Professional Documents
Culture Documents
1. GENERAL
¡ Conditioned air comes from either the aircraft air-conditioning system or a preconditioned ground
source. (engines, APU, ground cart)
¡ Air from the preconditioned ground source enters the air-conditioning system through the mix
manifold. The air-conditioning system provides temperature controlled air by processing bleed air
from the engines, APU or a pneumatic ground source through two air-conditioning packs.
¡ Conditioned air from the left pack flows directly to the cockpit. Excess air from the left pack, air from
the right pack and air from the recirculation system is mixed in the mix manifold. The mixed air is
then distributed to the passenger cabin.
¡ Recirculation Fan(s) control the recirculation system which maintains proper ventilation while
economizing the use of bleed air. It collects air from the aircraft cabin, filters it and returns it to the
mix manifold to be mixed with fresh conditioned air supplied by the packs.
737-300/-500
¡ Pack control is provided by the two temperature selectors and cabin temperature sensors.
¡ Pack temperature control is unbalanced. The Control Cabin (cockpit) Temperature Selector controls
the pack outlet temperature of the left pack.
¡ The Passenger Cabin Temperature Selector and Cabin Temperature Sensor control the pack outlet
temperature of the right pack. Since excess air from the left pack is mixed with the air from the right
pack in the mix manifold, changing the pack outlet temperature of the left pack (via the Control Cabin
Temperature Selector) will also change the outlet temperature of the right pack to obtain the same
temperature demand for the passenger cabin.
737-400/-800/-900
¡ Pack temperature control is balanced. The outlet temperature of both packs is normally controlled at
the same temperature by two electronic controllers.
¡ The pack outlet temperature is determined by the zone that requires the most cooling (Control Cabin,
Forward Cabin or Aft Cabin).
¡ A three-zone trim air system provides individual zone temperature control by adding high temperature
air from the pneumatic system to those zones that have a higher temperature demand than the pack
outlet temperature. Any trim air failure will cause the packs to revert to independent operation.
¡ Only in case of failure of the trim air system, pack temperature control will become unbalanced.
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Electronic Controllers
¡ Control is performed by two electronic controllers, the left and right electronic controller which have
the following functions:
¡ The flow of bleed air from the main pneumatic duct through each air conditioning pack is controlled
by the respective pack valve.
¡ The left and right packs are completely independent. (Left pack supplies 20% to cockpit & 80 % to
mix manifold while Right pack supplies 100 % to manifold â smoke into the cockpit has a great
chance to come from the Left pack)
¡ Cabin altitude can be maintained with only one pack operating.
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¡ Normally the left pack uses bleed air from engine no. 1 and the right pack uses bleed air from
engine no. 2.
¡ The output of the packs is combined in the mix manifold.
Cooling Cycle
¡ The flow through the cooling cycle starts by passing through a primary heat exchanger. Air flows to
the compressor of an air cycle machine where the air is compressed and temperature increased.
Next, the air circulates through a secondary heat exchanger for additional cooling.
¡ The airflow then passes through the turbine of the air cycle machine where it is cooled by expansion.
The cold air flows to a water separator which removes moisture that has condensed out of the air by
operation of the air cycle machine. The moisture extracted from the air is injected in the ram air duct
to aid in cooling the heat exchangers.
¡ To prevent icing in the water separator, a temperature sensor signals the water separator anti-ice
valve to provide some warming air automatically.
¡ The processed cold air is then combined with hot air in the mixing chamber. The conditioned air
flows into the mix manifold and distribution system.
¡ Overheat protection is provided by temperature sensors located in the air cycle machine. An
overheat condition in the compressor outlet duct or turbine inlet duct causes the pack valve to close
and the PACK TRIP OFF Light to illuminate.
Airflow Control
¡ With both Air Conditioning Pack Switches in AUTO and both packs operating, the packs provide
"normal air flow". However, with one pack valve closed, the other pack automatically switches to
"high flow" in order to maintain the necessary ventilation rate. This automatic switching is inhibited
on ground, or in flight with the flaps extended, to insure adequate engine power for single engine
operation.
¡ If both Engine Bleed Air Switches are OFF and the APU Bleed Air Switch is ON, the working pack is
fixed in "high flow".
¡ High flow mode can be manually selected by positioning the Pack Switch to HIGH.
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¡ The flow of bleed air from the main pneumatic duct to each air conditioning pack is controlled by the
respective pack valve. The packs are independent and normally operate in parallel. Normally, the
left pack uses bleed air from Engine No. 1 and the right pack uses bleed air from Engine No. 2. The
output of the packs is combined in the mix manifold. (Left pack supplies 20% to cockpit & 80 % to mix
manifold while Right pack supplies 100 % to manifold â smoke into the cockpit has a great chance
to come from the Left pack)
¡ Cabin altitude can be maintained with only one pack operating.
¡ Two pack operation from a single engine bleed air source is not recommended due to excessive
bleed requirements.
Cooling Cycle
¡ Flow through the cooling cycle begins as bleed air passes through the primary heat exchanger. Air is
then routed to the compressor section of the air cycle machine where as it is compressed the
temperature increases. Next the air circulates through a secondary heat exchanger for additional
cooling. The air then passes through a high pressure water separator where air is dehumidified. The
moisture extracted from the air is injected into the ram air duct to aid in cooling the heat exchangers.
The air then passes through the turbine section of the air cycle machine, where final cooling by
expansion occurs.
¡ To prevent icing in the water separator, a temperature sensor signals the electronic controllers to
increase the Air Cycle Machine turbine outlet temperature.
¡ The processed cold air is then combined with hot air which has bypassed the air cycle machine
through the pack temperature control valve. This conditioned air then flows back through the high
pressure water separator and into the mix manifold and distribution system.
¡ Overheat protection is provided by temperature sensors located in the air cycle machine and pack
outlet. An overheat condition in the compressor outlet duct, turbine inlet duct, or pack discharge
outlet will cause the PACK Light to illuminate and the pack valve to close resulting in a pack
shutdown.
Airflow Control
¡ With both Air Conditioning Pack Switches in AUTO and both packs operating, the packs provide,
normal air flow. However, with one pack valve closed, the other pack automatically switches to "high
flow" in order to maintain the necessary ventilation rate. This automatic switching is inhibited on
ground, or in flight with the flaps extended, to insure adequate engine power for single engine
operation.
¡ Automatic switching also occurs if both Engine Bleed Air Switches are OFF and the APU Bleed Air
Switch is ON, since the working pack is then fixed in "high flow". High flow mode can be manually
selected by positioning the Pack Switch to HIGH.
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¡ The ram air system is used to provide cooling for the heat exchangers in the air conditioning system.
Operation of the system is automatic.
¡ During flight, the ram air modulating system automatically regulates airflow through the system. A
temperature sensor in the air cycle machine (ACM) compressor discharge duct commands, (737-
300/-500) a ram air controller (737-400/-800/-900) the left and right electronic controllers, which
controls airflow through the system.
¡ The controller modulates the mechanically linked ram door and (737-300/-400/-500) exhaust louvers
to maintain the required cooling airflow across the heat exchangers. In normal cruise, the ram doors
modulate between open and closed.
¡ On ground, or in flight with the flaps not up, the ram door will move to the full open position for
maximum cooling. The RAM DOOR FULL OPEN Light illuminates whenever the ram door is fully
open.
737-300/-400
¡ A turbofan is located in each ram air exit duct just upstream of the exit louvers. It augments the ram
airflow on ground or in flight with the flaps not retracted.
¡ The fan operates pneumatically using bleed air. It is activated electrically, when the pack is on, by
the air-ground safety sensor or flap limit switch.
737-600/-700/-800/-900
¡ A turbofan, mechanically driven by the air cycle machine, augments the ram airflow.
Deflector Door
¡ A deflector door is installed forward of the ram air inlet doors to prevent debris ingestion prior to liftoff
and after touchdown.
¡ The deflector door extends electrically when air-ground safety logic is in the ground mode.
¡ Conditioned air is collected in the mix manifold. The temperature of the air is directly related to the
setting of the Temperature Selectors.
Cockpit
¡ Since the cockpit requires only a fraction of the air supply provided by the left pack, most of the left
pack output is routed to the mix manifold.
¡ Conditioned air for the cockpit branches into several risers which end at the floor, ceiling and foot
level outlets. There are air diffusers on the floor under each seat. They cannot be controlled and air
flows continuously as long as the manifold is pressurized.
¡ Overhead diff users are located on the cockpit ceiling, above and aft of the no.3 windows. Each of
these outlets can be opened or closed as desired by turning a slotted adjusting screw.
¡ There is also a dual purpose valve behind the rudder pedal of each pilot. These valves provide air
for warming the pilot's feet and for defogging the inside of the no. 1 windshields. Each valve is
controlled by knobs located on the Captain's and First Officer's panel.
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Passenger Cabin
¡ The passenger cabin supply distribution system consists of the mix manifold, sidewall risers, and an
overhead distribution duct.
¡ Sidewall risers go up the right and left wall of the passenger cabin to supply air to the overhead
distribution duct. The overhead distribution duct routes conditioned air to the passenger cabin. It
extends from the forward to the aft end of the ceiling along the aircraft centerline and also supplies
the sidewall diffusers.
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7. EQUIPMENT COOLING
¡ EFIS equipment, circuit breaker panels in the cockpit and electronic equipment in the E & E
compartment are cooled by the equipment cooling system. Warm air from the equipment is routed to
the forward cargo compartment or dumped overboard.
¡ Flight Instrument panels and circuit breaker panels in the cockpit and electronic equipment in the E &
E compartment are cooled by the equipment cooling system. Warm air from the equipment is ducted
away by an AC powered exhaust fan.
¡ On ground, or with the cabin differential pressure less than 1.0 psi, the exhaust fan air is routed
through a flow control valve (737-300/-400/-500) or overboard exhaust valve (737-600/-700/-800/-
900) and dumped overboard at the bottom of the aircraft.
¡ With increasing airflow at greater cabin differential pressures, the flow control valve closes. Warm air
from the electronic equipment is then diffused around the forward cargo compartment.
¡ Failure of an equipment cooling fan illuminates the respective Equipment Cooling OFF Light.
Selecting the alternate fan should restore airflow and extinguish the OFF Light.
¡ The supply fan draws cool air from the passenger cabin and furnishes it to the Flight Instrument
panels. The exhaust fan draws air from the Flight Instrument panels, CB panels and E & E
compartment. Additional thermal switches are located in the E & E compartment.
¡ If an overtemperature occurs on ground or if the equipment cooling fails, alerting is provided through
the crew call horn in the nose wheel well.
¡ Normal power = Main Bus No.1 / Alternate power = Main Bus No.2 (if APU is INOP or you try to taxi-
in on 1 engine without APU, you will get the lights & horn !
For B737s NG, if the EQUIP COOLING SUPPLY OFF light illuminates during flight indicating a
subsequent failure of the remaining associated fan, continued flight > 30 minutes can result in a loss of
Captain's Display Units & the Lower Center Display Unit.
if the EQUIP COOLING EXHAUST OFF light illuminates during flight indicating a subsequent failure of
the remaining associated fan, continued flight > 30 minutes can result in a loss of F/O's Display Units &
the Upper Center Display Unit.
8. PRESSURIZATION
¡ The aircraft is pressurized by bleed air supplied to and distributed by the air conditioning system.
Pressurization and ventilation are controlled by varying the opening of outflow valves. A proportional
relationship is maintained between ambient and cabin pressure in climb or descent, and a maximum
differential is normally maintained in cruise.
¡ Cabin pressurization is controlled by regulating the discharge of conditioned air through the outflow
valves.
¡ Pressurization control is provided by the Electronic Cabin Pressure Controller which controls the
main outflow valve. The main outflow valve controls the air flow out of the airplane fuselage & it is
actuated :
- 737-300/400 : by an AC or a DC motor
- 737-600/700/800/900 : by 3 DC motors. (all use the same actuator mechanism)
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9. PRESSURIZATION OUTFLOW
737-300/-400/-500
¡ Cabin air outflow is controlled by the main outflow valve, the forward outflow valve, and the flow
control valve. During pressurized flight, the flow control valve is closed, and the majority of the
overboard exhaust is through the main outflow valve. Passenger cabin air is drawn through foot level
grills, down around the aft cargo compartment, where it provides heating, and is discharged
overboard through the main outflow valve. A small amount is also exhausted through the toilet and
galley vents, miscellaneous fixed vents, and by seal leakage.
¡ The flow control valve opens to exhaust the cooling air from the E & E compartment overboard during
ground operation, unpressurized flight, and pressurized flight below a cabin differential pressure of
approximately 1.0 psi.
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¡ When the flow control valve closes, air is directed around the forward cargo compartment liner for
inflight heating.
¡ The forward outflow valve is the overboard discharge exit for air circulated around the forward cargo
compartment (located approximately under first cabin window on Left side of the aircraft). The valve
is closed whenever the recirculation fan is operating. You can "refresh" the aircraft (for example with
Full PAX load) by placing R pack to HI (RECIRC fan is then turned OFF & the forward outflow valve is
opened adding more fresh air…)
¡ On 737-400 aircraft, the valve is closed whenever the right recirculation fan is operating.
737-600/-700/-800/-900
¡ Cabin air outflow is controlled by the main outflow valve and the overboard exhaust valve. During
pressurized flight, the overboard exhaust valve is closed, and the majority of the overboard exhaust is
through the main outflow valve. Passenger cabin air is drawn through foot level grills, down around
the aft cargo compartment, where it provides heating, and is discharged overboard through the main
outflow valve. A small amount is also exhausted through the toilet and galley vents, miscellaneous
fixed vents, and by seal leakage.
¡ On ground and in flight with low differential pressure, the overboard exhaust valve is open and warm
air from the E & E bay is discharged overboard. In flight, at higher cabin differential pressure, the
overboard exhaust valve is normally closed and exhaust air is diffused to the lining of the forward
cargo compartment. However, the overboard exhaust valve remains open if both pack switches are
in high and the recirculation fan is off. This allows for increased ventilation in the smoke removal
configuration as there is no forward outflow valve installed.
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If the Flight Altitude Indicator is changed or the Flight Altitude Selector is depressed during climb, the
automatic cabin abort capability to the original take-off field elevation will be lost.
¡ During isobaric cruise, minor excursions from flight altitude may cause the pressure differential to go
as high as 7.90 psid to maintain a constant cabin altitude.
¡ Beginning descent, approximately 1 000 feet below cruise altitude (.25 psid), a descent relay trips,
scheduling the cabin to begin a proportional descent to the selected LAND ALT. The controller
programs the cabin to land slightly pressurized (.1 psid), so that rapid changes in altitude during
approach result in minimum cabin pressure changes.
¡ Taxiing in, the controller drives the main outflow valve slowly to full open when the FLT/GRD Switch
is positioned to GRD, thereby depressurizing the cabin. Having the main outflow valve full open also
prevents the equipment cooling exhaust fan from depressurizing the aircraft to a negative pressure.
¡ An amber AUTO FAIL Light illuminates if any one of three conditions occur :
- Loss of AUTO AC power.
- Excessive rate of cabin pressure change (exceeding 1800 sea level feet/minute).
- High cabin altitude (exceeding 13,875 feet).
With illumination of the AUTO FAIL Light, the pressure controller automatically changes to the
STANDBY mode; however, the Pressurization Mode Selector remains in AUTO. Positioning the
Mode Selector to STBY extinguishes the light.
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¡ Take-off airport altitude (actually cabin altitude) is fed into the auto controllers at all times on ground.
¡ The air/ground safety sensor and engine N1 (from the Stall Management Computer) are inputs for the
controllers. On ground and at lower power settings, the cabin is depressurized by driving the outflow
valve to the full open position.
¡ The cabin begins to pressurize on the ground at higher power settings. The controller modulates the
outflow valve toward close, slightly pressurizing the cabin. This ground pressurization of the cabin
makes the transition to pressurized flight more gradual for the passengers and crew, and also gives
the system better response to ground effect pressure changes during take-off.
¡ In flight, the auto controller maintains a proportional pressure differential between aircraft and cabin
altitude. By increasing the altitude at a rate proportional to the aircraft climb rate, cabin altitude
change is held to the minimum rate required.
¡ An amber OFF SCHED DESCENT light illuminates if the aircraft begins to descend without having
reached the preset cruise altitude; for example, a flight aborted in climb and returning to the take-off
airport. The controller programs the cabin to land at the take-off field elevation without further pilot
inputs. If the FLT ALT indicator is changed, the automatic return to the original take-off field elevation
is lost.
¡ The cruise mode is activated when the aircraft climbs to within 0.25 psid of the selected FLT ALT.
During cruise, the controller maintains a pressure differential of 8.35 psid (above 37,000 feet), 7.80
psid (between 28,000 or 37,000 feet) or 7.45 psid (less than 28,000 feet). Deviations from flight
altitude may cause the pressure differential to go as high as 8.45 psid to maintain a constant cabin
altitude.
¡ The descent mode is activated when the aircraft descends 0.25 psi below the selected FLT ALT. The
cabin begins a proportional descent to slightly below the selected LAND ALT.
¡ The controller programs the cabin to land slightly pressurized so that rapid changes in altitude during
approach result in minimum cabin pressure changes.
¡ While taxiing in, the controller drives the outflow valve slowly to full open to depressurize the cabin.
¡ An amber AUTO FAIL Light illuminates if any of the following conditions occur :
- Loss of DC power.
- Controller fault in the operational controller.
- Excessive rate of cabin pressure change (exceeding 2000 sea level feet/minute).
- High cabin altitude (exceeding 15,800 feet).
¡ With illumination of the AUTO FAIL light, pressurization control automatically transfers to the other
auto controller (ALTN mode).
¡ Moving the pressurization mode selector to the ALTN position extinguishes the AUTO FAIL light,
however the ALTN light remains illuminated.
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RECIRCULATION FAN SWITCH (737-300/-500)
¡ AUTO :
- Fan is ON, except with both packs ON & 1 or both in HIGH
- 1 pack HIGH or AUTO = fan ON
- Both packs OFF or AUTO = fan ON
- Both packs ON & 1 or both HIGH = fan OFF
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On ground :
- Left pack will run except when both packs are operating in high flow.
- The right fan will continue to run when both packs are operating in high flow
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¡ HIGH :
- Pack regulates to high flow.
¡ OFF :
- Pack is OFF.
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EQUIPMENT COOLING
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