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is because the latching roller rocker stays on the high cam.
DOORS - PASSENGER/CREW - HANDLE MECHANISM
EFFECTIVITY
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BOEING PROPRIETARY - Copyright#- Unpublished Work - See title page for details.
737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
52-10-00-003
The initial turn of the cam plate in the open direction does not
turn the cocking roller rocker because it stays on the low cam.
As the cam continues to turn, it causes the cocking roller rocker
to rise to the high cam. This turns the roller rocker and the
cocking crank to which it is splined. A cocking crank pushrod
transmits this motion to the door torque tube. This causes the
door to move to the cocked open position.
When the door is in the cocked open position, the cam is at the
end of its travel. More force on the handle produces no more
motion. From this point, you push the door manually through the
door frame with the assist handles.
When the cam turns in the door closed direction, the linkages
work the same, but in reverse sequence:
* Door moves from the cocked open position to the closed
position
* Door gates unfold and the door latches engage.
The stop rods on the door gates are not part of the door gate
drive mechanism. The stop rods support the gates against their
pressure loads.
Operational Displays
A proximity sensor for the door warning system is on an upper
door latch track. When the door is not secure (not latched), the
sensor causes the P5 FWD ENTRY door warning light to come
on.
Training Information Point
The force on the control handle to open and close the door is
not large. If a large force is necessary, there is a fault with the
door or the procedure.
If the door does not close and latch easily, there may be a
clearance problem. Make sure the door-to-frame area is clear.
An incorrectly stowed escape slide girt strap may be caught
between the door and the frame.
If the airplane is pressurized, a properly rigged door will not
unlatch. This is because the door gates must open against
cabin pressure during door unlatch. Pressure on the door gates
has a mechanical advantage and prevents this.
From the cocked position, push the door through the door frame
with the assist handles. Do not use the control handle to push or
pull the door through the door frame. This puts too much stress
on the door hub.
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EFFECTIVITY
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737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
52-10-00-003
DOORS - PASSENGER/CREW - HANDLE MECHANISM
DOORS - PASSENGER/CREW - HANDLE MECHANISM
EFFECTIVITY
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737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
52-10-00-003
THIS PAGE IS INTENTIONALLY LEFT BLANK
DOORS - PASSENGER/CREW - HANDLE MECHANISM
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737-600/700/800/900 AIRCRAFT MAINTENANCE MANUAL
Purpose
The door guide aligns the aft edge of the door when it swings
closed.
When the airplane is unpressurized, the door latches hold the
door closed.
When the airplane is pressurized, the door stop fittings transmit
the pressure loads from the door to the door frame.
Location
The door guide, latch, and stop fittings are on the door edges
and the door frame.
Door Guide - General Description
The door guide mechanism has these two parts:
* A guide pin on the aft door edge
* A guide track on the door aft frame
The guide track is a fairlead for the guide pin. It indexes the aft
edge of the door when it closes. This aligns the door latches
and stop pins with their door frame fittings.
Door Latches - General Description
There are four door latch mechanisms. Each door latch
mechanism has these two parts:
* A roller latch on the door
* A latch track on the door frame.
When you turn the door handle, the door roller latches turn by
the latch torque tubes. When the door is closed and latched, the
door latches mate with latch track fittings in the door frame.
The door latches are overcenter devices. They do these things:
* Compress the door seals
* Hold the door closed (on an unpressurized airplane)
* One latch operates the door warning sensor.
On a pressurized airplane, the pressure load causes the door to
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