locked. The shear pin
will break if a force greater than 250 pounds is exerted. The door can be
opened without breaking the shear pin by retracting the latch bolt in the door
with a key or turning the door knob. The key must be used when opening the
door from the passenger compartment and the door is locked. From the flight
compartment, the latch bolt can be withdrawn by turning the door knob. In the
event of a power failure, the solenoid will de-energize and the shear pin will
drop from the recess in the striker. The door will be unlocked and can be
opened in the normal manner.
01-04-2010
Page 83
Lufthansa Technica
DOOR LOCK
SEE
DOOR FRAME
DOOR LOCK
MOUNTING
BRACKET
MOUNTING
BRACKET SCREW
(4 LOCATIONS)
SOLENOID
HOUSING
SOLENOID HOUSING
MOUNTING SCREW
(3 LOCATIONS)
DOOR STRIKER
SHEAR PIN
DOOR STRIKER
DOOR LOCK
MOUNTING
BRACKET
SOLENOID HOUSING
MOUNTING SCREW
(3 LOCATIONS)
SPRING PIN
SOLENOID
SHAFT
ADAPTER
DOOR FRAME
OPENING
ROCKER
SOLENOID
EDGE
TRIM
SEAL
EDGE TRIM
ATTACHMENT
SCREW
LEAD
WIRES
DOOR LOCK
A-A
A
Figure 45
01-04-2010
Flight Compartment Door Lock Installation

Page 84
FLIGHT COMPARTMENT DOOR EMERGENCY EXIT FEATURE

Operation
An emergency exit feature is provided which permits the release and removal
of the two upper blowout panels from the door. The removal of the two upper
panels permits an emergency exit through the door. The emergency exit door
release handle is located on the forward side of the door between the two upper blowout panels. The release handle is grasped and pulled forward. This
movement of the handle operates a cable assembly and linkage which disengages retaining pins located on each side of the handle at the door channel
and allows the release handle to move forward.
The panels are then pulled forward of the door structure and allowed to drop.
The panels are free of the door structure and the emergency exit is available
for use. The first observers seat can be released from stowed position and
used as a step when using the emergency exit in the door.
Lufthansa Technica
01-04-2010
Page 85
Lufthansa Technica
EMERGENCY
EXIT HANDLE
ASSEMBLY
DOOR
HEADER
CONTROL CABIN
PARTITION
PANEL LATCH
MIRROR
VIEW HOLE
PANEL HINGE
(4 LOCATIONS)
EMERGENCY EXIT
(INNER DOOR)
SEE
B
PANEL LATCH
DOOR HANDLE
AND LOCK
DOOR FRAME
BLOWOUT PANEL
(4 LOCATIONS)
Figure 46
01-04-2010
Control Cabin Door (Front Side)
Page 86
Lufthansa Technica
HINGE
(4 LOCATIONS)
PANEL LATCH
RETAINING
PIN FITTING
EMERGENCY EXIT
HANDLE ASSEMBLY
SEE
DOOR FRAME
EXIT HANDLE
CABLE
ASSEMBLY
SPRING
(2 LOCATIONS)
EMERGENCY EXIT PANEL
EMERGENCY EXIT HANDLE ASSEMBLY
(NOT FULLY OPENED)
(HANDLE SHROUD REMOVED FOR CLARITY)
RETAINING
PIN
0.29
0.27
INCH
17.73
17.71
INCHES
A-A
Figure 47
01-04-2010
Control Cabin Door Emergency Exit Panels Installation

Page 87
Lufthansa Technica
52-70
DOOR WARNING
DOOR UNLOCK INDICATORS

Operation/Control Sequence
The individual warning lights for the doors are located on the overhead panel,
P5. The electronic equipment compartment access door and the lower nose
compartment door activate the same light, EQUIP, through individual microswitches. The circuit is such that both doors must be latched in order to extinguish the warning light. The other warning lights are activated by sensors operated by each individual door.
Normal Sequence
When a door is unlatched, the sensor or microswitch completes a circuit and
illuminates the appropriate warning light on the P5 panel. Closing and latching
the door will extinguish the warning light. When all of the doors are closed and
latched, the DOORS annunciator light will extinguish.
01-04-2010
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Lufthansa Technica
AFT SERVICE
DOOR SENSOR
AFT ENTRY
DOOR SENSOR
FORWARD CARGO
COMPARTMENT
DOOR SENSOR
AFT CARGO
COMPARTMENT
DOOR SENSOR
FORWARD SERVICE
DOOR SENSOR
FORWARD
OVERHEAD
PANEL
SEE A
FORWARD ENTRY
DOOR SENSOR
ELEX ACCESS
DOOR SWITCH
FWD
ENTRY
AFT
ENTRY
FWD
CARGO
AFT
CARGO
EQUIP
A
FWD
SERVICE
AFT
SERVICE
FORWARD
ACCESS
DOOR SWITCH
P5-20 DOOR WARNING MODULE ON FORWARD OVERHEAD PANEL

A
Figure 48
01-04-2010
Door Unlock Indication
Page 89
Lufthansa Technica
FWD ENTRY
DOOR SENSOR
28V DC
BUS NO. 2
DC DOOR
WARNING
(TYP)
(TYP)
A1
(6 PLACES)
FWD
ENTRY
DC 1
A2
AFT
ENTRY
DOOR
SENSOR
A3
FORWARD
SERVICE
DOOR
SENSOR
A4
AFT
SERVICE
DOOR
SENSOR
A6
FWD CARGO
COMPT
DOOR
SENSOR
AFT
ENTRY
FWD
SERVICE
AFT
SERVICE
K1
FWD
CARGO
DC
AFT CARGO
COMPT
DOOR
SENSOR
A7 2
K2
AFT
CARGO
M278 MISCELLANEOUS SWITCHING MODULE
EQUIP
MASTER
CAUTION (MC)
POWER
NC
DC
NO
S196 FWD ACCESS

DOOR SW
MC SIGNAL
DC
NC
C
NO
S197 ELEX ACCESS

DOOR SW
MC RECALL
NOTE:
____
P5-20 DOOR WARNING MODULE
Figure 49
01-04-2010
ALL DOORS SHOWN CLOSED.
SEPARATE GROUNDS
A10 ON SOME AIRPLANES
Door Warning System Schematic
Page 90
Lufthansa Technica
ATA
56 WINDOWS
56-00
GENERAL
INTRODUCTION
Purpose
The purpose of the airplane windows is to provide:
- Visual means to fly the airplane and for collision avoidance,
- emergency exit from the flight compartment,
- and an opening in the opaque fuselage through which the environment
may be viewed.

The windows on the airplane are grouped as follows:
- Flight Compartment windows
- Passenger Compartment windows
- Inspection windows
01-04-2010
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Lufthansa Technica
INSPECTION
WINDOW
PASSENGER
FLIGHT
COMPARTMENT
WINDOWS
COMPARTMENT
WINDOWS
INSPECTION
WINDOW
Figure 50
01-04-2010
WINDOWS INTRODUCTION
Page 92
Lufthansa Technica
56-10
FLIGHT COMPARTMENT
FLIGHT COMPARTMENT WINDOWS

Location
There are ten windows symmetrically located around the flight compartment.
Windows No. 1, 3, 4 and 5 are fixed in place. Window No. 2 is a sliding window, mounted on tracks, to permit ventilation and communication on the
ground.
The construction of control cabin windows No. 1 and No. 2 consists of a glass
pane laminated to each side of a polyvinyl butyral (vinyl) interlayer or core. The
inner glass pane is the thicker of the two and is the primary load carrying member. The vinyl interlayer acts as the fail-safe load carrying member and prevents the window from shattering if the inner pane should break. The outer
pane has no structural significance, but provides rigidity and a hard, scratch
resistant surface. A thin strip of parting medium is laminated around the window edges between the vinyl interlayer and each glass pane. This is to prevent
edge chipping of the glass under conditions of differential expansion and contraction. A conductive coating of indium oxide applied on the inner face of the
outer glass pane permits electrical heating for anti-icing and defogging.
The construction of No. 3 window consists of two stretched acrylic panes separated by a phenolic spacer. The spacer is attached to the perimeter of the
panes by pressure sensitive tape which also acts as an air seal. The spacer
provides an insulation cavity which prevents fogging on the inner surface of the
windows. There is a small hole in the upper forward corner of the inner pane.
This hole must be open at all times to allow pressure in the air space to equalize with pressure in the cabin.
Windows No. 4 and No. 5 are similar in construction in that both consist of a
glass pane laminated to each side of a polyvinyl butyral core. A conductive film,
applied on the outer face of the inner glass permits electrical heating for antiicing and defogging. No. 4 window, however, has an additional vinyl layer laminated to the inboard surface of the inner pane. A cast acrylic sheet 15 laminated to the additional vinyl layer. These additional layers prevent glass from
scattering throughout the cabin in the event of bird impact. The additional layers are of no structural importance. A thin parting medium is laminated around
the window edges between the vinyl interlayers and each glass pane. This is to
01-04-2010
prevent edge chipping of the glass under conditions of differential expansion

and contraction.
The window seals which are used on the flight compartment windows consist of
fixed window pressure seals, which are used on windows No. 1, 3, 4, and 5,
and the sliding window pressure seals installed on windows No. 2. The primary
purpose of the two types of pressure seals is to prevent cabin pressurization
leakage around the windows when the airplane is pressurized.
The sealants that are used on the windows prevent moisture penetration, water
entrapment, and provide aerodynamic flushness of the outer windowpane with
the window frame.
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Lufthansa Technica
MATERIAL
CAST ACRYLIC
VINYL
GLASS
CONDUCTIVE
COATING
VINYL
GLASS
GLASS
VINYL
CONDUCTIVE
COATING
GLASS
GLASS
VINYL
CONDUCTIVE
COATING
GLASS
GLASS
VINYL
GLASS
CONDUCTIVE
COATING
GLASS
VINYL
GLASS
Figure 51
01-04-2010
CONDUCTIVE
COATING
Flight Compartment Windows Construction (Config.1)

Page 94
Lufthansa Technica
WINDOW NO. 1
The No. 1 window is pressure sealed on installation by means of a gasket-like,
molded-in-place rubber seal. The beaded silicon rubber seal surface mates
with the window frame to ensure an effective pressure and moisture-tight seal.
The pressure seal is an integral part of the window assembly and, in combination with a formed stainless steel Z-channel strip, is bonded to the periphery of
the windshield glass.
Removal and installation should not be attempted without consulting the current Maintenance Manual. Replacement windows are supplied with the necessary parts for installation and with both sides of the pane covered with a protective coating.
To remove a No. 1 window, not only must the window fasteners be removed
but also any trim panels, crash padding, windshield wipers, the light shield (P7
panel), sunshade support rod, drain tube clamps, and drain pan must also be
removed. Pressure is applied to the window from the outside, pushed into the
cabin, and removed.
Some general precautions to observe include:
- Use only non-magnetic bolts along the top, bottom and forward edges of
the window because of the proximity to the standby compass.
- Use a staggered sequence, diagonally back and forth across the window, to tighten each nut to the correct torque value. Damage to the window may result if the correct torque is exceeded. Consult the Maintenance Manual for the proper torque values and a recommended
staggered sequence.
NOTE:
PRIOR TO PERFORMING ANY MAINTENANCE OR CLOSE INSPECTION ON THE CONTROL CABIN WINDOWS, BE CERTAIN
THAT ELECTRICAL POWER HAS BEEN REMOVED.
CAUTION:
01-04-2010
BE CAREFUL WHEN WORKING ON THE WINDOW SINCE

THE OUTPUT VOLTAGE OF THE AUTO-TRANSFORMER
RANGES FROM 250 TO 350 VOLTS.
Page 95
Lufthansa Technica
Figure 52
01-04-2010
WINDOW NO. 1
Page 96
WINDOW NO. 3 (CONFIG 1)

Window No. 3 consists of two stretched acrylic panes separated by a phenolic
spacer. The rubber cushion strip is bonded to the metal backing plate. On
installation, the strip is allowed to compress the window assembly so as to
make a weather seal from the pressure seal.
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01-04-2010
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Lufthansa Technica
Figure 53
01-04-2010
Window No. 3 Installation (Config 1)

Page 98
WINDOWS NO. 4 & 5

Windows No. 4 & 5 are similar in construction; No. 4 has the additional inner
layers for bird strike protection. No. 5 has the thermal switch bracket which
must be aligned with the thermal switch location etched on the glass.
When installing the windows, consult the Maintenance Manual for the recommended staggered sequence for tightening the self-locking nuts.
Lufthansa Technica
01-04-2010
Page 99
Lufthansa Technica
Figure 54
01-04-2010
Window No. 4 & 5 Installation
Page 100
Lufthansa Technica
WINDOWS NO. 2
The No. 2 windows are mounted on tracks so that they may be rolled back to
permit ventilation and communication during ground handling operations. The
laminated window pane, inner and outer glass separated by a vinyl core, has
the conductive film between the outer pane and the core where it is most effective for anti-icing. Mounted on the window frame, at top and bottom, are glides
which are guided along tracks attached to the airframe above and below the
window. A clothing guard covers the link mechanism along the lower edge of
the window.
The window can be removed by positioning the lower glides with the track lip
cutout.
Operation
To open the window, the trigger is squeezed and the handle rotated back and
inboard. This rotates a bellcrank, which is linked to other bellcranks at rear top
and bottom of window, drawing the window inboard. The window may be
moved to the rear until the lower aft glide travels past the window open latch
plate which is spring-loaded to lock the window in the open position.
To close the window, slide forward until the handle can be rotated forward and
outboard. As the handle is rotated, the window is moved outboard tightly
against the window frame.
The first officers window can be opened from the outside on the passenger
airplane. On a cargo airplane, both the captains and the first officers windows
can be opened from the outside.
NOTE:
PRIOR TO PERFORMING ANY MAINTENANCE OR CLOSE INSPECTION ON THE CONTROL CABIN WINDOWS, BE CERTAIN
THAT ELECTRICAL POWER HAS BEEN REMOVED.
CAUTION:
01-04-2010
BE CAREFUL WHEN WORKING ON THE WINDOW SINCE

THE OUTPUT VOLTAGE OF THE AUTO-TRANSFORMER
RANGES FROM 250 TO 350 VOLTS.
Page 101
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HANDLE
TRIGGER
AFT GLIDE
IDLER CAM
UPPER CAM
SEE
LOCK PLATE
UPPER TRACK
UPPER CAMSHAFT
LOWER CAM
SPRING
FWD ROLLER
GUARD
BELLCRANK
LOWER
CAMSHAFT
WINDOW OPEN LOCK
BELLCRANK
TURNBUCKLE
OPEN LOCK
RELEASE ROD
SPRING
ECCENTRIC
BUSHING
LINK
EXTERNAL
ACCESS
DOOR
AFT ROLLER
BELLCRANK
SEE
TURNBUCKLE
FWD
LOWER TRACK
INBD
INBD
EXTERNAL
HANDLE RELEASE
FWD
EXTERNAL RELEASE HANDLE (RH ONLY)
B
Figure 55
01-04-2010
Right Window No. 2
Page 102
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56-20
PASSENGER COMPARTMENT
FUNCTIONAL DESCRIPTION
Location
Passenger compartment windows are located between the fuselage frames in
those areas where passenger seating is provided.
The passenger compartment windows consist of outer, middle and inner panes.
The inner pane is nonstructural and is mounted in the sidewall lining. The outer
and middle panes are each capable of taking the full cabin pressurization load.
Fail-safe structure is ensured by the middle pane which is designed for 1.5
times the normal operating pressure at 70 degrees Fahrenheit.
The passenger compartment windows are plug-type windows. Installation and
sealing of the windows is through the use of a molded ethylene propylene seal.
The outer pane of stretched acrylic plastic is rectangular in shape with rounded
corners and a beveled outer edge. The pane is curved to fair with the fuselage
contour. The middle pane of modified acrylic plastic sheet is similarly shaped
but with an unbeveled edge. A small breather hole is located near the bottom of
the middle pane. Ten window retaining clips secure the window in the window
frame.
Maintenance Practices
When installing the window, the entire window assembly is placed in the window frame. After the retaining clips are installed loosely, the protective cover is
grasped at least two inches from the edge and pulled towards the center. The
seal adheres to the outer surface of the outer pane. The clip adjusting screws
are then tightened using a criss-cross torque sequence. The seal protective
cover is removed by cutting the cover on the notch center line following the
instructions in the Maintenance Manual carefully. The cover is then torn off at
the notch line.
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PASSENGER
WINDOW FRAME
OUTER
WINDOWPANE
CLIP (EXAMPLE)
SEAL ALIGNMENT
TAB (6 LOCATIONS)
MIDDLE
WINDOWPANE
START
HERE
WINDOW RETAINING CLIP

(10 LOCATIONS)
SEE B
COMBINED
SEAL/SPACER
CLIP ADJUSTING SCREW

(10 LOCATIONS)
SEE A
BREATHER
HOLE
10
SEAL TO THE
WINDOW FRAME
SEQUENCE DIAGRAM TO
TIGHTEN THE SCREWS
A
PROTECTION
COVER
OUTER
WINDOWPANE
COMBINED
SEAL/SPACER
NOTCH
CENTER
LINE
MIDDLE
WINDOWPANE
1
AFTER YOU REMOVE THE DIAPHRAGM, THE

EDGE OF THE SEAL CAN BE INSTALLED
0.10 INCH FROM THE EDGE OF THE
WINDOW FRAME.
PASSENGER
WINDOW FRAME

WITH RETURN FLANGE
USE THIS DIAGRAM AS AN EXAMPLE ONLY.

ANY SIMILAR PATTERN TO TIGHTEN THE
SCREWS IS SATISFACTORY.
Figure 56
01-04-2010
CLIP ADJUSTING
SCREW
(WITH A NYLON LAYER)
Passenger Cabin Window
Page 104
SEAL LEAK DETECTION

Seal leakage is indicated if there is a pattern of smoke impingement on the
outer window outboard of the breather hole in the middle window.
If leakage is indicated at the outer window it is advisable to change the middle
panel and the seal/spacer. If the seal leaks excessively, the middle window carries the pressurization load; this can cause structural deterioration.
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IMPINGING
SMOKE PATTERN
AIR SPACE
BREATHER HOLE
OUTER WINDOW
MIDDEL WINDOW
Figure 57
01-04-2010
Seal Leak Detection
Page 106
EDGE DAMAGE
No surface chips are allowed in the middle pane. Small, shell shaped, edge
chips no greater than 0.06 inch in the maximum dimension are permissible.
V-shaped edge chips shall be cause for removal of the middle pane.
Creep deformation is middle pane damage created by window clip against the
edge of pane. Deformation is permissible within the following limits: Without
noticeable surface discontinuity, surface or edge is slightly displaced, but a fingernail cannot detect a discontinuity. Noticeable discontinuity, but no evidence
of a vee notch crack, window should be reworked. Surface discontinuity and a
vee notch crack less than 0.05 inch inward from edge of pane, window should
also be reworked. If crack is greater than 0.05 inch from edge replace the window.
Crazing is defined as a series of small fissures perpendicular to the surface,
but not extending all the way through the pane. There are no surface breaks
visible with crazing and it is difficult to see unless the pane can be viewed from
an angle so that light is reflected off the fissure surface. Crazing is usually the
result of incorrect window installation, producing higher than acceptable stress
levels, or the application of unapproved fluids.
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INBOARD SURFACE OF
THE CENTER PANE
CENTER PANE EDGE

SURFACE
DAMAGE
CHIP LIMITS
VEE NOTCH CRACK

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

1-INCH RADIUS
BLEND OUT MINIMUM
0.06 INCH MAXIMUM

MEASURED FROM THE OUTER EDGE
CREEP DEFORMATION LIMITS
Figure 58
01-04-2010
Edge Damage
Page 108
WINDOW CONCAVITY
Concavity of outer pane is the loss of forming contour causing the pane to
move inward. In the event of extreme localized distortion and thickness variances, check for uneven surface contour and reduced optical quality. Replace
window with concavity of this type.
Gentle uniform concavity is not a reason in itself for window replacement. To
check for concavity place a straightedge across narrow width of pane. If a gap
exists between the straightedge and the center pane, the window is concave.
Windows prone to fogging are prone to uniform concavity. Check the seals for
leakage into window cavity between outer and middle pane, and check window
edges thoroughly for delamination. Replace the window if seals are known to
be leaking.
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Figure 59
01-04-2010
Window Concavity
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56-40
INSPECTION AND OBSERVATION
INSPECTION WINDOW
Purpose
The main gear down lock viewer provides a means for inflight visual inspection
of the main gear down lock indicators.
The nose gear down lock viewer permits inflight visual inspection of the nose
gear drag link locking components.
Location
The main gear down lock viewer window is located in the floor near the aisle of
the main cabin over the wheel well area. The nose gear viewer window and
cover are located in the flight compartment floor above the nose gear wheel
well.
S Main gear down lock viewer
- A plywood cover is taped to the floor panel to protect the viewer window.
The viewer consists of the window and two mirrors mounted in an aluminum alloy viewer tube assembly which is attached to the wing center
section pressure web structure.
S Nose gear down lock viewer
- The viewer cover is attached to the floor and is opened to expose the
viewer window. The viewer components are aligned so the field of vision
includes the nose gear lock space and the indicator.
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APU FIRE EXTINGUISHER

BOTTLE WINDOW
SEE
MAIN GEAR DOWNLOCK VIEWER
SEE
NOSE GEAR DOWNLOCK VIEWER

SEE
Figure 60
01-04-2010
Inspection Windows Location
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FLOOR PANEL
VIEWER COVER
WING CENTER SECTION

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

UPPER STRUCTURE
WINDOW
NOSE GEAR DOWNLOCK VIEWER

B
Figure 61
01-04-2010
Viewer and Observation Windows
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ATA 25
EQUIPMENT / FURNISHING
25-00
GENERAL
INTRODUCTION
Purpose
Equipment and furnishings provide for the comfort and convenience of passengers and crew members, for handling and stowing cargo, and for ensuring passenger and crew safety in an emergency.

Equipment and furnishings are located in the flight compartment and the passenger compartment. Cargo nets are around the door opening in each cargo
compartment to prevent cargo from blocking the doors. Emergency equipment
is throughout the airplane including slides on each door and escape straps.
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Figure 62
01-04-2010
Equipment and Furnishing
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25-10
FLIGHT COMPARTMENT
FLIGHT COMPARTMENT EQUIPMENT LOCATION

Purpose
The flight compartment provides stations for the captain, first officer, and observers.
The flight compartment is air conditioned, which is controlled separately from
the passenger cabin. The captains seat is on the left and the first officers seat
is on the right. Aft of the center console and forward of the flight compartment
entrance door is a first observer seat; the seat folds and stows behind the P6
panel. An optional second observers seat is fixed behind the captain between
the P18 panel and the first observers station.
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AFT
OVERHEAD
PANEL
FWD
OVERHEAD
PANEL
MAP LIGHT
DOME LIGHT
LIGHT SHIELD
CENTER PANEL
FORWARD
ELECTRONIC
PANEL
HAT HOLDER
(4 PLACES)
DOME/EMERGENCY LIGHT
COAT STOWAGE
LOAD CONTROL
CENTER - P6
LOAD CONTROL
CENTER - P18
FLASHLIGHT
FLASHLIGHT
AFT
ELECTRONIC FIRST
PANEL
OBSERVERS
SEAT RECESS
SECOND
OBSERVERS SEAT
SECOND
OBSERVERS
ASHTRAY
FIRST
OFFICERS
SEAT
CAPTAINS
SEAT
WIDE-ANGLE
OBSERVATION LENS
FIRST
OFFICERS
PANEL
CAPTAINS
PANEL
FWD
CONTROL STAND
(THREE MODULE WIDE)
Figure 63
01-04-2010
MIRROR
CONTROL
CABIN DOOR
RAIN REPELLANT
RESERVOIR
FIRE
EXTINGUISHER
FIRST OBSERVERS
SEAT (UNFOLDED CRASH
AXE
POSITION)
LUGGAGE
STOWAGE
PLACE
FWD
Control Cabin Equipment Location

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PILOTS SEAT
Purpose
The purpose of the pilots seat is to provide a safe and comfortable crew station for the captain and the first officer.
Location
The captains seat is on the left side of the flight compartment, and the first officers seat is on the right side.
The captains and first officers seats are opposite hand assemblies. The main
elements of each seat are the base, the seat bottom, the seat back, a support
linkage and safety harness.
A metal frame forms the main structure of the seat back. An improved back
and seat bottom cushion is fastened to the frame and a sheepskin cover 15
attached to the cushion. The seat back includes a dense, thick foam cushion,
and an inflatable lumbar support. Adjustment of the lumbar support is accomplished with the aid of an air valve on the inboard side of each seat, integral
with the seat back cushion. Three relief valves are provided to automatically
compensate for changes in cabin pressure.
The seat can be adjusted fore and aft, and up and down; the angles of the seat
back and bottom can also be independently varied. The adjustment control levers are on the inboard side of each seat.
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SHOULDER HARNESS
ARMREST
(STOWED)
SEAT BACK
LUMBAR SUPPORT
LUMBAR
SUPPORT
IN-OUT
CONTROL
HANDWHEEL
ARMREST HEIGHT
CONTROL KNOB
LAP BELT AND ROTARY BUCKLE
SEAT BACK
CUSHION
SEAT BOTTOM
CUSHION
INERTIA
REEL LOCK
ARMREST
(LOWERED)
CROTCH STRAP
FORE-AFT
CONTROL LEVER
ARMREST
(RAISED)
FWD
THIGH SUPPORT PAD

FORWARD LIFT ARM
THIGH SUPPORT
CONTROL HANDWHEEL
OUTBD
HEIGHT LOCKING
PLATE
SEAT PAN
LIFE VEST
STOWAGE
BOGIE UNIT
FLOOR TRACK
(4 LOCATIONS)
BASE
STRUCTURE
INBD
FWD
LOCK
BUTTON
BOOK
STOWAGE
VERTICAL
CONTROL
LEVER
CAPTAINS SEAT - FRONT VIEW

SEAT BACK RECLINE
CONTROL LEVER
(FIRST OFFICERS SEAT OPPOSITE)
LUMBAR SUPPORT
UP-DOWN CONTROL
HANDWHEEL
CAPTAINS SEAT - REAR VIEW
Figure 64
01-04-2010
Pilots Seat
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PILOTS SEAT REMOVAL & INSTALLATION

The pilots seats are mounted on floor tracks and adjust fore and aft.
Removal Procedure (Curved tracks):
- Remove the forward travel limit stops from the floor tracks.
- Actuate the fore-aft control lever.
- Move the seat forward until all of the bogie unit rollers are free from the
tracks.
- Release the fore-aft control lever.
Installation
Installation is the reverse of the removal. Align each bogie unit so the tapered
roller and adjustment nut face inboard.
Adjustment
Tapered rollers are adjusted after the seat is fully assembled and installed on
floor tracks. All operational checks should be accomplished with a person in the
seat (170 pounds, 77 Kg minimum weight). Seats should move freely without
racking or binding.
01-04-2010
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Figure 65
01-04-2010
Pilots Seat Removal & Installation

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OBSERVERS SEAT
First Observers Seat
The first observers seat is erected in the entryway in front of the control cabin
door. The right wall of the entryway has a recess into which the seat can be
folded. The seat must be folded to allow persons to enter or leave the control
cabin. The main elements of the seat are the bottom, the back, and the safety
harness.
The seat bottom is a cushion fastened to a metal framework. A hinge on the
right side fastens the seat bottom to the wall of the control cabin entryway.
There are two retractable pins on the left side of the seat bottom. The pins fit
into holes in a support bracket on the aft left control cabin bulkhead and hold
the seat bottom in its unfolded position. The seat bottom cushion is made of a
buoyant material and is certified as a flotation device.
The seat back is hinged to the seat bottom. When erected, the seat back must
be fastened to the sides of the doorway to provide rigidity to the seat assembly.
Before returning the seat to the recess in the entryway, the seat back must be
folded forward onto the seat bottom. bottom. The pins fit into holes in latch
plates on the left wall of the control cabin entryway, and thus hold the seat bottom in its unfolded position. The seat bottom cushion is made of a buoyant material and is certified as a flotation device. The seat back is hinged to the seat
bottom. The back must be folded onto the seat before the bottom is folded into
the recess in the entryway wall.
Second Observers Seat
The second observers seat is fixed to the aft compartment wall behind the
captains seat; the seat is adjacent to the P18 panel but recessed. The seat
bottom is adjustable, fore and aft, on tracks. The seat back has upper and
lower sections joined by straps. The sections are attached to the wall by Velcro
tape. A shoulder harness and lap belt are provided. The shoulder harness is
fixed.
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Figure 66
01-04-2010
Observers Seats
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25-20
PASSENGER COMPARTMENT
COMPONENT FUNCTIONAL DESCRIPTION

Passenger Compartment Purpose
The passenger compartment contains seats, floor coverings, sidewall and ceiling panels, provisions for equipment and luggage stowage, service units, and
emergency equipment for the comfort and convenience of the passengers.
Location
The passenger compartment is located between the aft end of the flight
compartment, at the forward end of the airplane, and the pressure bulkhead at
the aft end of the airplane.
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PASSENGER
SERVICE
UNITS
STOWAGE
BINS
SIDEWALL
PANEL
PASSENGER
WINDOW
CARPET
RISER
Figure 67
01-04-2010
Passenger Compartment
Page 125
PASSENGER COMPARTMENT SEATS

Passenger Seats
Passenger seats attach to tracks on the compartment floor. The tracks are
continuous extrusions with circular cutouts which receive the seat attachment
fittings and allow them to be positioned in 1-inch increments. The seats have
reclining backrests and lap belts. The actuating button for the seatback is on
the armrest. Most seats have tables, in the seatback, which fold down. The
seats are two and three unit assemblies. Seat cushions can be used as flotation devices.
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TABLE
EXTENDED
SEE
SEE
MUX
ATTACHMENT
SEAT BELT ATTACHMENT

B
TABLE
EXTENDED
SEAT TRACK
STUD
SEE
SEE
MUX
ATTACHMENT
SEAT TRACK
ANTI-RA TTLE
FITTING
DOUBLE SEAT
SEAT TRACK ATTACHMENTS

PASSENGER SEATS (RECARDO)
Figure 68
01-04-2010
Passenger Compartment Seats
Page 127
PASSENGER COMPARTMENT SEATS (CONT)

Attendant seat
An attendant seat is mounted on the aft wall structure of the forward lavatory.
One seat mounts on the forward side of each aft lavatory.
The seat bottom folds vertically when stowed. Each attendant seat has a shoulder harness and a lap belt. Flashlight and life vest stowage is in a compartment
below the seat bottom. The headrest can be used as a flotation device. A communication handset is installed adjacent to the headrest.
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HEAD REST
HEAD REST
BACK CUSHION
BACK CUSHION
DOUBLE
ATTENDANT
SEAT
SINGLE
ATTENDANT
SEAT
RETURN SPRING
(2 LOCATIONS)
RETURN SPRING
(2 LOCATIONS)
DOOR
DOOR
SCREW
(16 LOCATIONS)
DOUBLE ATTENDANTS SEAT
SINGLE ATTENDANTS SEAT
Figure 69
01-04-2010
SCREW
(16 LOCATIONS)
Attendant Seat
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SIDEWALL LININGS
S Sidewall Panels
- The sidewall panels are fire-resistant fiberglass-fabric covered. The exposed surface is scratchresistant and washable. The window lights fit
through a cutout near the top of the panel. Passenger window reveal assemblies mount in cutouts near the middle of each panel and are removable with the panel and seats in place. The majority of the panels are
2-bay 2-window; however, there are also 2bay 1window and 1-bay
and 1-window panels. The sidewall panels attach to structure with support brackets on each panel retainer along the vertical sides. Decorative
trim strips fit in grooves in the panel retainer and cover the fasteners.
The inboard edge of the panel slides into the air conditioning extrusion.
S Insulation
- Fiberglass insulation blankets with moisture impervious coverings are in
the sidewall. The blankets thermally and acoustically insulate the
compartment.
To remove the panel, pull the decorative strip down and out of each side of the
panel to be removed. Release the five fasteners on each side securing the
panel to the airplane structure. The panel can now be lifted to clear the bottom
retaining spring clips then pulled out and down to slip the top out of the channel
in the air conditioning extrusion. Disconnect all window light electrical connections.
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Figure 70
01-04-2010
Side Wall Linings
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WINDOW REVEAL ASSEMBLY

The window reveal assembly consists of the trim ring, shade, inner pane, and
reveal. It can be removed without removing the sidewall panel. Normally, there
are two window reveal assemblies per sidewall panel.
To remove the reveal assembly, insert latch release tool (3/32-inch (2 mm) rod)
downward into the hole on the bottom of the trim ring. Push down firmly to release the latch.
With the latch released, pull inboard on the bottom of the window reveal assembly until the bottom clears the sidewall panel. Pull window shade full down.
Lower the assembly enough to clear the two top securing stops from the sidewall panel.
To install the reveal, use the reverse procedure.
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Figure 71
01-04-2010
Window Reveal
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SIDEWALL RISER PANELS AND AIR GRILLES

S Carpet Riser Panel
- The riser panel is a nomex honeycomb-covered panel with the exposed
surface covered with carpet. The panel is secured to the airplane structure with two screws at each circumferential.
S Air Grilles
- Air grilles are located in the majority of the riser panels. They permit air
from the passenger compartment to circulate around the cargo compartments. The back of the air grille is covered with a screen to prevent lint
and debris from being drawn through into the space between the fuselage and the cargo compartment.
To remove the panel, remove the carpet to expose the screws. After removing
the screws, the panel is lifted slightly to clear the floor carpet. Pull the bottom
out and lower the panel to free it from the spring clips on the lower edge of the
sidewall panel. The panel is replaced in reverse order. The grille is removed by
two push-push fasteners.
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Figure 72
01-04-2010
Sidewall Riser Panels and Air Grills

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SCULPTURED CEILING PANELS

Sculptured panels line the ceiling over the passenger compartment aisles.
They have a scratch-resistant exposed surface. The panels pivot on releasable
hinge mechanisms on the two outboard corners. The inboard edge slides into
and is secured by a groove in the conditioned air outlet extrusion. A lanyard
connected between the airplane structure and the panel limits downward movement when opened. The panel can be removed by disconnecting the lanyard
and releasing the two hinges.
CEILING PANEL HINGE ASSEMBLY

S Lower/Raise Panel
- To lower the sculptured ceiling panels release the hinge by pressing
down on the release lever on each hinge assembly.
- The ceiling panel hinge-half can now be moved outboard in the slots in
the stowage bin hinge-half. This frees the inboard edge of the sculptured
ceiling panel from the groove in the air outlet extrusion. The inboard
edge can be lowered, and the outboard edge pivots on the ceiling panel
hinge-half. The restraining lanyard on the panel inboard side restricts
downward movement to prevent damage. Raising the panel is done in
reverse order.
S Panel Removal
- To remove the panel, it is necessary to lower the panel first. After the
panel is lowered, press down and hold the release lever. The ceiling
panel hinge-half can be drawn inboard and clear of the stowage bin
hinge-half. When both hinge-halves are clear, the panel can be removed.
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SCULPTURED
CEILING
PANEL
CEILING PANEL
HINGE-HALF
STOWAGE BIN
HINGE-HALF
CEILING PANEL OUTBOARD POSITION

A
AIR OUTLET
EXTRUSION
SEE
C
HINGE
(2 LOCATIONS)
SEE
A B
CEILING
PANEL
CEILING PANEL
HINGE-HALF
ADJUSTING
SCREW
RELEASE
LEVER
STOWAGE
BIN
STOWAGE BIN
HINGE-HALF
CEILING PANEL INBOARD POSITION
FULLY
LOWERED
POSITION
OVERHEAD
STOWAGE BIN
LANYARD
INBD
SECTION A-A
AIR OUTLET
EXTRUSION
SCULPTURED
CEILING PANEL
Figure 73
01-04-2010
0.50
IN. MIN
Sculptured Ceiling Panel Assembly

Page 137
PASSENGER SERVICE UNITS

Passenger service units (PSU) are above each passenger seat row. Each PSU
contains emergency oxygen equipment, speaker, reading lights, gasper air outlets, life vest stowage, and information signs.
The PSU panel assembly is hinged outboard and has a lanyard to limit the lowering distance when opened. The latches are on the inboard side and are released by inserting a small round rod through the two small holes in the panel
and pushing up on the latch. The speaker, information signs (NO SMOKING,
FASTEN SEAT BELT), life vest stowage, gasper air and reading light assemblies are all on one panel. The PSU can be positioned longitudinally in oneinch increments. PSUs are interchangeable only forward and aft, not from left
to right sides.
Individual reading lights are controlled by switches on the PSU. An attendant
call light and switch is located between the reading lights.
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OVERHEAD
STOWAGE BIN
SEE
GASPER AIR
OUTLET
OXYGEN DOOR
TEST STOP
ATTENDANT
CALL SWITCH
READING LIGHT
SWITCH
(3 PLACES)
LENS FOR
READING LIGHTS
SPEAKER
INSTALLED ON ALTERNATE UNITS

A
Figure 74
01-04-2010
Passenger Service Unit Installation

Page 139
Lufthansa Technica
OXYGEN HOSE
OVERHEAD
STOWAGE BIN
OXYGEN GENERATOR
GASPER AIR HOSE

LANYARD
LATCH RELEASE
ACCESS HOLES
AIR OUTLET
EXTRUSION
PSU SUPPORT
STRUCTURE
PSU
(LOWERED)
SPACER PANEL
SEE C
PSU
SEE A
CLAMP
WINGNUTS
CLAMP
PLUNGER
LATCH
AIR OUTLET
EXTRUSION
RETAINING
SPRING
A-A
Figure 75
01-04-2010
SPACER
PANEL
Passenger Service Units
Page 140
OVERHEAD STOWAGE COMPARTMENT

The overhead stowage compartments extend the length of the passenger
compartment above the seats. They vary in length and width depending on the
installation locations.
The compartments are secured to structure with turnbuckles. A diagonal turnbuckle prevents forward and aft movement. The bins are correctly positioned
with alignment pins.
The door is attached by hinges to the bin.
The latch handle, when pressed, rotates a torque tube that releases the latches
at both ends of the door. A mechanical actuator on each hinge assembly assists in door opening and maintains the door in the open position.
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Figure 76
01-04-2010
Overhead Stowage Compartments

Page 142
Lufthansa Technica
OVERHEAD STOWAGE COMPARTMENTS (CONT)

S Removal
- Remove ceiling panel(s) mounted on stowage compartment.
- Remove fluorescent light and disconnect electrical connector. Remove
PSU and spacer panels to access lower turnbuckles.
- Remove fasteners on outboard side of bullnose, remove emergency
aisle light and zone temperature sensor if installed and remove bullnose.
Remove alignment pins between adjacent stowage bins.
- Remove bolts to disconnect turnbuckles at lower, outboard side of stowage bin.
- Support stowage bin and remove bolts to disconnect upper turnbuckles.
Remove overhead stowage bin.
S Installation
- Position overhead stowage bin between adjacent stowage bins or structure
- and install alignment pin(s).
- Install each turnbuckle.
- Adjust turnbuckles to support stowage bins weight while maintaining
alignment with adjacent stowage bins.
- Install ceiling panel(s).
- Install fluorescent light if required.
- Attach inboard edge of bullnose to extrusion.
- Install emergency aisle light or zone temperature sensor as required.
- Raise bullnose and install fasteners.
- Install PSU and spacer panels.
01-04-2010
Page 143
Lufthansa Technica
Figure 77
01-04-2010
Overhead Stowage Compartment Removal/Installation

Page 144
Lufthansa Technica
25-30
BUFFET / GALLEY
GALLEY LOCATIONS AND IDENTIFICATION

Purpose
The purpose of the galleys is to provide food and beverage preparation facilities.
Location
The number and location of the galleys is determined by the customer. There
are seven possible locations.
01-04-2010
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Lufthansa Technica
GALLEY
1
NO. 4
HEADER AND
CURTAIN TRACK
AFT
LAVATORY
SERVICE
(REF)
DOOR
GALLEY
NO. 3
AFT ENTRY DOOR

GALLEY
NO. 6
HEADER AND
CURTAIN TRACK
FORWARD
SERVICE
DOOR
GALLEY NO. 7
GALLEY
GALLEY
NO. 2
1
NO. 1
Figure 78
01-04-2010
NOT ON ALL AIRPLANES
Galley Location
Page 146
GALLEY INSTALLATION
S Structure Attachments
- Each galley is attached to the airplane structure with four plunger-type
floor attachments. The recesses are filled with grease to waterproof the
connections. The grease, MIL-C-11796, Class 3, is liquified by heating it
to 65_C (15O_F); it is then poured into the recess and allowed to solidify.
The gasket and cover are installed to complete the installation.
- At the top of the galley, a tie rod assembly is attached to galley structure
and to a ceiling attachment fitting. An access plate in the upper compartment of the galley allows access to the tie rod assembly.
S Galley Utilities
- Water and electrical power are supplied to some galley units. The connections to the potable water system and electrical power system are in
the top of the galley unit.
Lufthansa Technica
01-04-2010
Page 147
Lufthansa Technica
Figure 79
01-04-2010
Galley Installation
Page 148
Lufthansa Technica
GALLEY SERVICE POWER (CONFIG. 1)

Power
Three-phase, 115 volt, 400 Hertz, ac power is supplied to galley units for
ovens, coffee makers, or other electrically powered units.
Control
The control switch for galley electrical power, located on the P-5 panel, provides a ground for the galley power relays. 28 volts dc for the relays comes
from opposite generator control units. Loss of either generator will automatically cause a loss of power to all galleys.
01-04-2010
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Lufthansa Technica
Figure 80
01-04-2010
Galley Service Power (Config.1)
Page 150
Lufthansa Technica
GALLEY SERVICE POWER (CONFIG. 2)

Power
Three-phase, 115 volt ac power from the number 1 and 2 generator busses
operates the galley units. The number 1 and 2 generator busses are powered
by the engine driven generators, the APU, or external power.
Control
The galley switch on the P5 panel controls electrical power to the galleys. In
order to preserve power for critical systems, all galley power will be lost automatically if a generator bus loses power. Also, all galley power will be lost if the
total electrical load on the APU exceeds the maximum.
Operation
The galley switch provides power to energize the galley power relay which provides electrical grounds for relays R61 and R62. The galley relays will be energized if the appropriate engine generator breaker (EGB), APU generator
breaker (APU GB), or external power contactor (EPC) is closed. When R61
and R62 are energized, the galleys are connected to the respective generator
busses.
The galley powered by one generator bus is enabled by the control devices of
the other generator bus. The loss of either generator bus causes a loss of
power to all galleys. For example, if the number 1 generator fails, power will no
longer be available to the forward galley even though galley relay R61 remains
energized. At the same time, EGB 1 will open, de-energize galley relay R62,
and remove power from the aft galley. If the APU is turned on and connected to
number 1 generator bus, the forward galley will be powered. Also, APU GB1
will close, energize galley relay R62, and allow the number 2 generator to
power the aft galley.
The galley load shed sensor module senses the phase current generated by
the APU. If the current in any phase exceeds 162 amps, switch S1 will be energized. The higher the current, the faster S1 will be energized. When switch S1
is energized, current through the galley switch solenoid on the P5 panel will
exceed 0.8 amps and turn the galley switch OFF.
01-04-2010
Page 151
Lufthansa Technica
Figure 81
01-04-2010
Galley Service Power (Config.2)
Page 152
Lufthansa Technica
25-40
LAVATORIES
LAVATORIY EQUIPMENT
Purpose
The lavatories provide sanitary facilities on the airplane.
Location
Lavatories are located in the forward and aft ends of the passenger compartment.
Each lavatory contains a toilet, wash basin, mirror, and all the necessary vanity
items and disposal units. Ventilation is provided through the service unit. Air
exhausts through overboard vents in each lavatory. Structure in the lavatory
area is painted with a protective coating to prevent corrosion. Water is supplied
from the potable water system.
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Lufthansa Technica
AFT
LAVATORIES
DOME LIGHT
SMOKE DETECTOR
SEE A
FLUORESCENT
LIGHT
PAPER
CUPS
CLEANING
TISSUE
MIRROR
PAPER
TOWELS
SPEAKER
DISPENSER
PANEL
OXYGEN BOX
BAR SOAP
ASHTRAY
CALL PANEL
FORWARD
LAVATORY
TOILET
FLUSH
SWITCH
TOILET
SEAT
BUMPER
FAUCET
TOILET
BACK
SHROUD
WASH BASIN
SEAT
COVERS
TOILET
PAPER
TOILET
AIRSICK BAGS AND SANITARY
NAPKINS ON INSIDE OF
HINGED COVER
INBD
FWD
ROTATED
180
SINK CABINET
AFT LH LAVATORY COMPARTMENT

(EQUIPMENT SIMILAR IN OTHER LAVATORIES)
A
Figure 82
01-04-2010
Lavatory Location and Identification

Page 154
Lufthansa Technica
25-50
CARGO COMPARTMENTS
CARGO COMPARTMENTS
Purpose
The lower cargo compartments provide space for carrying luggage, freight,
equipment, and cargo.
Location
The cargo compartments are located below the passenger compartment. One
compartment is forward of the center wing section, and the other is aft of the
main wheel well.
The forward compartment volume is 425 cubic feet and the aft compartment
volume is 643 cubic feet. The compartments are pressurized class D (smother
type) compartments for fire protection. Any fire starting in the compartment will
consume the oxygen and extinguish itself.
An inward-opening door is in the right side wall of each compartment. The forward compartment has an access panel in the ceiling through which the
compartment can be entered from the passenger cabin. Access is also possible through the E & E compartment by removing the bulkhead blowout panel.
There is no airflow through the cargo compartments during flight. Airflow goes
around the compartments in the space between the fuselage and the compartment lining.
A pressure equalization valve is located in the aft bulkhead of each compartment. The valves allow air flow into or out of the compartments to keep the
compartment pressure the same as cabin pressure.
Each compartment has blowout panels. The blowout panels are pushed out of
their supports by a differential pressure of 1.0 psi. Air can then flow into or out
of the compartment at a greater rate than the pressure equalization valves
would allow.
01-04-2010
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Lufthansa Technica
FORWARD CARGO
COMPARTMENT
AFT CARGO
COMPARTMENT
ACCESS DOOR
SEE A
BULKHEAD
BLOWOUT PANEL
SEE C
CARGO
DOOR
CEILING BLOWOUT PANELS

FORWARD CARGO
COMPARTMENT
CARGO
DOOR
PRESSURE
EQUALIZATION
VALVE
OUTWARD
OPENING
VALVE
INWARD
OPENING
VALVE
PRESSURE EQUALIZATION VALVE
SEE
B
AFT CARGO
COMPARTMENT
PRESSURE
EQUALIZATION
VALVE
SEE B
NUTPLATE
BULKHEAD BLOWOUT PANEL
ACCESS
PANEL
SUPPORT
CHANNEL
CEILING
C
RUBBER
SEAL
DEPRESSOR
STRIP
CAP STRIP
INBD
COMPARTMENT ACCESS PANEL

A
Figure 83
01-04-2010
Cargo Compartments
Page 156
CARGO NET
A cargo net suspended across the compartment prevents cargo from shifting
when the airplane is in flight.
One-inch wide fabric straps form the webbing. Quick-release tie-down fasteners are sewed to the strap ends in some places on the outboard edges of the
nets. Other strap ends have snap latches or buckles.
The webbing is attached to anchor-plates on the sidewalls and loop fittings on
the ceilings.
Lufthansa Technica
01-04-2010
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Lufthansa Technica
CARGO COMPARTMENT
WEBBING (EXAMPLE)
SEE A
SOLID CLOTH
PANEL 1
CEILING LOOP FITTING

(3 LOCATIONS)
ADJUSTABLE TIEDOWN
(3 LOCATIONS)
ADJUSTABLE
QUICK-RELEASE
FASTENER
(4 LOCATIONS)
TIEDOWN
FITTING
SEE C
TYPICAL
WEBBING NET
SOLID CLOTH
PANEL
FWD
INBD
CENTER NET
CLOTH PANEL ON FORWARD SIDE OF

WEBBING ON SOME INSTALLATIONS
CUTOUT
CARGO COMPARTMENT WEBBING

(WITHOUT STANCHION) (EXAMPLE)
A
Figure 84
01-04-2010
Cargo Nets
Page 158
Lufthansa Technica
25-60
EMERGENCY
EMERGENCY EQUIPMENT
Purpose
The emergency equipment provides a means for the flight attendants to assist
passengers and passengers to assist themselves in the event of an emergency.
Location
Escape slides are located on each entry and service door.
Escape straps in the overhead above the captains and first officers seats.
An optional escape strap may be installed at the overwing escape hatch.
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Lufthansa Technica
DOOR - MOUNTED
ESCAPE SLIDE
ASSEMBLIES
PASSENGER
COMPARTMENT
ESCAPE STRAPS
DOOR - MOUNTED
ESCAPE SLIDE
ASSEMBLIES
CONTROL CABIN
ESCAPE STRAP
Figure 85
01-04-2010
Emergency Equipment
Page 160
ESCAPE STRAP
Control Cabin Escape Straps
An escape strap is stowed in panel receptacles above the captains and first
officers seats. The fixed end of the strap is anchored to overhead structure.
Access to the strap is gained by unlatching the receptacle cover.
Egress is through the No. 2 sliding windows.
Lufthansa Technica
01-04-2010
Page 161
Lufthansa Technica
CONTROL CABIN
ESCAPE LANYARD
ASSEMBLY
SEE A
ANCHOR
LANYARD
LATCH
COVER
CONTROL CABIN ESCAPE LANYARD ASSEMBLY

A
Figure 86
01-04-2010
Escape Strap Location
Page 162
Lufthansa Technica
DOOR MOUNTED ESCAPE SLIDES

Purpose
The escape slides provide a means of emergency egress from the airplane.
The slides can also be separated from the airplane and used as flotation devices.
Location
An escape slide is mounted on each entry and service door.
Each escape slide assembly consists of an escape slide package, an escape
slide compartment, and two floor brackets. The escape slide package is
stowed in the escape slide compartment which is fastened to the lower inboard
face of each entry and service door. The floor brackets are located at the forward and aft ends of the doorways, inboard of the door sill.
The escape slide package consists of an escape slide, a detachable girt, girt
bar, gas cylinder, and valise. The gas cylinder contains high pressure gas for
inflating the slide. The valise holds the slide in the stowed position, and opens
to deploy the slide.
Operation
For automatic escape slide deployment, the slide must be placed in the operation readiness mode by securing the girt bar in the floor brackets. When the
door is opened, tension on the girt and latch cable will cause the cover latch to
separate, allowing the escape slide compartment to open and the slide to
deploy. Inflation by the gas cylinder and aspirator is triggered by tension on the
inflation cable secured to the girt bar and the gas cylinder discharge valve.
One end of a detachable fabric girt is attached to the slide with the opposite
end attached to the girt bar. Removing the parachute-type pin causes the slide
to separate from the airplane. The slide can be used as a flotation device.
01-04-2010
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Lufthansa Technica
Figure 87
01-04-2010
Door Mounted Escape Slide
Page 164
ESCAPE SLIDE MAINTENANCE PRACTICES

To ensure that the slide is ready for use, check the pressure gage reading at
regular intervals as required by each airlines operating procedures. The temperature compensating pressure gage needle should be within, or not more
than one needle width above, the green band.
Although the slide will be usable following inflation with the bottle pressure at
the minimum safe level, it is recommended that the pressure should be no less
than 3000 psig (at 21_C, 70_F) for initial installation of the slide on the airplane, and that the bottle be recharged before the pressure drops below the
minimum safe level.
Lufthansa Technica
01-04-2010
Page 165
Lufthansa Technica
PRESSURE GAGE
SEE
A
PRESSURE GAGE
SEE
A
VALVE/
REGULATOR
SAFETY
PIN
1
AIR BOTTLE
INFLATION
CABLE
AIR BOTTLE
VALVE/REGULATOR
SAFETY PIN
1
INFLATION
CABLE
GAGE NEEDLE
AFT DOOR
FORWARD DOOR
GREEN BAND (GO)
RED BAND (NO GO)
THE PIN MUST BE REMOVED BEFORE

THE ESCAPE SLIDE CAN OPERATE
TEMPERATURE COORDINATED PRESSURE GAGE FACE

(EXAMPLE)
A
Figure 88
01-04-2010
Escape Slide Maintenance Practices

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