Boeing 737-200/-300 Air Conditioning Write-Ups

By
Jim Davidson, President
Davidson Engineering Resources, Inc., Tucson, AZ
Phone (520) 977-9824
Fax (520) 232-3660

-------------------------------May 2006------------------------------Part 1: Boeing 737-200/-300 Air Conditioning System: Description and Troubleshooting

This figure shows the Boeing 737-300 Air Conditioning component locations withing the airframe

The figure above indicates the airflow in the Boeing 737-300.

Preface:
This write up is the first in a series that address the Boeing 737-200/-300 Air Conditioning System. The
author has experienced about 6 years of the day-to-day line maintenance operations as well as
supporting 737 heavy maintenance functions for a major airline. The major daily focus was on the
reliability and performance improvements of the 200 or so 737-200/-300/-400 aircraft ATA 21 systems.
In addition the author has approximately 6 years design experience of Cabin Pressure Systems for a
major aircraft component vendor, with primary emphasis on the older pneumatically controlled
systems.
Troubleshooting these ATA 21 systems, with the large number of valves, control systems, and system
interrelationships were at first, overwhelming. Daily exposure to the ATA 21 system faults (those
morning maintenance calls were murder sometimes!), the effective solutions, the experience gained
from the aircraft maintainers and the continuous study of the ATA 21 system interrelationships
eventually morphed into a basic knowledge of the systems and what to expect from them over time.
The author also has 10 years experience as a consultant FAA DER with both Part 23 and Part 25
delegations in air conditioning and pneumatics, and electrical systems and equipment. Although
certification issues of aircraft modifications and certification issues related to the design of the ATA 21
systems will not be addressed in these write ups, it will given time, appear at a later date, and be the
topic of another set of write-ups.
My hope is that these write ups, describing the ATA 21 systems and providing a few personal
experiences, will benefit readers and add to your existing body of knowledge of the ATA 21 systems.
This first set of write ups address the Boeing 737-200/-300 Air Conditioning Systems.

This figure is a high-level schematic representation of the Boeing 737-300 Air Conditioning System.
NOTE: These write ups are not to be used for aircraft maintenance! Only approved maintenance
documents are to be used for aircraft maintenance. The information provided is only for reference and
for your academic purposes. Perform all aircraft maintenance per the approved and current aircraft
AMM.
Even though an aircraft maintainer may have performed maintenance on the 737 ATA 21 systems for
years, and could probably do many of the maintenance functions blindfolded, it is always good form
and required that you have up to date maintenance documents at arms reach while performing
maintenance actions. Safety, knowledge, attention to detail, and self-checking are and need to be, the
norm.
I sincerely hope you enjoy these write ups and can take away a bit of knowledge form them. Here we
go

This is the Air Conditioning Control Panel. It is located on the P5 Overhead, just right of centerline.
Air Conditioning System Overview:

This figure shows the systems that will be discussed - except the Temperature control System.
There are four major systems that make up the air conditioning / cabin pressurization system on the
Boeing 737-200/-300 aircraft. They are designed to work together to perform the function of providing
conditioned (proper temperature and humidity) air to the aircraft.
Another system, not discussed in the write up, is the Cabin Pressurization Control System (CPCS). The
CPCS is designed to function in concert with the Air Conditioning system to provide the cabin
pressurization required for high altitude flight and passenger safety. The CPCS will be the topic of
another write up. The main Air Conditioning Systems are:
Air Cycle System:
The air cycle system functions by using air from either the engines or the Auxiliary Power Unit (APU).
Airflow from the engines, as bleed air, or APU to the Air Cycle Machine (ACM or Pack) is controlled by
various Engine Bleed valves and System Control Valves. The bleed airflow is modulated by Pack Flow
Control Valves, and the air is thermally adjusted by means of air-to-air heat exchangers and Mix Valves.

This is the Air Cycle Machine - There is a compressor on one side and a turbine on the other.
A pair of thermal sensors, thermocouple devices, (390 F Compressor Outlet Temperature, 210 F
Turbine Inlet Temperature) located within the Pack ducting monitors specific temperatures and provides
signals to shutdown the pack if system temperatures exceed specified limits.
Ram Air System:
The Ram Air System consists of Ram Air Control System. Low and forward of the wing root on each side
of the aircraft there are Ram Air Inlets with Ram Air Inlet Doors. The doors modulate between fully open
and some percentage closed based on a specified temperature feedback to the Controllers. The Ram Air
Inlet and Door configuration is designed to provide specific levels of cooling ambient air (ram air) into
the ram air side of the bleed air to the Primary and Secondary heat exchangers.

This is one view of the Ram Air linkages. the system has many more components which will be
addressed in following sections.
The inlet and doors are also designed to minimize the drag penalty on the aircraft at cruise altitudes and
speeds. The Ram Air Doors are controlled by a Ram Air Actuator, and a Ram Air Door Controller. When
the aircraft is on the ground, or in flight with flaps extended, such as during takeoff and landing, there is
not enough ram air available to provide the necessary bleed air cooling across the heat exchangers.
During this aircraft configuration, a Turbofan is operated that pulls air through the ram air side of the
bleed air heat exchangers. The Turbofan is actuated by a Turbofan Control Valve.
35 F System:
The 35 F System is a closed loop control system that maintains the ACM output airflow, down stream of
the Water Separator, at approximately 35 F and with low levels of humidity. The thermodynamic
properties of rapidly expanding gasses (air) result in a reduction of the gas temperature. The reduction
in temperature from the expanding air can be well below zero for a given set of thermodynamic
conditions.

In the 737-200/-300 Pack System, the air expanded from a properly operating ACM turbine is normally
below 32 F and does contain a certain amount of entrained water (humidity). At 32 F or below the
entrained water may freeze and clog the Water Separator. On an MD-80 flight during the initial descent
phase, the author heard marbles rolling in the passenger overhead ducting. Most likely this was the
result of frozen pellets of water due to a faulty air conditioning system.

This figure shows the 35 Degree System interfaces as well as several of the sensors that are discussed
in following sections.
This will result in a severe reduction in cabin inflow or the excess water can create fog or rain in the
plane. The 35 F System mixes warm air with the cold air from the ACM turbine outlet air as a function
of the 35F control system set point temperature. The amount of the additional warm air introduced

into the cold air stream in the Water Separator is controlled via the 35 F Controller, Sensor and Valve.
Temperature Control System:
The Temperature Control System senses, by various thermal sensors, and controls the temperature
within the aircraft cabin based on the flight crew aircraft cabin temperature settings. The conditioned air
exiting a properly operating Water Separator is at approximately 35 and with a relatively low humidity.
In this state the air is not adequate for introduction into the passenger cabin. Further temperature
adjustments are required and the Temperature Control System components accomplish the task.

This is a figure of the Temperature Control Panel, located on th P5 overhead, just above the Air
Conditioning Control Panel.
There are temperature sensors located at various locations in the air distribution ducting, 140 F Duct
Limiter, 190 F High Duct Limiter, 250 F Thermal Switch, a Thermal Anticipator, and a Cabin and Cockpit
Temperature Sensors. All these sensors provide temperature information to the Cabin Temperature
Controller which then provides drive signals to the Mix Valve or, in the event of excessive temperatures,
cease the ACM operation.
Overview Conclusion:

The interaction of the four main systems described briefly above provides thermodynamically adjusted
air for passenger comfort. In the event any one or a combination of the above systems fails to perform
or becomes unstable, the intended function of the Temperature Control System is reduced and the air
thermodynamic properties are adversely affected. Problems resulting from an improperly operating air
conditioning system range from excessive humidity in the cabin (rain in the plane or fog), excessively low
or high cabin temperatures, and/or a reduction in cabin inflow.
It should be noted that the reduction in cabin inflow can also adversely affect the performance of the
Cabin Pressurization System that may result such anomalies as loss of pressurization. Again, the CPCS
will be discussed in another write up.
The authors experience with troubleshooting the Boeing 737-200/-300 air conditioning is that once the
individual systems and their interrelationships with each other are fully understood, problems can be
identified quickly and maintenance actions taken in time to prevent worsening problems (again, those
morning maintenance calls referencing Delays and Cancellations were just a killer) . The author has seen
more than a few aircraft that are Rogue aircraft, they just keep having problems each day. Each night
the maintenance crews try something different to solve the problem and the air conditioning system
just keeps on acting up. A great deal of cost and time can be expended in the process of nightly
troubleshooting and shot-gun maintenance procedures. Of course, the author fully understands the
pressure to get the aircraft fixed and back in revenue flight condition. Knowledge of the systems and
their interrelationships go a long way to preventing Rogue aircraft.
The approach to this paper is to go through each system and detail the operation of each system
component, and then look at how a failure or combination of failures affects the air conditioning system
as well as the other systems.
Quick Checks for Systems Interactions:
Supply Air:
On the 737-200 if engine bleed pressure follows throttle movements without hesitation prior to the
8th stage bleed valve switch over point from the 5th stage bleed valve, the area of interest is the engine
bleed air system. More on the JT8 engine bleed valve configuration later.
On the 737-300 if at approximately 33 PSI duct pressure, as displayed on the Duct Pressure Indicator
(dual needle display) there should be a slight drop in duct pressure during the transition from the 9th
stage bleed to the 5th stage bleed source. More on the CFM-56 engine bleed valve configuration later.
Air conditioning pack flow can be determined by Auxiliary Power Unit (APU) Exhaust Gas Temperature
(EGT) drop procedure will be detailed later.

 If the Turbo Fan runs when it is not supposed to, inspect the Air Conditioning Pack Valve closed limit
switch for proper operation.
Ram Air:
Ram air doors and ram air exit louvers are full open on the ground. Any position less than full open
indicates a Ram Air System problem.
Due to the location of the ram air inlets on the 737, on the lower portion of the fuselage, check for
debris in the inlets. These inlets are like vacuums and will suck up paper, baggage tags, and even your
hat. The author has even seen one heat exchanger with a very unlucky bird plastered on the ram air inlet
side of the heat exchanger. You guessed it, the aircraft had air conditioning problems, but that bird had
even bigger problems!
The operation of the ram air doors is accomplished by a cabling system, so check for correct cable
tension of the actuation cables.
In flight the ram air door Open light should not illuminate. If this occurs there is a problem with the
ram air inlet door actuation system.
The 230 F sensor located in the ACM compressor inlet ducting, is used for the actuation of the ram air
doors. The sensor only comes into play when the aircraft is in flight. Proper sensor operation is required
for proper ram air door operation.
Air Cycle Cooling System:
A faulty 390 F ACM compressor inlet temperature sensor may be the cause for the illumination of the
Pack Trip annunciation during flight. When the 230 F sensor is in the closed position, the Pack Trip
annunciation will not illuminate. A ground check of the operation of the 230 F sensor will assist with
troubleshooting the occurrence of an in flight Pack Trip annunciator illumination. Similar checking of the
210 F turbine inlet and 250 F supply duct temperature sensors for proper operation will also assist
with troubleshooting.
If a Pack Trip annunciator illumination occurs right after switching a pack to the operational condition,
the removal of the 390 F sensor connector and then the 210 F sensor connector for a brief time. This
will simulate an Open sensor and will determine which sensor is faulty (faulted in the closed position).
Remove each connector only long enough for the annunciator to extinguish, because leaving the
connector off of each will result in a system overheat condition eventually. The same procedure can be
used with the 250 F supply duct temperature sensor connector to assist with the troubleshooting.
While performing the connector removal procedures, have someone monitor the duct temperature
indicator to verify that an overheat condition does not exist.

 The duct temperature should read 43 F or less, but higher than 32 F when the system is commanded
to full cold.
35 F System:
If the aircraft cabin does not cool, or if there is excessive humidity (fog or liquid water coming from the
passenger gaspers), the primary system to trouble shoot is the 35 F system. The author had the unique
opportunity to sit in Row 7 of the Fokker 100 air craft and experience first hand the rain in the plane
syndrome. No amount of peanut napkins would keep me dry, but being a non-rev, I had to just sit there
and enjoy the experience. So, the problems addressed in this write up can and do occur on non-Boeing
aircraft. This system is a closed loop system designed to control the air temperature exiting the water
separator to a temperature of 35 F. Troubleshooting methods are discussed later in the write up.
Temperature Control:
If the cabin will not cool in manual or automatic control modes, the primary system to troubleshoot is
the temperature control system. Troubleshooting methods are discussed later in the write up.
737-200 and -300 Air Conditioning System Sensors and Switches Brief Description
The following are brief descriptions of the sensors and switches used in the air conditioning system to
monitor and provide feedback to control systems.
A. Compressor Discharge Temperature Sensor
Temperature Set Point: 390 F (198.9 C)
Function: Pack Trip Function
Location: Air Cycle Machine (ACM) Compressor Scroll
B. Pack Cooling Temperature Limit Switch (2)
Temperature Set Point: 230 F (110.0 C)
Function: Drives Ram Air Door Full Open
Location: Inlet to Secondary Heat Exchanger
C. Turbine Inlet Overheat Switch (2)
Temperature Set Point: 210 F (98.9 C)
Function: Pack Trip Function
Location: Inlet to Air Cycle Machine (ACM) Turbine
D. Duct Anticipator Sensor (2) (4)
Temperature Set Point: NA
Function: Automatic Control of Mix Valve (Senses Rate of Temperature Change)

 Location: Main Distribution Manifold

E. Duct Limit Sensor (2) (5)
Temperature Set Point: 140 F(60.0 C)
Function: Limit Automatic control of Mix Valve to Cancel Heat Demand if Duct Temperature Raises
Location: Main Distribution Manifold
F. Duct Overheat Switch (2) (6)
Temperature Set Point: 190 F(87.8 C)
Function: Duct Overheat
Location: Main Distribution Manifold
G. Duct Overheat Switch (2) (7)
Temperature Set Point: 250 F(121.1 C)
Function: Pack Trip Protection for Duct in the Event of a Mix Valve Failure
Location: Main Distribution Manifold
H. Supply Duct Temperature Bulb (1)
Temperature Set Point: 35 F to 200 F (1.7 C to 93.3 C)
Function: Information to Air Temperature Indicator
Location: Main Distribution Manifold, Right Side
I. Control Cabin Temperature Sensor (1)
Temperature Set Point: NA, Values Vary
Function: Automatic control of Mix Valve
Location: Left Side of Control Cabin Bulkhead
J. Passenger Cabin Temperature Sensor (1)
Temperature Set Point: NA, Values Vary
Function: Automatic Control of Mix Valve
Location: Passenger Cabin, Left Side in the Overhead Storage Bull Nose
K. Passenger Cabin Temperature Bulb (1)
Temperature Set Point: NA, Values Vary
Function: Information to Air Temperature Indicator
Location: passenger Cabin, Right Side in the Overhead Storage Bull Nose
Notes:
Pack Trip Function
(1) Pack Valve Closes

(2) Trip Annunciator ON

(3) Mix Valve Full Closed
Duct Overheat
(1) Duct Annunciator ON
(2) Mix Valve Full Closed (Must be reset)
On 737-300 Aircraft
(4), (5), (6), & (7) are
Located in Cabin Overhead
Duct, Right Side
ADDITIONAL FIGURES WILL BE ADDED SOON!