Air Systems R 01

737-300/400 AIR SYSTEMS
PT. METRO BATAVIA Directorate of Operational
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737-300/400 Pneumatic Schematic

Riser to flight deck To cabin (right sidewall riser) T From forward cargo compartment shroud To cabin (left sidewall riser) Recirc fan Supply T duct temp Ground pneumatic air (air start cart) Deflector door
Deflector door T Ram air inlet door Ram air inlet To wing Start valve anti-ice To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T Left PACK valve T
Ram air inlet door Ram air inlet To wing anti-ice
Air Mix Manifold

Ground air conditioning
Right duct pressure P
Start valve To starter Pre-cooler (fan air) 5th stage air
Pre-cooler
Left duct P pressure
Isolation valve
Pre-cooler
To hydraulic reservoir (A & B)
To hydraulic reservoir (A & B) To water tank
Right PACK valve
Bleed valve Overboard T Pre-cooler temp sensor P 9th stage modulating and shutoff valve
To cowl anti-ice 9th stage air
Water separator Air mix valves
No. 1 engine
Hot T
No. 2 engine
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
Turbofan valve Turbofan Ram air exhaust louvers
Turbofan
Turbofan valve
APU
Ram air exhaust louvers
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5th stage air Bleed valve 9th stage air 9th stage modulating and shutoff valve
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.
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5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve Bleed valve
No. 1 engine 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).
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5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P T Bleed valve
No. 1 engine 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.
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Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air
Pre-cooler
Bleed valve Overboard 9th stage modulating and shutoff valve P T Pre-cooler temp sensor
No. 1 engine 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.
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Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T Pre-cooler
No. 1 engine Bleed air is required to start an engine. This air may originate from the APU, a ground source, or the other engine.
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To left wing anti-ice Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T Pre-cooler Left duct P pressure
Isolation valve
No. 1 engine 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.
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To left wing anti-ice Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T To hydraulic reservoir (A & B) Pre-cooler Left duct P pressure
Isolation valve
No. 1 engine Pneumatic pressure for both A and B hydraulic reservoirs may be taken from the left side of the pneumatic manifold.
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To left wing anti-ice Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T To hydraulic reservoir (A & B) Pre-cooler Left duct P pressure
Isolation valve
No. 1 engine APU bleed air enters the pneumatic manifold on the left side of the isolation valve.
APU bleed valve
APU
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To left wing anti-ice Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T Left PACK valve To hydraulic reservoir (A & B) Pre-cooler Left duct P pressure
Isolation valve
No. 1 engine 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
APU bleed valve
APU
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To left wing anti-ice Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T Left PACK valve To hydraulic reservoir (A & B) Pre-cooler Left duct P pressure
Isolation valve
No. 1 engine 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
APU bleed valve
APU
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Deflector door
Ram air inlet door Ram air inlet To left wing anti-ice Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T Left PACK valve To hydraulic reservoir (A & B) Pre-cooler Left duct P pressure
Isolation valve
No. 1 engine 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.
Left PACK
APU bleed valve Turbofan Ram air exhaust louvers
APU
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Deflector door
Ram air inlet door Ram air inlet To left wing anti-ice Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T Left PACK valve To hydraulic reservoir (A & B) Pre-cooler Left duct P pressure
Isolation valve
No. 1 engine The turbofan operates utilizing bleed air.
Left PACK
APU bleed valve
APU
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To cabin (right sidewall riser)
Deflector door
To cabin (left sidewall riser) Supply T duct temp
Ram air inlet door Ram air inlet To left wing anti-ice Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T Left PACK valve Pre-cooler Left duct P pressure
Air Mix Manifold
Isolation valve
No. 1 engine 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.
Hot T
Cold T
Left PACK
APU bleed valve
APU
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Riser to flight deck To cabin (right sidewall riser)
Deflector door T Ram air inlet door Ram air inlet To left wing anti-ice Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T Left PACK valve Pre-cooler Left duct P pressure T
To cabin (left sidewall riser) Supply T duct temp
Air Mix Manifold
Isolation valve
No. 1 engine 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.
Hot T
Cold T
Left PACK
APU bleed valve
APU
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Riser to flight deck To cabin (right sidewall riser) From shroud above forward cargo compartment To cabin (left sidewall riser) Recirc fan Supply T duct temp
Deflector door T Ram air inlet door Ram air inlet To left wing anti-ice Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T Left PACK valve Pre-cooler Left duct P pressure T
Air Mix Manifold
Isolation valve
No. 1 engine The recirculation fan (RECIRC FAN) 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
Hot T
Cold T
Left PACK
APU bleed valve
APU
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Deflector door T Ram air inlet door Ram air inlet To left wing anti-ice Start valve To starter Pre-cooler (fan air) 5th stage air To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve P Bleed valve Overboard T Pre-cooler temp sensor T Left PACK valve T
Air Mix Manifold

Pre-cooler
Isolation valve
No. 1 engine The ground air conditioning hose 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.
Hot T
Cold T
Left PACK
APU bleed valve
APU
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Air Mix Manifold

Pre-cooler
Isolation valve
No. 1 engine The potable water tank has a capacity of approximately 20 U.S. gallons and is pressurized from the left side of the pneumatic manifold.
Hot T
Cold T
Left PACK
APU bleed valve
APU
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Air Mix Manifold

Pre-cooler
Isolation valve 5th stage air To hydraulic reservoir (A & B) To water tank Bleed valve 9th stage air 9th stage modulating and shutoff valve
No. 1 engine The No. 2 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.
Hot T
No. 2 engine
Cold T
Left PACK
APU bleed valve
APU
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Air Mix Manifold

Pre-cooler
Isolation valve 5th stage air To hydraulic reservoir (A & B) To water tank Bleed valve To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve
No. 1 engine 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).
Hot T
No. 2 engine
Cold T
Left PACK
APU bleed valve
APU
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Air Mix Manifold

Pre-cooler
Isolation valve 5th stage air To hydraulic reservoir (A & B) To water tank T Bleed valve To cowl anti-ice 9th stage air 9th stage modulating and shutoff valve
No. 1 engine The right BLEED TRIP OFF light illuminates whenever the No. 2 engine pressure or temperature exceeds a predetermined limit, which in turn will automatically close the bleed valve.
Hot T
No. 2 engine
Cold T
Left PACK
APU bleed valve
APU
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Air Mix Manifold

Pre-cooler (fan air) 5th stage air To hydraulic reservoir (A & B) To water tank Water separator Air mix valves T Bleed valve Overboard T Pre-cooler temp sensor P 9th stage modulating and shutoff valve To cowl anti-ice 9th stage air
Pre-cooler
Isolation valve
Pre-cooler
No. 1 engine 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.
Hot T
No. 2 engine
Cold T
Left PACK
APU bleed valve
APU
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Air Mix Manifold

Start valve To starter

Pre-cooler Left duct P pressure Isolation valve Pre-cooler
Pre-cooler (fan air) 5th stage air
No. 1 engine Bleed air is required to start an engine. This air may originate from the APU, a ground source, or the other engine.
Hot T
No. 2 engine
Cold T
Left PACK
APU bleed valve
APU
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Air Mix Manifold

To right wing anti-ice Start valve To starter Pre-cooler Pre-cooler (fan air) 5th stage air
Pre-cooler
Isolation valve
No. 1 engine Bleed air from the No. 2 engine is 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.
Hot T
No. 2 engine
Cold T
Left PACK
APU bleed valve
APU
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Air Mix Manifold

Pre-cooler
Isolation valve
No. 1 engine Pneumatic pressure for both A and B hydraulic reservoirs may be taken from the right side of the pneumatic manifold.
Hot T
No. 2 engine
Cold T
Left PACK
APU bleed valve
APU
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Air Mix Manifold

Pre-cooler
Isolation valve
Right PACK valve
No. 1 engine Bleed air to the right PACK normally 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.
Hot T
No. 2 engine
Cold T
Left PACK
APU bleed valve
Right PACK
APU
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Air Mix Manifold

Pre-cooler
Isolation valve
Right PACK valve
No. 1 engine 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.
No. 2 engine
Hot T
Cold T T T
Left PACK
APU bleed valve
Right PACK
APU
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Deflector door
Ram air inlet door Ram air inlet To right wing anti-ice Start valve Right duct pressure P Pre-cooler To starter Pre-cooler (fan air) 5th stage air
Air Mix Manifold

Pre-cooler
Isolation valve
Right PACK valve
No. 1 engine 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.
Hot T
No. 2 engine
Cold T T T
Left PACK
APU bleed valve
Right PACK
Turbofan
APU
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Deflector door
Air Mix Manifold

Pre-cooler
Isolation valve
Right PACK valve
No. 1 engine The turbofan operates utilizing bleed air.

Hot T
No. 2 engine
Cold T T T
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Deflector door
Air Mix Manifold

Pre-cooler
Isolation valve
Right PACK valve
No. 1 engine As the conditioned air exits the right PACK, it then enters the air mix manifold where it combines with conditioned air from the left PACK. The air then travels into the cabin via the left and right sidewall risers.
Hot T
No. 2 engine
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Riser to flight deck To cabin (right sidewall riser) T Deflector door From shroud above forward cargo compartment To cabin (left sidewall riser) Recirc fan Supply T duct temp
Ram air inlet door Ram air inlet To right wing anti-ice Start valve
Air Mix Manifold

To starter Pre-cooler Pre-cooler (fan air) 5th stage air
Pre-cooler
Isolation valve
Right PACK valve
No. 1 engine In the right sidewall riser plumbing there are two temperature sensors: one for the PACK TRIP OFF light and one for the DUCT OVERHEAT light.
Hot T
No. 2 engine
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Riser to flight deck To cabin (right sidewall riser) T From shroud above forward cargo compartment To cabin (left sidewall riser) Recirc fan Supply T duct temp Ground pneumatic air (air start cart) Deflector door
Ram air inlet door Ram air inlet To right wing anti-ice Start valve
Air Mix Manifold

To starter Pre-cooler Pre-cooler (fan air) 5th stage air
Pre-cooler
Isolation valve
Right PACK valve
No. 1 engine If necessary, ground pneumatic air may be connected to the aircraft to start an engine or operate either PACK.
Hot T
No. 2 engine
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
This concludes the review of the Pneumatic Schematic. The next section Ram air Ram air APU will discuss Bleed Air/Air Conditioning Controls and Indicators. Click Next to continue. exhaust louvers exhaust louvers
Turbofan valve Turbofan
Turbofan
Turbofan valve
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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

DUAL 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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RAM 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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RECIRC 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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Bleed Air Duct Pressure Indicator: Indicates the pressure (psi) in the left and right pneumatic manifold. Two needles, L and R.
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Wing-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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Air 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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ISOLATION 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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Engine 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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APU 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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PACK 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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WING-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 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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Slide 47 of 120

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Slide 48 of 120

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 of the 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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Slide 49 of 120

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 respective temperature 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 to control 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 Next to continue.
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Cabin Pressurization Panel

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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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Slide 55 of 120

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 field elevation 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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Slide 62 of 120

CABIN RATE Selector: DECR Cabin altitude rate of change equals 50 feet/min. Index Cabin altitude rate of change equals 300 feet/min. INCR Cabin altitude rate of change equals 2000 feet/min.
Note: Operates only with the pressurization mode selector in STBY.
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Slide 63 of 120

CAB ALT Indicator: Indicates selected cabin altitude. Utilized when operating in the STANDBY mode.
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Slide 64 of 120

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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Slide 65 of 120

Main outflow VALVE Position Indicator: Indicates position of main outflow valve. Operates in all three modes (AUTO, STANDBY, and MANUAL).
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Slide 66 of 120

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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Slide 67 of 120

FLT/GRD Switch: AUTO Mode GRD On the ground, drives the main outflow valve to the fullopen position at a controlled rate and depressurizes the aircraft. After takeoff, switch is inhibited; function is the same as FLT position. FLT On 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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Slide 68 of 120

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 DC Pressurization 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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Slide 69 of 120

Cabin/Flight Altitude Placard: Used to determine the setting for cabin altitude (CAB ALT) when operating in the STANDBY and MANUAL modes.
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Slide 70 of 120
Cabin Altitude Panel
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Slide 71 of 120

CABIN ALT/DIFF PRESS Indicator: Inner Scale (small white needle) Indicates cabin altitude in feet. Outer Scale (large white needle) Indicates the difference between cabin pressure and ambient pressure in psi (differential pressure).
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Slide 72 of 120

CABIN CLIMB Indicator: Indicates cabin rate of climb in feet/min.
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Slide 73 of 120

ALT HORN CUTOUT: Push Silences the intermittent cabin altitude warning horn. Note: Altitude warning horn sounds when the cabin altitude reaches 10,000 feet. To reset this warning system, cabin must be brought back below 10,000 feet.
Listen to the cabin altitude warning horn
Note: The sound of the cabin altitude warning horn is the same sound as the takeoff configuration warning horn.
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Slide 74 of 120
Equipment Cooling Panel
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Slide 75 of 120

EQUIP COOLING Fan: NORMAL Normal cooling exhaust fan is activated. ALTERNATE Alternate cooling exhaust fan is activated. Note: Both cooling exhaust fans are located in the equipment and electronics (E&E) bay.
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Slide 76 of 120

EQUIP COOLING Fan OFF Light: Illuminated No airflow from selected (normal or alternate) cooling fan. Note: If the OFF light illuminates when the aircraft is on the ground with one or both IRUs powered, the crew call horn (located in the nose wheel well) will sound after a 19 second delay. This is to alert the ground crew of an impending overheat condition in the IRU(s). The horn will sound until airflow is restored.
This concludes the review of Air System Panels. The remainder of the presentation will discuss the air system in greater detail. Click Next to continue.
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Slide 77 of 120
Bleed Air System

Ground pneumatic air (air start cart)
5th stage air
5th stage air
9th stage air 9th stage modulating and shutoff valve 9th stage modulating and shutoff valve
9th stage air
No. 1 engine Air for the bleed air system may be supplied from four different sources: engine No. 1, engine No. 2, APU, or ground pneumatic air. Prior to engine start, either the APU or ground pneumatic air may be utilized as the bleed source (the ground pneumatic air is usually only utilized when the APU is not available). After engine start, the engines are the normal bleed source.
No. 2 engine
APU bleed valve
APU
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Slide 78 of 120
Bleed Air System

5th stage air
5th stage air
9th stage air
No. 1 engine Engine bleed air is obtained from either the 5th or 9th stage of the high pressure compressor section. The 5th stage is normally utilized for bleed air. During low engine rpm, the 5th stage may not be sufficient to meet system demands. Therefore the 9th stage modulating and shutoff valve opens and 5th stage air is no longer utilized.
No. 2 engine
APU bleed valve
APU
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Slide 79 of 120
Bleed Air System

Isolation valve 5th stage air 5th stage air
9th stage air
No. 1 engine During normal operations, the isolation valve isolates the left and right side of the pneumatic manifold. With the isolation valve switch in AUTO, both BLEED switches ON, and both PACK switches in AUTO or HIGH, the isolation valve is closed. The isolation valve will automatically open if either PACK or either BLEED switch is positioned to OFF. The APU bleed air switch does not affect isolation valve position. The isolation valve is AC powered.
No. 2 engine
APU bleed valve
APU
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Slide 80 of 120
Bleed Air System

Isolation valve 5th stage air Bleed valve 9th stage air 9th stage modulating and shutoff valve 9th stage modulating and shutoff valve Bleed valve 9th stage air 5th stage air
No. 1 engine Each engine has its own bleed valve. The valve acts as a pressure regulator and shutoff valve (PRSOV). With electrical power (DC) and the BLEED switch ON, the valve remains open as long as there is enough engine bleed air pressure to keep it open (electrically activated, pneumatically operated).
No. 2 engine
APU bleed valve
APU
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Slide 81 of 120
Bleed Air System

Isolation valve 5th stage air Bleed valve 9th stage air 9th stage modulating and shutoff valve P T T P 9th stage modulating and shutoff valve Bleed valve 9th stage air 5th stage air
No. 1 engine If engine bleed air temperature or pressure exceeds a predetermined limit, the BLEED TRIP OFF light illuminates and the respective bleed valve automatically closes. In this scenario, the TRIP RESET button must be pushed in order to regain control of the bleed valve and extinguish the BLEED TRIP OFF light.
No. 2 engine
APU bleed valve
APU
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Slide 82 of 120
Bleed Air System

Isolation valve 5th stage air Bleed valve 9th stage air 9th stage modulating and shutoff valve P T T P 9th stage modulating and shutoff valve Bleed valve 9th stage air 5th stage air
No. 1 engine When open, the APU bleed valve allows bleed air to flow to the left side of the pneumatic manifold. APU bleed air can access the right side of the pneumatic manifold if the isolation valve is open. Like the engine bleed vales, the APU bleed valve is electrically (DC) activated, pneumatically operated.
No. 2 engine
APU bleed valve
APU
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Slide 83 of 120
Bleed Air System
Right-hand air conditioning bay sensor Bleed duct from APU sensor
Right engine strut sensor

Right inboard wing leading edge sensor
Left-hand air conditioning bay sensor
Left engine strut sensor Keel beam sensor Left inboard wing leading edge sensor
A wing-body overheat condition is caused by a bleed air leak somewhere in the left or right pneumatic manifold. The left pneumatic manifold has five overheat sensors and the right pneumatic manifold has three overheat sensors. Anytime a leak is detected, the respective WING-BODY OVERHEAT light illuminates. The OVHT TEST button may be used to test the WING-BODY OVERHEAT lights.
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Slide 84 of 120
Air Conditioning System

Isolation valve 5th stage air Bleed valve 9th stage air 9th stage modulating and shutoff valve Left PACK valve Right PACK valve Bleed valve 9th stage air 9th stage modulating and shutoff valve 5th stage air
No. 1 engine Conditioned air for the cabin originates from the left and/or right PACK. Normally the left PACK utilizes bleed air from the No. 1 engine and the right PACK utilizes bleed air from the No. 2 engine. If necessary, APU bleed air may be utilized to operate the left and/or right PACK. Ground pneumatic air may be utilized if the APU is not available. A single PACK is capable of maintaining pressurization and acceptable temperatures throughout the aircraft up to the maximum certified ceiling.
No. 2 engine
Left PACK
APU bleed valve
Right PACK
APU
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Slide 85 of 120

Ground pneumatic air (air start cart) Deflector door Deflector door Ram air inlet door Ram air inlet Ram air inlet door Ram air inlet
No. 1 engine The ram air system provides ambient air to cool the bleed air. The cooling is accomplished via two heat exchangers. Operation of the system is automatically controlled by the PACKs through operation of the ram air inlet door. The ram air inlet door is in the full-open position when the aircraft is on the ground, inflight with trailing edge flaps extended, or anytime the PACK determines that is is necessary to maximize cooling of the bleed air.
No. 2 engine
Left PACK
APU bleed valve Ram air exhaust louvers
Right PACK
See picture of left ram air inlet door
APU
See picture of right ram air inlet door
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Slide 86 of 120

No. 1 engine A deflector door is installed near each ram air inlet to prevent slush or foreign material from entering the ram air system while the aircraft is taxiing. The deflector door is deployed when the aircraft is on the ground and is retracted (faired) when the aircraft is in flight.
No. 2 engine
Left PACK
APU bleed valve Ram air exhaust louvers
Right PACK
See picture of left deflector door
APU
See picture of right deflector door
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Slide 87 of 120

No. 1 engine A turbofan is installed in each ram air system to augment the airflow by drawing ram air into the system. Whenever a PACK is selected ON, an electrical signal (DC) is sent to the turbofan valve to open. The valve will open if the aircraft is on the ground, or inflight with trailing edge flaps extended. The turbofan operates utilizing bleed air.
No. 2 engine
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Slide 88 of 120

Riser to flight deck To cabin (right sidewall riser) Ground pneumatic air (air start cart) Deflector door Deflector door To cabin (left sidewall riser) Ram air inlet door Ram air inlet Ram air inlet door Ram air inlet
Air Mix Manifold
No. 1 engine As bleed air enters a PACK, it is processed by an air cycle machine (ACM) and two heat exchangers. The now processed air exits the PACK and flows to the air mix manifold where it combines with processed air from the other PACK. The air continues to the cabin via the left and right sidewall risers. Some of the conditioned air from the left PACK is routed to the flight deck.
Hot
No. 2 engine
Hot
Cold
Cold
Left PACK
APU bleed valve
Right PACK
Turbofan valve Turbofan
Click here to see how bleed air flows through a PACK
APU
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Slide 89 of 120

Air Mix Manifold
No. 1 engine There are two air mix valves (hot and cold) associated with each PACK. They are butterfly type valves that are connected via a common shaft. The bleed air that flows through the cold air mix valve is processed by the PACK for cooling of the aircraft. The bleed air that flows through the hot air mix valve is not processed by the PACK. This air instead bypasses the cooling cycle and eventually joins with the air that has been processed by the PACK.
No. 2 engine
Hot
Hot
Cold
Cold
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Slide 90 of 120

Air Mix Manifold
No. 1 engine With the temperature selectors in the AUTO mode, the air mix valves are operated by an automatic temperature controller. With the temperature selectors in the MANUAL mode, the automatic temperature controller is bypassed and the air mix valves are operated manually. Anytime a PACK valve closes, the respective air mix valves are driven to the full-cold position. This aids in start up of the cooling cycle produced by the ACM.
No. 2 engine
Hot
Hot
Cold
Cold
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Slide 91 of 120

Air Mix Manifold
No. 1 engine The ACM is composed of a compressor and a turbine that are connected via a common shaft. The temperature of the bleed air is measured as air is discharged from the compressor, and also prior to air entering the turbine. If either sensor detects bleed air temperature exceeding a predetermined limit, the PACK valve closes, the air mix valves drive full-cold, and the PACK TRIP OFF light illuminates. The TRIP RESET button must be pushed to extinguish the light and reset the system.
No. 2 engine
Hot T
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Slide 92 of 120

Riser to flight deck To cabin (right sidewall riser) T Deflector door T Ram air inlet door Ram air inlet To cabin (left sidewall riser) Ground pneumatic air (air start cart) Deflector door Ram air inlet door Ram air inlet
Air Mix Manifold
No. 1 engine A bleed air temperature sensor is located in the riser leading to the flight deck and also in the right sidewall riser leading to the cabin. These sensors determine if there is an overheat condition in the ducts. If either sensor detects bleed air temperature exceeding a predetermined limit, the air mix valves drive full-cold, and the DUCT OVERHEAT light illuminates. The TRIP RESET button must be pushed to extinguish the light and reset the system.
No. 2 engine
Hot T
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Slide 93 of 120

Riser to flight deck To cabin (right sidewall riser) T Deflector door T Ram air inlet door Ram air inlet T To cabin (left sidewall riser) T Ground pneumatic air (air start cart) Deflector door Ram air inlet door Ram air inlet
Air Mix Manifold
No. 1 engine As stated in the previous slide, a DUCT OVERHEAT results in the air mix valves driving to the full-cold position. This forces the PACK to produce cold air only. If this does not result in a lower air temperature in the duct and air temperature instead continues to increase, an additional temperature sensor signals the PACK valve to close. When the PACK valve closes, the air mix valves drive full-cold and the PACK TRIP OFF light illuminates.
No. 2 engine
Hot T
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Slide 94 of 120

Air Mix Manifold

Isolation valve
5th stage air Bleed valve 9th stage air 9th stage modulating and shutoff valve Left PACK valve Right PACK valve Bleed valve
5th stage air
9th stage air 9th stage modulating and shutoff valve
No. 1 engine A ground air conditioning hose may be connected to the underside of the aircraft fuselage. This preconditioned air flows directly into the air mix manifold, up the sidewall risers and into the cabin. This air is not processed by either PACK.
Hot T
No. 2 engine
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Slide 95 of 120

Air Mix Manifold

Isolation valve
5th stage air
No. 1 engine With both PACK's operating and both PACK switches positioned to AUTO, the PACK's provide low flow air. During single PACK operation, the operating PACK automatically provides high flow air in order to maintain the necessary ventilation rate. The automatic switching from low flow to high flow is inhibited when the aircraft is on the ground or inflight with trailing edge flaps extended. This ensures adequate engine power for single engine operation.
No. 2 engine
Hot T
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Slide 96 of 120

Air Mix Manifold

Isolation valve
5th stage air
No. 1 engine If a PACK switch is positioned to HIGH, that PACK will provide high flow air. Additionally, it is possible to achieve APU high air flow when utilizing the APU as the bleed source. This only occurs while on the ground with the operating PACK switch positioned to HIGH. This mode is designed to provide maximum airflow when the APU is the only source of bleed air.
Hot T
No. 2 engine
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Slide 97 of 120

Riser to flight deck To cabin (right sidewall riser) T Deflector door T Ram air inlet door Ram air inlet T From shroud above forward cargo compartment To cabin (left sidewall riser) Recirc fan Ground pneumatic air (air start cart) Deflector door T Ram air inlet door Ram air inlet
Air Mix Manifold

Isolation valve
5th stage air
No. 1 engine An AC powered recirculation fan is installed to help reduce the PACK load and engine bleed air demand. This is accomplished by the fan drawing cabin air and electronics & equipment (E&E) air into a collector shroud located above the forward cargo compartment. The fan then recirculates the air by routing it into the mix manifold where it is directed back into the cabin.
Hot T
No. 2 engine
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Slide 98 of 120

Riser to flight deck To cabin (right sidewall riser) T Deflector door T Ram air inlet door Ram air inlet T From shroud above forward cargo compartment To cabin (left sidewall riser) Recirc fan Ground pneumatic air (air start cart) Deflector door T Ram air inlet door Ram air inlet
Air Mix Manifold

Isolation valve
5th stage air
No. 1 engine The recirculation fan is signaled to operate when the RECIRC FAN switch is positioned to AUTO. The recirculation fan will not operate if both PACKs are operating and either PACK switch is positioned to HIGH.
Hot T
No. 2 engine
Hot T
Cold T
Cold
T
Left PACK
APU bleed valve
Right PACK
Turbofan
Turbofan valve
APU
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Slide 99 of 120
Pressurization System
Cabin pressurization is controlled during all ground and flight phases by the Cabin Pressure Control System (CPCS). The CPCS components includes the cabin pressurization panel, one pressure controller for both AUTO and STANDBY mode operation (located in E&E bay), cabin altitude panel, forward outflow valve, main outflow valve, and multiple pressurization relief valves. Cabin pressure is maintained by positioning the main outflow valve to regulate the airflow from the air conditioning system.
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Slide 100 of 120
Four separate pressurization modes may be selected: AUTO, STANDBY, MANUAL AC, and MANUAL DC. The AUTO mode is the normal mode of operation. It utilizes the pressure controller and the AUTO portion of the cabin pressurization panel. The STANDBY mode is the backup to the AUTO mode and is semiautomatic. It utilizes the pressure controller and the STANDBY portion of the cabin pressurization panel. If the AUTO mode and STANDBY mode are not available, the MANUAL mode is available and is entirely pilot-controlled. The pilot has a choice between MAN AC control, or MAN DC control.
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In the AUTO mode of operation, aircraft altitude is sensed directly from the static ports, and barometric corrections come from the Captains altimeter. In the STANDBY mode of operation, aircraft altitude is sensed electrically from an air data computer, and barometric corrections come from the First Officers altimeter. Barometric corrections are necessary to ensure that cabin pressure and landing field pressure are approximately the same at the time of landing.
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Slide 102 of 120
Cabin air outflow is controlled by the main outflow valve, forward outflow valve, and the automatic flow control valve. During flight with differential pressure greater than 2.5 psi, the automatic flow control valve is closed and therefore the majority of air is exhausted out the main and forward outflow valves. A small amount of air is also exhausted through toilet and galley vents, miscellaneous fixed vents, and by seal leakage. The main outflow valve can be actuated by either an AC or DC motor. The AC motor is utilized when the pressurization system is in the AUTO or MAN AC modes. The DC motor is utilized when the pressurization system is in the STANDBY or MAN DC modes. AC motor speed is faster than DC motor speed. A majority of the air that is circulated throughout the cabin is drawn out the foot-level grills, then around the aft cargo compartment for heating, and exhausted overboard out the main outflow valve. The forward outflow valve assists in maintaining cabin pressure. However, the main purpose of the forward outflow valve is to discharge warm air that has circulated around the forward cargo compartment for heating. The valve is open when the main outflow valve is open more than 4.5 degrees, and is closed when the main outflow valve is within 0.5 degrees being closed. In addition, the forward outflow valve is closed anytime the recirculation fan is operating, regardless of the main outflow valve position. The forward outflow valve does not modulate; it is either fully open or fully closed. Two positive pressure relief valves are installed to prevent cabin-to-ambient differential pressure from exceeding 8.65 psi. The valves operate independently of each other and any other aircraft system. The negative pressure relief valve is installed to prevent a negative cabin-to-ambient differential pressure which may result in damage to the aircraft. The valve opens when differential pressure equals 1.0.
See picture of main outflow valve
See picture of forward outflow valve

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See picture of negative pressure relief valve

Slide 103 of 120
Version 1.0
AUTO Mode Operation
When operating in the AUTO mode (pressurization mode selector in AUTO), two values must be set on the cabin pressurization panel prior to takeoff: FLT ALT (cruse altitude) and LAND ALT (destination airport elevation). While on the ground, ambient pressure is an automatic input into the pressure controller. Prior to takeoff with the FLT/GRD switch positioned to GRD, the main outflow valve drives to the full-open position and the cabin remains unpressurized. When the FLT/GRD switch is positioned to FLT, the controller signals the main outflow valve to modulate toward closed, slightly pressurizing the cabin to approximately 200 feet below takeoff elevation. This pressurization while still on the ground ensures that the transition to pressurized flight is more gradual. It also allows the pressurization system to better respond to ground effect pressure changes during takeoff.
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AUTO Mode Operation
Once airborne, the pressure controller maintains a proportional differential pressure between cabin and aircraft altitude. By increasing cabin altitude at a rate which is proportional to the aircraft climb rate, the change in cabin altitude is held to the minimum rate required.
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AUTO Mode Operation
The OFF SCHED DESCENT light illuminates if the aircraft begins to descend prior to reaching within 0.25 psi of the altitude set in the FLT ALT indicator. Because the altitude in the FLT ALT indicator was never achieved, the pressure controller retains information regarding takeoff field elevation and will therefore program the cabin to normally depressurize back to the airport of origin without any further pilot inputs. This feature is especially beneficial if the aircraft is returning to the airport of origin.
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AUTO Mode Operation
If the aircraft is returning to the airport of origin during an OFF SCHED DESCENT, it is recommended not to change the altitude set in the FLT ALT indicator (e.g. setting current aircraft altitude). If the FLT ALT indicator is set to current aircraft altitude, the automatic abort capability to the takeoff field elevation will be lost. Landing field elevation of the origin airport would then have to be set in the FLT ALT indicator in order to properly depressurize. Setting current altitude in the FLT ALT indicator does, however, extinguish the OFF SCHED DESCENT light. If the aircraft is not returning to the airport of origin during a OFF SCHED DESCENT, the LAND ALT indicator must be set to the new landing field elevation. Note: The automatic abort capability to the takeoff field elevation will also be lost if the FLT ALT selector is depressed during the climb.
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Slide 107 of 120
AUTO Mode Operation
The cruise mode is activated when the aircraft climbs to within 0.25 psi of the altitude set in the FLT ALT indicator. During cruise above 28,000 feet, the pressure controller maintains a maximum differential pressure of 7.8 psi. During cruise below 28,000 feet, the pressure controller maintains a maximum differential pressure of 7.45 psi. Deviations from flight altitude may cause the differential pressure to vary as the pressure controller modulates the main outflow valve to maintain a constant cabin altitude.
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Slide 108 of 120
AUTO Mode Operation
The descent mode is activated when the aircraft descends to 0.25 psi below the altitude set in the FLT ALT indicator. During descent, the pressure controller maintains a proportional differential pressure between cabin and aircraft altitude. The cabin will depressurize to an altitude which is slightly lower than the altitude which is set in the LAND ALT indicator (landing field elevation). This slightly pressurized landing ensures that rapid changes in altitude during approach will result in minimum cabin pressure changes.
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Slide 109 of 120
AUTO Mode Operation
Once on the ground, positioning the FLT/GRD switch to GRD drives the main outflow valve full-open and depressurizes the aircraft. Having the main outflow valve full open also prevents the equipment cooling fan from depressurizing the aircraft to a negative pressure.
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AUTO Mode Operation
The AUTO FAIL light will illuminate for 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 When the AUTO FAIL light illuminates, the pressure controller automatically switches to the STANDBY mode and the STANDBY light illuminates. Positioning the pressurization mode selector to STBY will extinguish the AUTO FAIL light.
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Slide 111 of 120
STANDBY Mode Operation
To operate in the STANDBY mode, simply position the pressurization mode selector to STBY. This action signals the pressure controller to operate in the STANDBY mode and also illuminates the STANDBY light. Prior to takeoff with the FLT/GRD switch positioned to GRD, the main outflow valve drives to the full-open position and the cabin remains unpressurized. When the FLT/GRD switch is positioned to FLT, the controller signals the main outflow valve to modulate toward closed in an attempt to pressurize the cabin to the altitude set in the CAB ALT indicator. The CAB ALT indicator should be set to 200 feet below takeoff field elevation. This pressurization while still on the ground ensures that the transition to pressurized flight is more gradual. It also allows the pressurization system to better respond to ground effect pressure changes during takeoff. For this demonstration flight in the STANDBY mode, the following elevations/altitudes are assumed: Takeoff field elevation: 1,700 feet Cruise altitude: 30,000 feet Lading field elevation: 1,300 feet
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Once airborne, the pilot should reference the cabin/flight altitude placard. The CAB ALT indicator should then be set to the isobaric cabin altitude, based on the proposed cruise altitude and differential pressure. For example, if the proposed cruise altitude is 30,000 feet, then the CAB ALT indicator should be set to 5,100 feet. The cabin rate selector should also be set to the desired cabin rate of pressure change. Recall that DECR has a rate of change equal to 50 feet/min., the index has a rate of change equal to 300 feet/min., and INCR has a rate of change equal to 2000 feet/min.
For this demonstration flight in the STANDBY mode, the following elevations/altitudes are assumed: Takeoff field elevation: 1,700 feet Cruise altitude: 30,000 feet Lading field elevation: 1,300 feet
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When descent begins, the CAB ALT indicator should be set to 200 feet below landing field elevation. This slightly pressurized landing ensures that rapid changes in altitude during approach will result in minimum cabin pressure changes.
For this demonstration flight in the STANDBY mode, the following elevations/altitudes are assumed: Takeoff field elevation: 1,700 feet Cruise altitude: 30,000 feet Lading field elevation: 1,300 feet
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Once on the ground, positioning the FLT/GRD switch to GRD drives the main outflow valve full-open and depressurizes the aircraft. Having the main outflow valve full open also prevents the equipment cooling fan from depressurizing the aircraft to a negative pressure.
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MANUAL Mode Operation
To operate in the MANUAL mode, simply position the pressurization mode selector to either MAN AC or MAN DC. This action signals the pressure controller to operate in the MANUAL mode and also illuminates the MANUAL light. Operation in the MANUAL mode assumes that both the AUTO and STANDBY modes have failed. By using the main outflow valve switch, the pilot modulates the position of the main outflow valve to maintain the desired cabin pressure. MAN AC utilizes the AC motor, while MAN DC utilizes the DC motor. AC motor speed is faster than DC motor speed. Position of the main outflow valve may be observed in the main outflow valve position indicator.
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Cabin Pressure Control System Schematic

Conditioned air from overhead and sidewall outlets
Auto transfer to STANDBY mode
ADC
Static ports
Static ports
Cabin sense port
CA FO Altimeter barometric settings
Forward outflow valve

DC AC
Negative pressure relief valve Positive pressure relief valve
Air/Ground safety sensor Positive pressure relief valve
Main outflow valve
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Equipment Cooling
Circuit breaker panel cooling duct E&E bay cooling ducts
Main instrument panel cooling duct
Normal exhaust fan Alternate exhaust fan
To shroud underneath forward cargo compartment Automatic flow control valve E&E exhaust port
The equipment cooling system cools electronic equipment in the flight deck and E&E bay. The cooling system consists of an exhaust duct and two fans (normal and alternate). The exhaust duct collects warm air from the instrument panels, circuit breaker panels, and E&E bay racks.
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Warm air being drawn into the cooling ducts by the exhaust fan
Equipment Cooling
Circuit breaker panel cooling duct E&E bay cooling ducts
Main instrument panel cooling duct
Normal exhaust fan Alternate exhaust fan
To shroud underneath forward cargo compartment Automatic flow control valve E&E exhaust port
If differential pressure is less than 2.5 psi, the automatic flow control valve is open and the warm exhaust air is discharged overboard via the E&E exhaust port. The E&E exhaust port is located on the underside of the fuselage, aft of the nose gear. If differential pressure is greater than 2.5 psi, the automatic flow control valve closes and the warm air is redirected to a shroud underneath the forward cargo compartment. The air now flows to the lining of the compartment, where radiant heat is utilized for forward compartment heating. None of the warm air enters the compartment during this process. The air now collects in a shroud above the compartment. From the shroud, the air is either exhausted overboard through the forward outflow valve or, if the recirculation fan is operating, the air is drawn into the recirculation fan and directed back into the cabin.
See picture of E&E exhaust port

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End of Review
You have completed the review of the 737-300/400 Air systems. If you would like to test your knowledge, click on Go to review questions. If you would like to return to the Main Menu or Quit the program, click on the appropriate selection at the bottom of the screen.
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PT. METRO BATAVIA Cactus Aviation Services, L.L.C. Directorate of Operational
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Air Systems R 01

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Air Systems R 01

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737-300/400 AIR SYSTEMS

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

Ram air inlet door Ram air inlet To wing anti-ice

Air Mix Manifold

Start valve To starter Pre-cooler (fan air) 5th stage air

Left duct P pressure

To hydraulic reservoir (A & B)

To hydraulic reservoir (A & B) To water tank

Right PACK valve

To cowl anti-ice 9th stage air

Water separator Air mix valves

Water separator Air mix valves

Turbofan valve Turbofan Ram air exhaust louvers

Ram air exhaust louvers

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

No. 1 engine The turbofan operates utilizing bleed air.

Turbofan valve Turbofan Ram air exhaust louvers

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

To cabin (left sidewall riser) Supply T duct temp

Air Mix Manifold

To hydraulic reservoir (A & B)

Water separator Air mix valves

Turbofan valve Turbofan Ram air exhaust louvers

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

To cabin (left sidewall riser) Supply T duct temp

Air Mix Manifold

To hydraulic reservoir (A & B)

Water separator Air mix valves

Turbofan valve Turbofan Ram air exhaust louvers

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

Air Mix Manifold

To hydraulic reservoir (A & B)

Water separator Air mix valves

Turbofan valve Turbofan Ram air exhaust louvers

PT. METRO BATAVIA Directorate of Operational

737-300/400 Pneumatic Schematic

Air Mix Manifold