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7.  Spring Assist Torque Tube
A.  A spring-loaded torque tube assembly (Detail F, Fig. 1) is mounted in the right side of the door frame. The upper and lower hinge arms (Detail F) have a smooth oval cross-section which mates with a hole in the hinge arm. The upper spigot is connected to the torque tube by the upper spring attachment nut and bolt. The lower spigot is splined to the lower end of the torque tube. Three springs are mounted on the torque tube . The upper and lower springs are connected to the structure and torque tube to assist the initial 60 degrees of door closing from the door "stowed open" position. The center spring is connected to the torque tube and the structure to assist the door opening from the "door cocked" position to the balanced position, which is approximately 60 degrees from the door "stowed" open position. Spring-loaded retainers support seals at the upper and lower spigots to prevent pressurization losses.
8.  Door Lining and Insulation
A.  The entry door panels are decorative linings made of vinyl-aluminum laminate with an insulation blanket cemented to the outboard side of each panel. The entry door has an upper panel and a lower panel. The inboard window is removable without removing the panel.
538 
Aug 15/73  BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.  52-11-0 Page 7 

9.  Operation
A.  The door is opened from the airplane interior by rotating the inside handle counterclockwise (figure 2). 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 from the latches, allowing the door to move inward. When the door moves inward, the proximity switch is closed in the door warning circuit and the door warning light is illuminated. Refer to 52-71-0. The latch rods also operate the control rods attached to the upper and lower gates, causing these to fold inward and push the stop rods away from their stops. Further rotation of the handle to its ful1 travel of 180 degrees allows the cam plate to transmit angular movement to the cocking crank assembly. The cocking crank operates the pushrod connected to the torque tube crank. Movement of the pushrod is resisted by the torque tube, causing the door to rotate on the hinge arms and pivot about the torque tube axis. This motion is due to the change in relative positions of the hinge arm and guide arm at the upper hinge, and the hinge arm and snubber at the lower hinge. Tracking of the door is controlled by the guide arm roller in the roller guide plates. As the door rotates to the cocked position, (figure 2, step 3), the guide arm and snubber deflect the upper and lower hinge flaps inward on their hinges. The door is swung through the opening by means of the assist handle. The outward lateral travel of the hinge arm transmits motion through the radius link to the guide arm which in turn causes the door to rotate, in an outward direction, about the pivot axis of the torque tube. The inside handle on the door automatically rotates approximately 45 degrees clockwise during final movement of the door to the open latched position, (figure 2, step 6). This is due to the change in relative position of the hinge arms, guide arm and snubber, passing beyond 180 degrees from the door cocked position and causing the door to counter- rotate and operate the cocking crank and cam plate in reverse. When the door is approximately parallel with the airplane exterior, the stop pin contacts the stop plate and prevents further movement of the door. The door is latched in the open position by the latch pin engaging the latch pin hole. 
520 
52-11-0 Page 8  BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details.  May 15/73 

500  Entry Door Operation from Inside Airplane 
Apr 15/66  Figure 2  52-11-0 
Page 9 
BOEING PROPRIETARY - Copyright . - Unpublished Work - See title page for details. 

B.  The door is opened from the airplane exterior by holding the outside handle with both hands and pulling outward to clear the handle recess panel (figure 3, step 1). This compresses the handle seating spring and engages the handle sleeve splines with the splines on the handle shaft. Rotating the handle 180° clockwise operates the door mechanism as described in paragraph 9.A., bringing the door into the cocked position. The handle is then returned into the recess. The centering cam on the handle sleeve ensures that the handle is centered in the recess. The door is swung through the opening until the stop is contacted, and is latched in the open position by the latch pin engaging the latch pin hole (figure 3, step 4).
C.  The door is closed from the airplane interior by depressing door open stowing latch lever which releases the latch pin. The door is swung through the door opening by means of the assist handle, and is permitted to "fall" into the opening until stopped by the door snubber. When the stop pin contacts the stop plate, the door is in the cocked position. As the door is swung around from the latched open position, the inside handle automatically moves counterclockwise to the fully open position, as described in paragraph 9.A. Rotating the inside handle 180° clockwise operates the door mechanism in the reverse direction to that described in paragraph 9.A., and brings the door into the center of the door opening. he door centering roller engages with the centering track and guides the door into the center of the door opening, allowing the latch rollers to engage with the latches. Rotation of the latch rods operates the upper and lower gate control rods and unfolds the gates outward. The action of the latch rollers in the latches pulls the door into the door opening, compresses the seal around the edge of the door and opens the door warning proximity switch. Refer to Section 52-71-0.
　
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