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C. The various loads on the fuselage are due to combinations of flight, static, landing and pressure loads. Basically, the fuselage resembles a hollow tubular beam supported approximately at the center by the wing. This condition applies an overall bending load, to which may be added torsion applied by various flight maneuvers, and which is further complicated by pressurization loads acting on the whole body shell between stations 178 and 1016. 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 interrupts the lower half of the basically tublar 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.
D. The pressure wall over the center wing box area is formed by the upper surface of the wing itself, which also supports logitudinal cabin floor beams. A keel beam across the main landing gear wheel well connects the fuselage frames at stations 664 and 727. Over this area, the floor structure is plated and reinforced to form the pressure wall. A wing to fuselage connection exists by means of two six-flanged chords running between body stations 540 and 664, at buttock line 70.85 along the upper edges of the wing. The fuselage skin attaches to the upper flange of the six-flanged extrusions while the other five flanges are connections for the wing boxes to the center wing box. Main landing gear loads, other than those borne by the wing, are transmitted to the fuselage structure by the inboard ends of the landing gear support beams which are connected to fuselage structure at body station 706. All openings in the fuselage shell, such as those for doors and windows, are reinforced locally to maintain proper distribution of loads around the openings. The whole fuselage structure is designed on the fail-safe principle which provides alternate load paths to ensure that the entire fuselage is not jeopardized by the failure of any one member.
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BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
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737-300/400/500MAINTENANCE MANUAL
E. The fuselage is manufactured in four body sections, connected by production breaks or manufacturing breaks to form a complete integral structure. The forward three sections form the pressurized shell of the fuselage, and encloses all the passenger, crew, and cargo accommodations.
(1)
Section 41 consists of that section of the fuselage between its extreme forward end and body station 360. Above the floor this section of the fuselage includes the control cabin, the forward entry door, and the forward galley door. Below the floor are the nose landing gear wheel well, a lower nose compartment external access door, the forward airstairs and the electronic compartment. A bulkhead at body station 178 forms the forward pressure bulkhead of the whole fuselage, forward of which the nose radome is a nonstructural fairing. The frame at body station 360 is the production joint at which this section is attached to the second body section.
(2)
Section 43 is that part of the fuselage between body stations 360 and 540. Above the floor it encloses the forward half of the passenger cabin. Below the floor it encloses the forward cargo compartment whose door is on the lower right side of the fuselage.
(3)
Section 46 is that part of the fuselage between body station 540 and the rear pressure bulkhead at station 1016. The bulkhead at body station 540 is the joint at which this section is attached to section 43. Above the floor, section 46 encloses the aft half of the passenger cabin, including emergency exit hatches, the aft entry door, and the aft galley door. Below the floor it includes the cavity for the center wing box, the main landing gear wheel well and the aft cargo compartment, whose door is on the lower right side of the fuselage.
(4)
Section 48 is not pressurized and extends aft from the rear pressure bulkhead at body station 1016. On top of section 48, at stations 1016 and 1088, the vertical fin attaches to four fittings, two front and two rear. A tail cone extends aft from station 1156. A compartment with fireproof walls in the lower part of the section, below the horizontal stabilizer, allows installation of the APU (Fig. 2). The right rear torque box is sealed and sound-proofed to act as the APU air inlet duct. The horizontal stabilizer center section truss has its hinge joints by means of fittings attached to the bulkhead at station 1156. The front part of the center section truss protrudes through a cutout in the bulkhead at station 1088 and is moved up and down by a jackscrew unit fastened to the forward side of the station 1088 bulkhead. The left and right outboard sections of the horizontal stabilizer are cantilevered from the center section truss by means of fittings at the front and rear spars. An access and blowout door 3701 is located on the left side. Refer to Chapter 52, Doors, for maintenance practices regarding this door.
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