Air Systems R 01

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737-300/400

AIR SYSTEMS

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737-300/400 Pneumatic Schematic

No. 1 engine

The No. 1 engine supplies

either 5th or 9th stage bleed air

to the pneumatic manifold.

Bleed air from the 5th stage is

normally utilized, while 9th

stage bleed air is utilized when

the engine rpm is low.

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air


4/120



The engine anti-ice plumbing is

prior to the engine bleed valve.

Therefore, engine anti-ice is

available regardless of the

position of the bleed valve

(open or closed).

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice


5/120



The left BLEED TRIP OFF light

illuminates whenever the No. 1

engine pressure or temperature

exceeds a predetermined limit,

which in turn will automatically

close the bleed valve.

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T


6/120



The pre-cooler temp sensor

measures the temperature of

the bleed air. If needed, it will

send an electrical signal to

open the pre-cooler valve

which then allows fan air to

cool the bleed air.

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor


7/120Previous NextStart OverPT. METRO BATAVIADirectorate of Operational Version 1.0Main Menu Quit Slide 7 of 120


Bleed air is required to start an

engine. This air may originate

from the APU, a ground source,

or the other engine.

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve




Bleed air from the No. 1 engine

is normally utilized for left wing

anti-ice. If bleed air from the

No. 1 engine is not available,

bleed air from the No. 2 engine

may be utilized if the isolation

valve is open.

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct

pressure Isolation valve

To left wing

anti-ice




Pneumatic pressure for both

A and B hydraulic

reservoirs may be taken from

the left side of the pneumatic

manifold.

To hydraulicreservoir

(A & B)

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

To starter

Start valve

PLeft duct


To left wing

anti-ice

T

Pre-cooler

temp sensor




APU bleed air enters the

pneumatic manifold on the left

side of the isolation valve.

APU

bleed

valve

APU

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct



(A & B)

To left wing

anti-ice




Bleed air to the left Pressure

and Air Conditioning Kit

(PACK) normally originates

from the No. 1 engine. If the

No. 1 engine bleed air is not

available, APU bleed air may be

utilized.

Left PACK

Left

PACK

valve

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU


(A & B)

To left wing

anti-ice


12/120Previous NextStart OverPT. METRO BATAVIA

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The air cycle machine (inside the PACK

bay) consists of a compressor and a

turbine. Its function is to assist in

cooling the bleed air. A temperature

sensor measures bleed air exiting the

compressor and a temperature sensor

measures bleed air entering the turbine.

Either one of these sensors will illuminate

the PACK TRIP OFF light if the

predetermined temperature is exceeded.

Left PACK

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve


(A & B)

To left wing

anti-ice

T T





Ram air is also utilized to cool

the bleed air. This is done via

two heat exchangers located in

the PACK bay. When

necessary, the turbofan helps

draw ram air into the system.

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve


(A & B)

To left wing

anti-ice





The turbofan operates utilizing

bleed air.

Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve


(A & B)

To left wing

anti-ice




As the conditioned air exits the

left PACK, it then enters the air

mix manifold where it

combines with conditioned air

from the right PACK. The air

then travels into the cabin via

the left and right sidewall

risers.

Air Mix Manifold

To cabin

(left sidewall riser)

TSupplyduct temp

To cabin

(right sidewall riser)

Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve


(A & B)

To left wing

anti-ice

ColdHot

Water

separator

Air mix

valves




Some of the conditioned air

from the left PACK is routed to

the flight deck. In this

plumbing there are two

temperature sensors: one for

the PACK TRIP OFF light and

one for the

DUCT OVERHEAT light.

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

To left wing

anti-ice




The recirculation fan (RECIRCFAN) draws air from a shroud

above the forward cargo

compartment and directs it

back into the air mix manifold.

From there it is recirculated

back into the cabin

From shroud above

forward cargo

compartment

Recirc

fan

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

To left wing

anti-ice




The ground air conditioninghose is connected directly to

the air mix manifold, where it is

then routed to the cabin via the

sidewall risers. Air from this

hose is not processed by either

PACK.

Ground air conditioning

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

From shroud above

forward cargo

compartment

Recirc

fan

To left wing

anti-ice




The potable water tank has acapacity of approximately 20

U.S. gallons and is pressurized

from the left side of the

pneumatic manifold.

Towatertank

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

From shroud above

forward cargo

compartment

Recirc

fan


To left wing

anti-ice


20/120



The No. 2 engine supplieseither 5th or 9th stage bleed air

to the pneumatic manifold.

Bleed air from the 5th stage is

normally utilized, while 9th

stage bleed air is utilized when

the engine rpm is low.

No. 2 engine

5th stage air

Bleed

valve

9th stage

air

9th stage

modulating

and shutoff

valve

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

From shroud above

forward cargo

compartment

Recirc

fan


To left wing

anti-ice

Towatertank

3 300/400 P i S h i


21/120



The engine anti-ice plumbing isprior to the engine bleed valve.

Therefore, engine anti-ice is

available regardless of the

position of the bleed valve

(open or closed).

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

From shroud above

forward cargo

compartment

Recirc

fan


No. 2 engine

5th stage air

Bleed

valve

9th stage

air

9th stage

modulating

and shutoff

valve

Towatertank

To left wing

anti-ice

To cowl

anti-ice

737 300/400 P ti S h ti


22/120



The right BLEED TRIP OFFlight illuminates whenever the

No. 2 engine pressure or

temperature exceeds a

predetermined limit, which in

turn will automatically close

the bleed valve.

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

From shroud above

forward cargo

compartment

Recirc

fan


No. 2 engine

5th stage air

Bleed

valve

9th stage

air

9th stage

modulating

and shutoff

valve

To cowl

anti-ice

Towatertank

To left wing

anti-ice

T P

737 300/400 P ti S h ti


23/120



Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

From shroud above

forward cargo

compartment

Recirc

fan


No. 2 engine

5th stage air

Bleed

valve

9th stage

air

9th stage

modulating

and shutoff

valve

To cowl

anti-ice

T PTo

watertank

To left wing

anti-ice

The pre-cooler temp sensormeasures the temperature of

the bleed air. If needed, it will

send an electrical signal to

open the pre-cooler valve

which then allows fan air to

cool the bleed air.

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

737 300/400 P ti S h ti


24/120



Bleed air is required to start anengine. This air may originate

from the APU, a ground source,

or the other engine.

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

From shroud above

forward cargo

compartment

Recirc

fan


No. 2 engine

5th stage air

Bleed

valve

9th stage

air

9th stage

modulating

and shutoff

valve

To cowl

anti-ice

T P

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

Towatertank

To left wing

anti-ice

To starter

Start valve

737 300/400 P ti S h ti


25/120



Bleed air from the No. 2 engineis normally utilized for right

wing anti-ice. If bleed air from

the No. 2 engine is not

available, bleed air from the No.

1 engine may be utilized if the

isolation valve is open.

P

Right duct

pressure

To right wing

anti-ice

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

From shroud above

forward cargo

compartment

Recirc

fan


No. 2 engine

5th stage air

Bleed

valve

9th stage

air

9th stage

modulating

and shutoff

valve

To cowl

anti-ice

T P

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

Towatertank

To left wing

anti-ice

737 300/400 P ti S h ti


26/120



Pneumatic pressure for bothA and B hydraulic

reservoirs may be taken from

the right side of the pneumatic

manifold.


(A & B)

P

Right duct

pressure

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

From shroud above

forward cargo

compartment

Recirc

fan


No. 2 engine

5th stage air

Bleed

valve

9th stage

air

9th stage

modulating

and shutoff

valve

To cowl

anti-ice

T P

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

Towatertank

To left wing

anti-iceTo right wing

anti-ice

737 300/400 Pneumatic Schematic


27/120



Bleed air to the right PACKnormally originates from the

No. 2 engine. If the No. 2

engine bleed air is not

available, APU bleed air may be

utilized if the isolation valve is

open.

Right PACK

Right

PACK

valve

P

Right duct

pressure

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

From shroud above

forward cargo

compartment

Recirc

fan


No. 2 engine

5th stage air

Bleed

valve

9th stage

air

9th stage

modulating

and shutoff

valve

To cowl

anti-ice

T P

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve


(A & B)

Towatertank

To left wing


anti-ice

737 300/400 Pneumatic Schematic


28/120



The air cycle machine (inside thePACK bay) consists of a compressor

and a turbine. Its function is to assist

in cooling the bleed air. A temperature

sensor measures bleed air exiting the

compressor and a temperature sensor

measures bleed air entering the

turbine. Either one of these sensors

will illuminate the PACK TRIP OFF

light if the predetermined temperature

is exceeded.

P

Right duct

pressure

Riser to flight

deck

T

T

Air Mix Manifold

To cabin


TSupplyduct temp

To cabin


Turbofan

valve

Deflector door

Ram air inlet

Ram air inlet door

Ram air

exhaust louvers

Turbofan

Left PACK

T T

No. 1 engine

5th stage air

Bleed

valve

9th stage

modulating

and shutoff

valve

9th stage

air

To cowl

anti-ice

P T

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve

PLeft duct


APU

bleed

valve

APU

Left

PACK

valve

ColdHot

Water

separator

Air mix

valves


(A & B)

From shroud above

forward cargo

compartment

Recirc

fan


No. 2 engine

5th stage air

Bleed

valve

9th stage

air

9th stage

modulating

and shutoff

valve

To cowl

anti-ice

T P

Overboard

Pre-cooler

Pre-cooler

(fan air)

T

Pre-cooler

temp sensor

To starter

Start valve


(A & B)

Right PACK

Right

PACK

valve

Towatertank

To left wing


anti-ice

T T


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Bleed Air/400 and Air Conditioning

Controls and Indicators

Forward Overhead Panel


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Bleed Air and Air Conditioning

Controls and IndicatorsDUAL BLEED Light:

Illuminated

Indicates that the potential of back-pressuring the

APU exists.

The following scenarios will result in illumination

of the DUAL BLEED light:

No. 1 engine bleed air switch ON and APU bleed

air valve open.

No. 2 engine bleed air switch ON, APU bleed air

valve open, and isolation valve open.


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Controls and IndicatorsRAM DOOR FULL OPEN lights:

Illuminated

Respective ram air inlet door is in the full-open

position.

See picture of

left ram air inlet door

See picture of

right ram air inlet door
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Controls and IndicatorsRECIRC FAN Switch:

AUTO

The recirculation fan is signaled to operate. The

recirculation fan will not operate if both PACKs

are operating and either PACK switch is

positioned to HIGH.

OFF

The recirculation fan is signaled OFF.


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Controls and IndicatorsBleed Air Duct Pressure Indicator:

Indicates the pressure (psi) in the left and right

pneumatic manifold.

Two needles, L and R.


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Controls and IndicatorsWing-Body OVHT TEST Switch:

Push

Tests the circuits for the wing-body overheat

system.

Illuminates both WING-BODY OVERHEAT lights.

Test may take up to five seconds to complete.


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Controls and IndicatorsAir Conditioning PACK Switches (Left and Right):

OFF

Respective PACK signaled OFF (PACK valve closes).

AUTO

With both PACKs operating, each PACK regulates

to the low flow mode (55 pounds/min.).

With only one PACK operating (in flight with

trailing edge flaps up), the operating PACK

regulates to the high flow mode (80 pounds/min.).

When only one PACK is operating and utilizing

the APU as the bleed air source (both engine bleed

air switches OFF), the operating PACK regulates to

the high flow mode (80 pounds/min.).

HIGH

Respective PACK regulates to the high flow mode

(80 pounds/min.).

While on the ground and operating one PACK with

APU bleed air, the operating PACK regulates to the

APU high air flow mode (100 pounds/min.).


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Controls and IndicatorsISOLATION VALVE Switch:

CLOSE

Closes isolation valve.

AUTO

Isolation valve will close if both BLEED switches

are positioned to ON and both PACK switches are

positioned to either AUTO or HIGH.

Isolation valve will automatically open if any one of

the four corner switches (BLEED or PACK) are

positioned to OFF.

OPEN

Opens isolation valve.


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Controls and IndicatorsEngine BLEED Air Switches (labeled 1 and 2):

OFF

Closes respective engine bleed air valve.

ON

Opens respective engine bleed air valve when

related engine is operating.

Note: The engine bleed air valves are electrically

activated and pneumatically operated, therefore

bleed air from the respective engine is required for

the valve to remain open.


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Controls and IndicatorsAPU BLEED Air Switch:

OFF

Closes APU bleed air valve.

ON

Opens APU bleed air valve when APU is operating.

Note: The APU bleed air valve is electrically

activated and pneumatically operated, therefore

bleed air from the APU is required for the valve to

remain open.


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Controls and IndicatorsPACK TRIP OFF Lights:

Illuminated

Respective PACK temperature or respective supply

duct has exceeded limits.

Respective PACK valve automatically closes and

air mix valves drive to the full-cold position.

Note: To reset (extinguish) the PACK TRIP OFF light

and regain control of the PACK valve, the TRIP

RESET switch must be pushed.

Note: The full-cold position of the air mix valves is

defined as the cold air mix valve being full-open and

the hot air mix valve being full-closed.


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Controls and IndicatorsWING-BODY OVERHEAT Lights:

Illuminated

Left light indicates a bleed air duct leak in the left

pneumatic manifold.

Right light indicates a bleed air duct leak in the

right pneumatic manifold.


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Bleed Air and Air ConditioningControls and Indicators

BLEED TRIP OFF Lights:

Illuminated

Excessive bleed air temperature or pressure from

respective engine.

Respective engine bleed air valve automatically

closes.

Note: To reset (extinguish) the BLEED TRIP OFF light

and regain control of the bleed valve, the TRIP

RESET switch must be pushed.


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TRIP RESET Switch:

Push

Will reset (extinguish) PACK TRIP OFF, BLEED TRIP

OFF and DUCT OVERHEAT lights, if condition that

initiated the fault has been corrected.

Note: Lights remain illuminated until reset.


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AIR TEMP Source Selector:

SUPPLY DUCT

Selects the main distribution supply duct sensor.

Air temperature at the sensor is then displayed on

the air temperature indicator.

Note: This sensor is located in the flight deck aft ofthe aft overhead panel.

PASS CABIN

Selects passenger cabin sensor. Air temperature at

the sensor is then displayed on the air temperature

indicator.

Note: This sensor is located in the forward half of

the passenger cabin, aircraft right, on the underside

of one of the overhead stowage compartments.


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AIR MIX VALVE Indicators:

Indicates position of the air mix valves (left

indicator is for the left PACK air mix valves; right

indicator is for the right PACK air mix valves).

Controlled automatically when the respective

temperature selector is in AUTO.

Controlled manually when the respectivetemperature selector positioned to MANUAL.


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TEMP (Air Temperature) Indicator:

Indicates temperature at location selected by the

AIR TEMP source selector.


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DUCT OVERHEAT Lights:

Illuminated

Bleed air in respective duct exceeds limits (left

DUCT OVERHEAT sensor located in the supply

duct leading to the flight deck; right DUCT

OVERHEAT sensor located in the right sidewall

riser leading to the passenger cabin). Respective PACK air mix valves drive to the

full-cold position.

Note: To reset (extinguish) the DUCT OVERHEAT

light and regain control of the air mix valves, the

TRIP RESET switch must be pushed.

Note: The full-cold position of the air mix valves is

defined as the cold air mix valve being full-open and

the hot air mix valve being full-closed.


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CONT CABIN & PASS CABIN Temperature Selectors:

Two modes (AUTO & MANUAL)

AUTO

Left temperature selector allows an automatic

temperature controller to control the temperature of

the control cabin (flight deck). Right temperature

selector allows an automatic temperature controller tocontrol the temperature of the passenger cabin.

MANUAL

The automatic temperature controller is bypassed and

the air mix valves are now manually controlled.

This concludes the review of the Bleed Air/Air Conditioning Controls and Indicators.

The next section will discuss the Cabin Pressurization Panel and various other panels.

Click Nextto continue.


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Cabin Pressurization PanelControls and Indicators



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AUTO FAIL Light:

Illuminated

Automatic pressurization control failure due to any

one of the following three conditions:

Loss of AC power for more than 15 seconds

Excessive rate of cabin pressure change

(+/- 1800 feet/min.) Cabin altitude in excess of 13,875 feet

Control of pressurization automatically transfers to

STANDBY mode.


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OFF SCHED DESCENT Light:

Illuminated

Aircraft descends before reaching within 0.25 psi of

the altitude which has been set in the FLT ALT

indicator.


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STANDBY Light:

Illuminated

Pressurization system operating in the STANDBY

mode.


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MANUAL Light:

Illuminated

Pressurization system operating in the MANUAL

mode.


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FLT ALT Indicator:

Indicates selected cruise altitude.

Selected cruise altitude is set prior to takeoff.


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FLT ALT Selector:

Push and rotate to set planned cruise altitude in

FLT ALT indicator.

Note: If the flight altitude selector is depressed

during the climb when operating in the AUTO mode,

the automatic abort capability to the takeoff fieldelevation will be lost.


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LAND ALT Indicator:

Indicates field elevation of the airport of intended

landing.

Field elevation of the airport of intended landing is

set prior to takeoff.


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LAND ALT Selector:

Rotate to set field elevation of airport of intended

landing in LAND ALT indicator.

Large diameter control sets 1000 foot increments.

Small diameter control sets 10 foot increments.


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CABIN RATE Selector:

DECR

Cabin altitude rate of change equals 50 feet/min.

Index


INCR


Note: Operates only with the pressurization mode

selector in STBY.


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CAB ALT Indicator:

Indicates selected cabin altitude.

Utilized when operating in the STANDBY mode.


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CAB ALT Selector:

Rotate to select desired cabin altitude.

Large diameter control sets 1000 foot increments.

Small diameter control sets 10 foot increments.


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Main outflow VALVE Position Indicator:

Indicates position of main outflow valve.

Operates in all three modes (AUTO, STANDBY, and

MANUAL).


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Main Outflow Valve Switch:

(spring-loaded to center)

CLOSE

Closes main outflow valve electrically when the

pressurization mode selector is in the MAN AC or

MAN DC position.

OPEN

Opens main outflow valve electrically when the

pressurization mode selector is in the MAN AC or

MAN DC position.


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FLT/GRD Switch:

AUTO Mode

GRD

On the ground, drives the main outflow valve to the full-

open position at a controlled rate and depressurizes the

aircraft. After takeoff, switch is inhibited; function is the

same as FLT position.

FLTOn the ground, pressurizes cabin to approximately 200 feet

below takeoff field elevation. After takeoff, cabin pressure is

automatically controlled in both the climb and decent phase

as a function of airplane altitude. In the cruise phase, cabin

pressure is held constant.

STANDBY Mode

GRD

On the ground, drives the main outflow valve open at the

rate selected by the cabin rate selector. After takeoff, switch

is inhibited; function is the same as FLT position.

FLT

Pressurizes the aircraft to the cabin altitude selected in the

cabin altitude indicator at the rate selected by the cabin rate

selector.


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Pressurization Mode Selector:

AUTO

Pressurization system is controlled automatically.

STBY

Pressurization system is controlled utilizing the

STANDBY mode.

MAN AC

Pressurization system is controlled manually by the

main outflow valve switch. Main outflow valve

operates utilizing AC power. All auto and standby

circuits are bypassed.

MAN DCPressurization system is controlled manually by the

main outflow valve switch. Main outflow valve

operates utilizing DC power. All auto and standby

circuits are bypassed.

CHECK

Tests auto failure function of the AUTO system.
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Air Systems R 01