B737-CG/21/301

Air Conditioning -300 & 500

Boeing 737-300 & 500

Air Conditioning
Training manual
For training purposes only
LEVEL 3 ATA 21 page 1
19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

This publication was created by Sabena technics training department,

Brussels-Belgium, following ATA 104 specifications.

The information in this publication is furnished for informational and training

use only, and is subject to change without notice.

Sabena technics training assumes no responsibility for any errors or

inaccuracies that may appear in this publication.

No part of this publication may be reproduced, stored in a retrieval system,

or transmitted, in any form or by any means, electronic, mechanical,
photocopying, recording, or otherwise, without the prior written permission
of Sabena technics training.

Contact address for

course registrations
course schedule information

Sabena technics training

training@sabenatechnics.com

EFFECTIVITY page 2
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

LIST OF EFFECTIVE PAGES

1................................ 19 - 01 - 2011 36.............................. 19 - 01 - 2011 71.............................. 19 - 01 - 2011

2................................ 19 - 01 - 2011 37.............................. 19 - 01 - 2011 72.............................. 19 - 01 - 2011
3................................ 19 - 01 - 2011 38.............................. 19 - 01 - 2011 73.............................. 19 - 01 - 2011
4................................ 19 - 01 - 2011 39.............................. 19 - 01 - 2011 74.............................. 19 - 01 - 2011
5................................ 19 - 01 - 2011 40.............................. 19 - 01 - 2011 75.............................. 19 - 01 - 2011
6................................ 19 - 01 - 2011 41.............................. 19 - 01 - 2011 76.............................. 19 - 01 - 2011
7................................ 19 - 01 - 2011 42.............................. 19 - 01 - 2011 77.............................. 19 - 01 - 2011
8................................ 19 - 01 - 2011 43.............................. 19 - 01 - 2011 78.............................. 19 - 01 - 2011
9................................ 19 - 01 - 2011 44.............................. 19 - 01 - 2011 79.............................. 19 - 01 - 2011
10.............................. 19 - 01 - 2011 45.............................. 19 - 01 - 2011 80.............................. 19 - 01 - 2011
11............................... 19 - 01 - 2011 46.............................. 19 - 01 - 2011 81.............................. 19 - 01 - 2011
12.............................. 19 - 01 - 2011 47.............................. 19 - 01 - 2011 82.............................. 19 - 01 - 2011
13.............................. 19 - 01 - 2011 48.............................. 19 - 01 - 2011 83.............................. 19 - 01 - 2011
14.............................. 19 - 01 - 2011 49.............................. 19 - 01 - 2011 84.............................. 19 - 01 - 2011
15.............................. 19 - 01 - 2011 50.............................. 19 - 01 - 2011 85.............................. 19 - 01 - 2011
16.............................. 19 - 01 - 2011 51.............................. 19 - 01 - 2011 86.............................. 19 - 01 - 2011
17.............................. 19 - 01 - 2011 52.............................. 19 - 01 - 2011 87.............................. 19 - 01 - 2011
18.............................. 19 - 01 - 2011 53.............................. 19 - 01 - 2011 88.............................. 19 - 01 - 2011
19.............................. 19 - 01 - 2011 54.............................. 19 - 01 - 2011 89.............................. 19 - 01 - 2011
20.............................. 19 - 01 - 2011 55.............................. 19 - 01 - 2011 90.............................. 19 - 01 - 2011
21.............................. 19 - 01 - 2011 56.............................. 19 - 01 - 2011 91.............................. 19 - 01 - 2011
22.............................. 19 - 01 - 2011 57.............................. 19 - 01 - 2011 92.............................. 19 - 01 - 2011
23.............................. 19 - 01 - 2011 58.............................. 19 - 01 - 2011 93.............................. 19 - 01 - 2011
24.............................. 19 - 01 - 2011 59.............................. 19 - 01 - 2011 94.............................. 19 - 01 - 2011
25.............................. 19 - 01 - 2011 60.............................. 19 - 01 - 2011 95.............................. 19 - 01 - 2011
26.............................. 19 - 01 - 2011 61.............................. 19 - 01 - 2011 96.............................. 19 - 01 - 2011
27.............................. 19 - 01 - 2011 62.............................. 19 - 01 - 2011 97.............................. 19 - 01 - 2011
28.............................. 19 - 01 - 2011 63.............................. 19 - 01 - 2011 98.............................. 19 - 01 - 2011
29.............................. 19 - 01 - 2011 64.............................. 19 - 01 - 2011 99.............................. 19 - 01 - 2011
30.............................. 19 - 01 - 2011 65.............................. 19 - 01 - 2011 100............................ 19 - 01 - 2011
31.............................. 19 - 01 - 2011 66.............................. 19 - 01 - 2011
32.............................. 19 - 01 - 2011 67.............................. 19 - 01 - 2011
33.............................. 19 - 01 - 2011 68.............................. 19 - 01 - 2011
34.............................. 19 - 01 - 2011 69.............................. 19 - 01 - 2011
35.............................. 19 - 01 - 2011 70.............................. 19 - 01 - 2011

EFFECTIVITY page 3
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

TABLE OF CONTENTS

1. GENERAL..................................................................................................6

2. CONTROL AND INDICATION.................................................................10

3. FLOW CONTROL VALVE........................................................................14

4. PACK.......................................................................................................20
4.1. Heat Exchanger.....................................................................................22
4.2. Air Cycle Machine (ACM)......................................................................24
4.3. Pack Overheat Protection......................................................................26
4.4. Pack Water separator............................................................................28
4.5. 35°F/2°C Control System......................................................................34
4.6. Ram Air System.....................................................................................40
4.7. Turbofan. . ...........................................................................................48
4.8. Turbofan Valve. . ..................................................................................48

5. TEMPERATURE CONTROL.....................................................................50
5.1. Temperature control interface...............................................................52
5.2. Mixing Valve.........................................................................................54
5.3. Temperature Manual Control................................................................56
5.4. Automatic Control................................................................................60
5.5. Cabin Temperature Controller...............................................................62
5.6. Temperature Sensors.............................................................................66

6. AIR DISTRIBUTION.................................................................................76

7. RECIRCULATION SYSTEM......................................................................82

8. AIR EXHAUST.........................................................................................86

9. EQUIPMENT COOLING..........................................................................88

EFFECTIVITY page 4
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

LIST OF ILLUSTRATIONS ABBREVIATIONS AND ACRONYMS

35°F/2°C CONTROL SYSTEM.................................................................................................................................................... 35

35°F/2°C SYSTEM BITE............................................................................................................................................................. 37
ACAU Air Conditioning Accessory
ACAU INTERFACES.................................................................................................................................................................. 13 ACM Air Cycle Machine
AIR CONDITIONING - INTRODUCTION........................................................................................................................................ 7
AIR CONDITIONING - PACK...................................................................................................................................................... 21 APU Auxiliary Power Unit
AIR CYCLE MACHINE (ACM)................................................................................................................................................... 25
AIR DISTRIBUTION.................................................................................................................................................................... 77
CFM Constant Volumetic Flow
AIR EXHAUST.......................................................................................................................................................................... 87 CONT Control
AUTOMATIC FLOW CONTROL VALVE....................................................................................................................................... 97
AUTO TEMPERATURE SCHEMATIC........................................................................................................................................... 61 CTC Cabin Temperature Controller
CABIN AIR DISTRIBUTION......................................................................................................................................................... 81
CABIN AIR RECIRCULATION .................................................................................................................................................... 85
EE Electrical & Electronic
CABIN TEMPERATURE CONTROLLER........................................................................................................................................ 63 EFIS Electronic Flight Instrument System
CABIN TEMPERATURE CONTROLLER........................................................................................................................................ 65
COALESCER BAG..................................................................................................................................................................... 31 FLT Flight
CONDITIONED AIR CHECK VALVE............................................................................................................................................ 39
CONTROL AND INDICATING.................................................................................................................................................... 11
GND Ground
DISTRIBUTION GENERAL............................................................................................................................................................ 9 HEPA Hight Efficieny Particulate Air
DUCT OVHT PROTECTION....................................................................................................................................................... 75
DUCT TEMPERATURE INDICATION........................................................................................................................................... 73 IRU Interial Reference Unit
DUCT TEMPERATURE SENSOR.................................................................................................................................................. 69
ELECTRIC EQUIPMENT COOLING SYSTEM................................................................................................................................ 97
OVHT Overheat
EQUIPMENT COOLING............................................................................................................................................................. 89 PASS Passenger
EQUIPMENT COOLING EXTRACTION SYSTEM.......................................................................................................................... 95
EQUIPMENT COOLING SUPPLY SYSTEM................................................................................................................................... 91 RECIRO Recirculation
FAN SCHEMATIC...................................................................................................................................................................... 85
FLIGHT DECK AIR DISTRIBUTION.............................................................................................................................................. 79
Temp Temperature
FLOW CONTROL VALVE........................................................................................................................................................... 15
LEFT FLOW CONTROL VALVE - CONTROL AND INDICATING..................................................................................................... 19
MIXING VALVE......................................................................................................................................................................... 55
MIX VALVE INDICATION........................................................................................................................................................... 59
PACK HEAT EXCHANGERS....................................................................................................................................................... 23
PACK OVERHEAT PROTECTION................................................................................................................................................ 27
PACK VALVE SCHEMATIC......................................................................................................................................................... 17
PACK WATER SEPARATOR........................................................................................................................................................ 29
RAM AIR ACTUATOR............................................................................................................................................................... 45
RAM AIR INLET AND OUTLET................................................................................................................................................... 43
RAM AIR SYSTEM - GENERAL.................................................................................................................................................. 41
RAM AIR SYSTEM OPERATION................................................................................................................................................. 47
RECIRCULATION SYSTEM......................................................................................................................................................... 83
SUPPLY EQUIPMENT COOLING SYSTEM................................................................................................................................... 93
TEMPERATURE BULB................................................................................................................................................................ 71
TEMPERATURE CONTROL - GENERAL....................................................................................................................................... 51
TEMPERATURE CONTROL INTERFACE....................................................................................................................................... 53
TEMPERATURE CONTROL SCHEMATIC - RIGHT PACK SHOWN................................................................................................. 99
TEMPERATURE SELECTOR........................................................................................................................................................ 57
TURBO AND TURBOFAN VALVE................................................................................................................................................ 49
WATER INJECTOR.................................................................................................................................................................... 33
ZONE TEMPERATURE SENSORS................................................................................................................................................ 67

EFFECTIVITY page 5
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

1. GENERAL

The air conditioning system uses pneumatic supply from these sources : Pressurization.
Air is pressurized by the pneumatic system. It is conditioned by the packs and
- Engine bleed air, sent to the cabin and cargo areas by the distribution system. This process
- Auxiliary power unit (APU) bleed air, pressurizes the airplane.
- Ground pneumatic supply.
- Nitrogen Generation System. The pressurization system controls the rate of airflow out of the airplane
through the outflow valve.
A ground conditioned air source can supply air conditioning to the distribution
system. The supply is through the ground conditioned air connector.

Cooling.
Two air conditioning packs cool the air from the pneumatic system.

Temperature Control.
The temperature control system controls output temperature from the air
conditioning packs.

Distribution.
The distribution system takes conditioned air from the packs and supplies it to
the flight compartment and passenger compartment. The flight compartment
receives air from the left air conditioning pack. The passenger compartment
receives air from both packs. The recirculation system puts cabin air back into
the distribution system.

The equipment cooling system uses cabin air to remove heat from electrical
equipment.

Heating.
The forward cargo compartment uses cabin air and exhaust air from
the equipment cooling system to supply heat. The forward and aft
cargo compartments use warmed cabin air to heat the area around the
compartment.

EFFECTIVITY page 6
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

AIR CONDITIONING - INTRODUCTION

EFFECTIVITY page 7
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Distribution.

Cooling Packs.
In the fuselage under the center wing section. There is a left and
a right pack. The keel beam under the center wing separates the
compartments for the two packs.

Main Distribution Manifold.

Aft of the forward cargo compartment

Passenger Cabin Distribution System.

Supply ducts in the right and left cabin walls carry conditioned air to an
overhead duct in the cabin ceiling. Ducts connect the overhead duct to
diffuser outlet along the side walls.

Control Cabin Distribution System.

The supply duct is located on the left side of the fuselage below the
floor. Outlets are in the cabin ceiling and floor, and forward of the main
instrument panel.

Equipment Cooling System.

The P6 panel and the electronic racks are cooled by blowers located on
the right side of the electronics compartment.

Controls and Monitoring Units.

Most controls and all monitoring units are Located on the P5 panel.

EFFECTIVITY page 8
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

DISTRIBUTION GENERAL

EFFECTIVITY page 9
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

2. CONTROL AND INDICATION.

1- AIR Temperature (TEMP) Source Selector. HIGH - Pack regulates to high flow.
SUPPLY DUCT - selects main distribution supply duct sensor for TEMP - provides maximum flow rate on ground with APU BLEED air
indicator. switch ON.
PASS CABIN - selects passenger cabin sensor for TEMP indicator.
6- AIR MIX VALVE Indicator.
2- DUCT OVERHEAT Light. Indicates position of air mix valves :
Illuminated (amber) :
- Controlled automatically with related temperature selector in AUTO
- Bleed air temperature in related duct exceeds limit, - Controlled manually with related temperature selector in MANUAL.
- Air mix valves drive full cold,
- Requires reset. 7- Air Temperature (TEMP) Indicator.
Indicates temperature at location selected with AIR TEMP source selector.
3- Control (CONT) CABIN and Passenger (PASS) CABIN Temperature
Selector. 8- Recirculation (RECIRC) FAN Switch.
AUTO - automatic temperature controller controls passenger cabin AUTO - fan signalled on except when both packs operating with either
or flight deck temperature as selected. PACK switch in HIGH.
MANUAL - air mix valves controlled manually. Automatic temperature
controller bypassed. 9- PACK TRIP OFF Light.
Illuminated (amber) :
4- RAM DOOR FULL OPEN Light.
Illuminated (blue) - indicates ram door in full open position. - Indicates pack temperature has exceeded limits,
- Related pack valve automatically closes and mix valves drive full cold,
5- Air Conditioning PACK Switch. - requires reset.
OFF. - pack signalled OFF.
10- TRIP RESET Switch.
AUTO : PUSH (If fault condition is corrected) :

- With both packs operating, each pack regulates to low flow, - Resets BLEED TRIP OFF, PACK TRIP OFF and DUCT OVERHEAT lights,
- With one pack operating, operating pack regulates to high flow in - Lights remain illuminated until reset.
flight with flaps up,
- When operating one pack from APU (both engine BLEED air switches
OFF), regulates to high flow.

EFFECTIVITY page 10
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

CONTROL AND INDICATING

EFFECTIVITY page 11
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Air Conditioning Accessory Unit.

The air conditioning accessory unit is installed in the E/E equipment
compartment on the E3-2 shelf.

Purpose.
The air conditioning accessory unit (ACAU) is the interface of the
airplane’s operational logic and the air systems.

EFFECTIVITY page 12
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

ACAU INTERFACES
EFFECTIVITY page 13
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

3. FLOW CONTROL VALVE.

Purpose. Pack Indication.

The flow control and shutoff valve controls these functions : The pneumatic pressure indicator shows pressure available in the left and right
pneumatic supply ducts.
- On/off control of the packs,
- Adjusts the rate of airflow into the airplane. The amber PACK TRIP OFF light, gives a pack system fault indication.

The switches have these three positions : Pack Reset.

The pack system has protection from an overheat condition. If a pack overheat
- OFF, occurs, the PACK TRIP OFF light comes on. Push the trip reset switch to
- AUTO, reset the pack. A reset will only occur after the temperature is less than the
- HIGH. temperature that caused the trip.

The flow control and shutoff valve is electrically controlled and pneumatically
actuated. It is spring loaded to the closed Position. The valve operates by a
pneumatic actuator which moves a butterfly plate.

Operation.
When the pack switch in the OFF Position, 28v dc energizes solenoid C to
close. With the pack switch in the AUTO or HIGH position, solenoid C receives
power to the open coils. Pressurized air flows to the actuator to overcome
spring force and open the butterfly plate (valve open).

Training Information Point.

The flow control and shutoff valve attaches to the ducts with v-band clamps.

The position indicator lets you inspect the valve for trouble shooting.

A manual control shaft on solenoid C permits you to open the solenoid

manually.

EFFECTIVITY page 14
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

FLOW CONTROL VALVE

EFFECTIVITY page 15
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Description and Operation. The resulting differential pressure transmitted to the servo valve opens or
Bleed airflow through each of the air cycle systems is controlled by the pack closes the servo valve to maintain the scheduled bleed airflow.
valve. This valve controls the mass flow so that a nearly constant Volumetric If cabin pressure decreases, the servo valve bellows expands, changes the
flow (cfm) is supplied to the air conditioning pack. servo spring balance and restores the desired airflow rate.

NORMAL FLOW : - 55 LBS/min, The high flow schedule from the APU is only possible when the airplane is on
- Normal airflow in FLT with RECIRCULATION FAN ON. the ground.
- Switch in AUTO, PACK valve 1 and 2 OPEN. When the PACK switch is at HIGH and the APU BLEED switch is at the ON
- Flow decreases when the altitude increases. position on the P5-10 panel, the APU/high flow solenoid A is energized.
When the solenoid A opens, pressure is applied to the APU/high flow servo
HIGH FLOW : - 80 LBS/min, piston which tends to close the servo and increase the pressure to the valve
- Switch in HIGH pos. or actuator.
- Switch in AUTO : - airplane in FLT, This opens the valve and increases the airflow.
- FLAPS UP,
- Other pack valve, closed. NOTE : On some airplanes, the high flow schedule from the APU is also
- Flow decreases when the altitude increases. possible when the airplane is in flight.
The high flow schedule will occur in flight when a PACK TRIP OFF light
HIGH FLOW : - 100 LB S/min comes on or a pack is manually turned off.
(APU) - switch in HIGH pos.: - airplane on GND,
- APU bleed switch in ON pos. Normal flow operation results from energizing solenoid B (PACK AUTO
switch).
The pack valve consists of a 3-1/2 inch diameter butterfly valve, an upstream Energizing solenoid B inactivates the APU/high flow servo and activates the
venturi, a pneumatic actuator, and pneumatic control elements. The assembly auto flow servo. Airflow operation is controlled in the same manner for both
also includes solenoids that permit manual closing of the valve and selection servos.
of flow modes by activating an air conditioning pack switch on the overhead
(P5-10) panel. Placing the PACK switch in the OFF position energizes the closing coil of
solenoid C, which cuts off air pressure to the actuator and servo valve.
When Solenoid C is electrically energized to the open position (or manually
operated by pulling out on the manual control rod), the ball valve actuating A pack valve closed limit switch provides a ground for the pack valve closed
rod is retracted and latched. Regulated air pressure forces the ball to unseat relay to drive mix valve full cold after the pack valve closes.
and air flows to the actuator and the high flow servo valve. As air pressure The switch is actuated by the valve bell crank.
increases and overcomes the actuator spring force, the valve opens. The valve
opening allows flow to the venturi sense port and downstream sense port.

EFFECTIVITY page 16
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

PACK VALVE SCHEMATIC

EFFECTIVITY page 17
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Control and Indication. Pack Switch HIGH.

Pack switch off. When the switch is in the HIGH position, the pack operates in the high flow
mode.
When the pack switch is in the OFF position, 28v dc (battery bus) energizes This deenergizes solenoid B.
the close coil of solenoid C. The deenergized solenoid B lets air flow to the APU/high flow servo.
With the close coil energized, the flow control and shutoff valve can not The valve actuator opens the valve plate which increases the airflow.
receive pressurized air to operate the actuator and open the valve.
The pack operates in the APU high flow mode when all of these conditions are
Pack Switch AUTO. true :
When the pack switch is in the AUTO position, 28v dc energizes the open coil
of solenoid C. - The pack switch is in the HIGH position,
Solenoid C opens and lets air pressure go to the actuator to open the valve. - The APU bleed switch is in the ON position,
This also opens the closed switch in the valve. - The APU operates above 95%,
Solenoid B energizes through the deenergized contact of the left low flow - The airplane is on the ground.
relay and the pack switch.
The pack operates in the normal flow mode - cabin pressure biases the flow When these conditions are true, solenoid A energizes to permit a flow rate
rate of the auto flow servo to control the flow rate automatically. more than high flow mode.

The right low flow mode relay energizes when all of these conditions are true :

- Airplane in the air,

- Flaps are up,
- Left pack valve is closed.

This causes the right flow control and shutoff valve to operate in the high flow
mode.
The operation is the same for the left flow control and shutoff valve if the
right valve closes in flight with the flaps up.

EFFECTIVITY page 18
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

LEFT FLOW CONTROL VALVE - CONTROL AND INDICATING

EFFECTIVITY page 19
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

4. PACK.

Air conditioning cooling is provided by two air cycle systems. Moisture entering the water separator is kept from freezing by a 2°C/35°F
The system also removes excess moisture from the air. control system.
A 2°C/35°F sensor in the water separator and a 2°C/35°F controller regulate
Air cycle system equipment is contained in equipment bays located on either the 2°C/35°F control valve in a duct between the primary heat exchanger exit
side of the airplane centerline at the underside of the center fuselage. and the water separator inlet.
The valve opens to add warm air if the turbine discharge air temperature is
In each air cycle system air is metered through the Pack (a flow control ) Valve. sensed to be 2°C/35°F or less.
The cooling devices used in the air cycle system consists of a primary heat
exchanger, a secondary heat exchanger, and an air cycle machine. Water collected by the water separator is sprayed into the ram air inlet duct,
The heat exchangers are of the air-to-air type, with heat being transferred upstream of the pack heat exchangers, through a water spray injector.
from the air going through the air cycle system to air going through the ram The spray augments heat exchanger cooling capacity and improves cooling
air system. system performance.
The air cycle machine consists of a turbine and a compressor. When the air conditioning pack is shut off, water collected in the water
Air passing through the secondary heat exchanger and expanding through the separator will be discharged overboard.
turbine drops in temperature as the energy is extracted.
The expanding air releases energy to drive the compressor.

Protection of the air cycle machine is provided by three thermal switches.

One thermal switch senses compressor discharge temperature.
The second thermal switch senses turbine inlet temperature.
There is also the overheat swx in the duct which will cause the pack valve to
close.
Actuation of one of the thermal switches will cause the pack valve to close.

As the air cools, its moisture content condenses.

The moisture is atomized so finely however, that it will stay in suspension
without a moisture removing device.
The water separator collects this atomized moisture and removes it from the
air cycle system air after it has left the air cycle machine.

EFFECTIVITY page 20
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

AIR CONDITIONING - PACK

EFFECTIVITY page 21
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

4.1. Heat Exchanger.

Primary Heat Exchanger.
The primary heat exchanger is the first unit of the air cycle system through
which engine bleed air passes to be cooled. The heat exchanger is a counter
flow plate-fin type.

Hot air enters one plenum chamber from the pneumatic duct at the aft
inboard side of the exchanger. It is cooled, then leaves by way of the air cycle
machine duct connected to the aft outboard side of the heat exchanger.
There is one primary heat exchanger for each air cycle system.

Secondary Heat Exchanger.

The purpose of the secondary heat exchanger is to remove the heat of
compression and retain the increase in pressure caused by the compressor.
It is located in the equipment bay forward of the primary heat exchanger.
Air from the air cycle machine compressor outlet enters the forward inboard
connection of the secondary heat exchanger, then returns to the air cycle
machine turbine inlet from the forward outboard exchanger connection.
There is one secondary heat exchanger for each air cycle system. ;

EFFECTIVITY page 22
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

PACK HEAT EXCHANGERS

EFFECTIVITY page 23
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

4.2. Air Cycle Machine (ACM).

The air cycle machine is a cooling unit consisting of an expansion turbine on a
common shaft with a compressor. The shaft is bearing mounted in a housing
to support the rotating turbine and compressor. A wick extends from the shaft
to the bottom of the oil sump formed by the housing for Lubrication of the
moving parts. A filler plug and sight gage are provided on each side of the
housing with a magnetic oil drain plug on the bottom.

The air cycle machine is Located in the equipment bay between the duct
Leading from the primary heat exchanger and the duct to the water separator.
A duct from the compressor and another to the turbine connect to the
secondary heat exchanger. The turbine mounts are connected to airplane
structure through serrated plates and washers to provide location adjustment.
There is one air cycle machine for each air cycle system.

Pack Temp Sensor.

Two thermal switches are in the cooling system, and directly affect the air
cycle system operation. One thermal switch senses compressor discharge
temperature. The other thermal switch senses turbine inlet temperature.
When an overheat condition exists in either position the affected thermal
switch will cause the pack valve to close. Other thermal sensing switches
located in the air cycle system are covered under ram air system and
temperature control system.

Turbine Inlet OVHT Switch.

The turbine inlet overheat switch is located in the transition at the secondary
heat exchanger and senses the temperature of air passing from the heat
exchanger to the turbine of the air cycle machine.

Compressor Discharge OVHT Switch.

The compressor discharge overheat switch senses temperature of air being
discharged from the compressor to the secondary heat exchanger.
The switch is installed on the compressor scroll.

EFFECTIVITY page 24
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

AIR CYCLE MACHINE (ACM)

EFFECTIVITY page 25
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

4.3. Pack Overheat Protection. Training Information Point.

If the PACK TRIP OFF light comes on, and the pack can be reset, the heat
The pack protection circuit stops operation of the pack to prevent damage to exchangers may be obstructed or dirty.
the air cycle machine and discomfort to the airplane passengers.
If the PACK TRIP OFF light comes on, and the pack can not be reset, do a test
Normal Operation. of the compressor discharge and turbine inlet overheat switches.
The pack flow control and shutoff valve receives 28v dc, from the battery bus.
The valve open solenoid receives 28v dc through the pack switch in the AUTO If a DUCT OVHT light comes on before a PACK TRIP OFF light, It can be a fault
or HIGH position, and a de-energized pack overheat relay. with the low limit (2°C/35F) sensor or the air mix valve. The water separator
This will electrically enable the flow control and shutoff valve (pack valve) to removes moisture from pack air.
move to the open position.

Pack Trip.
Pack protection is a function of these three switches :

- Compressor discharge overheat switch,

- Turbine inlet overheat switch,
- Control cabin duct overheat switch (passenger cabin duct overheat
switch - right pack).

The switches are normally open. When an overheat condition occurs,

the overheat switch closes. This energizes the pack overheat relay.
When the pack overheat relay energizer, power is supplied to the close
solenoid of the flow control and shutoff valve.

Indication.
The PACK TRIP OFF (amber) Light comes on when a pack trip occurs.
Power to the light is from the master dim and test (MD&T) system.

Pack Reset.
The overheat relay latches in the overheat position. When the condition that
caused the pack trip off goes away, the TRIP RESET switch on the P5-10 panel
can de-energize the overheat relay.

EFFECTIVITY page 26
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

PACK OVERHEAT PROTECTION

EFFECTIVITY page 27
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

4.4. Pack Water separator.

The cold air from the air cycle machine can contain moisture (atomized water
mist). The water separator collects and removes the moisture from the pack air
before it goes into the distribution system.

Location
The water separator is in the air conditioning compartment, downstream of
the pack.

Functional Description.
Air goes into the water separator inlet and through the coalescer bag and
support. The coalescer bag collects water mist from the air. The mist becomes
water droplets as more moisture goes through the bag. The coalescer support
has slots that move the air in a circular motion. The air with the water droplets
moves around the internal part of the coalescer support to the collection
chamber.

The collection chamber is a baffle that causes the water and air to make a
sharp bend out of the outlet shell. This separates the heavier water droplets
while the air moves out freely.

The overboard water drain connects to the air conditioning access door drain
fitting. The overboard water drain has a boss for water injection to the heat
exchangers.

The bypass valve is spring-Loaded closed. It opens when air can not pass
through the coalescer bag because of clogs or water freeze. When the air
pressure is more than the spring force, the valve opens.

EFFECTIVITY page 28
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

PACK WATER SEPARATOR

EFFECTIVITY page 29
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Coalescer Bag.
The coalescer bag collects dirt and contamination when the air conditioning
system operates.

Location.
The coalescer bag is part of the water separator. You must remove the
v-band clamp that holds the outlet shell and the inlet shell together to
get access to the bag.

Physical Description.
The coalescer bag is a dacron polyester material, with a conical shape.
It fits over the coalescer support.

Indication.
As dirt and contamination collect on the coalescer bag, airflow rate
through the bag decreases. When the coalescer bag does not permit
airflow through it, pressure increases. The pressure increase will cause a
piston in the bag condition indicator to be more than the spring force.
This moves the indicator disk into the red range.

The bag condition indicator shows when you must change the coalescer
bag. Observe the bag condition indicator while the pack is operating in
high flow and the air mix valve is in full cold position.
If the indicator disk is in the red range, the coalescer bag must be
changed.

Training Information Point.

If you remove the coalescer bag, make sure you carefully remove and
install the inlet shell to prevent damage to the 0-ring gaskets.
You can use the two spring-loaded chain assemblies on the ends of the
coalescer bag for the new bag.

The coalescer bag can be washed in general purpose fabric detergent

and water in a washing machine.

EFFECTIVITY page 30
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

COALESCER BAG

EFFECTIVITY page 31
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Water Injector.
The water spray injector adds water into the ram air system. This increases the
efficiency of the heat exchangers.

Location.
The water spray injectors are in the air conditioning compartment.
They attach to the inboard wall of the ram air inlet duct, outboard and
forward of the heat exchangers.

Physical Description.
The water spray injector is a T-fitting with three threaded ends.
There are two water spray injectors, one for each pack system.

Functional Description.
The air from the turbine section of the ACM supplies airflow through
the water spray nozzle. Water from the water separator flows
perpendicular to the airflow at a venturi. This causes suction of water
into the airstream. When the water and air mix, the force breaks the
water into microscopic droplets (atomize). The atomized mixture flows
into the ram air duct upstream of the heat exchanger. The mixture
increases the heat exchanger’s ability to remove heat.

EFFECTIVITY page 32
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

WATER INJECTOR

EFFECTIVITY page 33
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

4.5. 35°F/2°C Control System. The controller sends an open signal to the valve when the air
temperature is Less than 34°F/1.1°C. It sends a close signal to the valve
The (35°F) components monitor and adjust the temperature in the water if the air temperature is more than 36°F /2.2°C. The controller does not
separator to prevent water freeze conditions. send a signal when the air temperature is in the deadband range, 34°F
/1.1°C to 36°F/2.2°C.
Valve.
The (35°F) valve adjusts the quantity of hot air that goes into the water Training Information Point.
separator. Use two wrenches to remove or install the (2°C/35°F) temperature
sensor.
The (35°F) valve is a 115v ac, single phase, motor controlled, butterfly This will prevent damage to the water separator.
valve.

Sensor.
The (35°F) temperature sensor sends information to the (35°F)
controller.

The sensor is a thermistor element inside the probe body.

The resistance of the sensor changes with to changes air temperature.
The sensor sends a signal when the temperature is out of range.

Controller.
The controller selector has six positions. The FLIGHT position is for
normal control. The other positions are for the BITE test.

The FLIGHT position enables the control and modulation circuits to

operate the valve to control the air temperature to 35°F/2°C.

The controller uses 115v ac, single phase for operation. It reads the
temperature sensor stance as part of a bridge circuit. The controller
balances the bridge circuit by the adjustment of the water separator air
temperature.

EFFECTIVITY page 34
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

35°F/2°C CONTROL SYSTEM

EFFECTIVITY page 35
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

35°F/2°C Bite. Position 5 does a test of the sensor. This test makes sure the sensor
The (35°F) BITE does tests of these system components : does not have an open or short.

- Controller,
- Valve,
- Temperature sensor.

Operation.
The (35°F) controller has a six position rotary selector with these
selections :

- FLIGHT,
- Position 1,
- Position 2,
- Position 3,
- Position 4,
- Position 5.

A placard on the cover gives test instructions. You must put the switch
in the FLIGHT position after you do the test.

The switch is spring-Loaded to the FLIGHT position. You enable the BITE
test when you move the selector switch to any of the other positions.

Position 1 does a test of the dc power supplies. This test makes sure the
basic fault detection circuit of the BITE function operates.

Position 2 does a test of the open drive (heat) command for the valve.
You can monitor the valve as it moves to the open position.

Position 3 does a test of the deadband. The controller makes sure that
the valve will not move when the deadband is simulated.

Position 4 does a test of the close drive (cold) command for the
valve. You can monitor the valve as it moves to the close position.

EFFECTIVITY page 36
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

35°F/2°C SYSTEM BITE.

EFFECTIVITY page 37
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Conditioned Air Check Valve.

The conditioned air check valve permits one-way airflow from the pack to the
main distribution manifold.

The packs supply pressurized air through the check valve to the distribution
system. The check valve prevents airflow from the pressurized distribution
system to the unpressurized air conditioning compartment. This is for single
pack operation or a pack system duct leak.

Location.
The conditioned air check valve is in the distribution compartment,
forward of the aft bulkhead.

Description.
The conditioned air check valve is a split flapper type. An arrow on the
outside of the valve shows the flow direction.

There is one conditioned air check valve in each pack system.

The split flapper prevents airflow in one direction (to the pack).
It opens to permit air flow from the air conditioning pack to the main
distribution manifold.

Training Information Point.

The check valve connects to a duct that goes through the bulkhead
between the air conditioning compartment and the distribution
compartment. The forward end attaches to the mix chamber.
The valve attaches to the duct and mix chamber with V-band clamps.

EFFECTIVITY page 38
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

CONDITIONED AIR CHECK VALVE

EFFECTIVITY page 39
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

4.6. Ram Air System.

Ram air modulation provides maximum airflow through the ram air system
during ground operation. During flight, however, maximum airflow is seldom
required. Ram air modulation permits a reduction in airflow at this time
which, in turn, results in substantial drag reduction. The modulation system
automatically adjusts airflow according to air conditioning requirements.

The ram air modulation system consists of adjustable inlet and exhaust
openings, a ram air actuator, a cable system with mechanical linkage to the
modulation panel, exhaust Louvers, and deflector, a ram air controller,
a ram air temperature sensor, and the interrelated circuitry.

There are three different steps of ram air modulation as determined by three
airplane positions. Fixed positions are obtained when the airplane is on the
ground and on takeoff. During flight the openings vary according to airplane
operation.

The ram air system provides for two different methods of operation.
During flight, ram air is used as a cooling medium for the air cycle system heat
exchangers. An air cycle system utilizes a turbofan to induce airflow through
the same ducts for ground operation and during flight when flaps are in any
position other than retracted. A ram air system is included for each air cycle
system.

EFFECTIVITY page 40
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

RAM AIR SYSTEM - GENERAL

EFFECTIVITY page 41
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Ram Air Inlet. The exhaust louvers are the primary restriction to ram airflow while the inlet
The ram air inlet consists of a scoop, a modulation panel, panel reduces the possibility of aerodynamic resonance in the ram air ducts.
and a deflector door. A scoop is located on each side of the airplane at the
forward end of the wing to body fairing. The scoop forms the entry for the Cable System.
ram air ducts. The ram air inlet modulation panel and the deflector door are mechanically
linked together and are operated by the ram air actuator through a cable
The deflector door is hinged at its forward end to airplane structure and is system. The ram air actuator rod connects to a crank on the ram air
shaped to fit in the scoop when retracted to prevent interference with ram modulation torque shaft quadrant assembly to drive the cable system.
airflow into the ram air ducts. A mechanism connected to the modulation
panel cable system causes the deflector door to be extended when the Two cables extend forward from the torque shaft quadrant along the inboard
airplane is on the ground and then to fair on takeoff. The deflector door side of the ram air duct cavity to the forward end of the cavity.
minimizes the possibility of foreign material entering the ram air system when The cables then pass through the forward end of the cavity and are secured
the airplane is moving on the ground. to the ram air inlet modulation panel quadrant. The ram air inlet modulation
panel quadrant drives the inlet modulation panel shaft which moves the inlet
The ram air inlet modulation panel is made tip of two panel sections. panels.
The forward end of the forward panel is hinged to structure and its aft end
is hinged to the forward end of the aft panel section. The aft end of the aft
panel section is equipped with rollers which allow movement forward and
aft. Two cranks with rollers attached move the forward end of the aft panel
inboard or outboard to open or close the inlet. The cranks are attached to a
shaft which is operated by the ram air actuator through a cable system.

Ram Air Outlet.

Louvers are installed at the ram air outlet to restrict airflow through the ram
air system during flight. The louvers are installed parallel to each other and are
supported at either end by a support angle.
Individual arms are spined to mate with the outboard end of each louver
and are linked together at the other end of the arm to obtain simultaneous
movement of each. The forward arm mates with a torque shaft which extends
from the arm to the ram air actuator located in the ram air duct cavity. As the
actuator moves, the louvers rotate to reduce or increase the exhaust area.
Since the torque shaft is connected to the crank which operates the ram air
inlet modulation panel control cables, movement of the exhaust louvers and
the inlet modulation panel isobtained at the same time.

EFFECTIVITY page 42
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

RAM AIR INLET AND OUTLET

EFFECTIVITY page 43
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Ram Air Actuator.

The ram air actuator is a 115-volt ac motor-operated linear actuator.
It operates in either direction and may be stopped at any position between
full extend and full retract. The actuator is used to modulate the ram air inlet
modulation panel and the ram air exhaust louvers, and moves the deflector
door.

The ram air actuator is controlled by the ram air controller. The control is
automatic and depends on whether airplane is on the ground, in-flight with
flaps extended or in-flight with flaps positioned full up. When airplane is
in-flight with flaps full up, temperature of the air in the air cycle machine
compressor discharge is sensed by the ram air controller to govern actuator
position. There are four position switches in the actuator which work with the
control system to obtain proper positioning of the inlet panel and the exhaust
louvers. The ram air actuator is mounted on the aft bulkhead of the ram air
duct cavity.

Ram Air Controller.

The ram air controller electrically controls the ram air actuator to position
the inlet modulation panel and the exhaust louvers during flight when flaps
are up. The control unit is installed on the inboard side of the keel, beam
downstream of the turbofan. A temperature sensor is installed in the air cycle
machine compressor discharge duct.

EFFECTIVITY page 44
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

RAM AIR ACTUATOR

EFFECTIVITY page 45
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Ram Air System Operation. at the air cycle machine compressor discharge.
A temperature sensor, located in the air cycle machine compressor
Ground operation. discharge duct, provides a signal to the ram air control which positions
When the airplane is on the ground the landing gear safety relay and the ram air exhaust louvers and inlet modulation panel.
the air-ground relay complete a circuit to the open side of the actuator The ram air controller sends either an extend or retract signal to the
and open all circuits to the close side. If the modulation panel and ram air actuator which controls air flow through the ram air ducts and
exhaust louvers are not already full open they will drive full open and holds air cycle machine compressor discharge temperature to as near
the actuator position switches will move to the positions shown in Fig. 110°C/230°F as possible. on cold days it may not be possible to attain
The deftector is mechanically linked to the inlet modulation panel and the 110°C/230°F temperature.
will be fully extended at this time. At the same time another position
switch (switch 3) in the actuator completes a circuit for the RAM DOOR If this be the case, the actuator will drive to position 4, (full extend)
FULL OPEN Light. and remain there until the temperature rises or flaps are lowered for
landing.
Flight Operation. During approach and landing the ram air modulation system reverses
When the airplane breaks ground on takeoff the air-ground relay the sequence noted for on-the-ground and takeoff conditions.
becomes de-energized but the turbofan control relay stays energized
because the flaps are down. This completes a circuit to the close
side of the actuator through another position switch (switch 2) and
the actuator moves to position 2. At actuator position 2 the inlet
modulation panel and exhaust louvers have moved to a slightly closed
position, but not one which will appreciably affect ram airflow. At this
position, however, the deftector door will have moved to the faired
position. Any additional movement of the inlet panel will not affect the
position of the deflector because the mechanism is against its stop.
A cam link and torsion spring permits further movement of the panel.

After takeoff, when the flaps are fully retracted, the turbofan control
relay becomes de-energized, the turbofan valve drives closed, and a
circuit is completed to the ram air controller.

This circuit continues to drive the actuator toward close until actuator
position 3 is reached. At position 3 the actuator position switch (switch
3) closes. From this point on, as long as the flaps are up the ram air
control will position the actuator somewhere between position 3 and 4.
The positioning of the actuator depends on the temperature of the air

EFFECTIVITY page 46
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

OPEN
28V DC
TURBOFAN
VALVE
1 CLOSE
CLOSED
28V DC
OVERHEAT
PACK
VALVE OPEN
CLOSED
RELAY TURBO FAN VALVE

CL OP
PACK 110¡C
VALVE PWR IN

28V DC
RAM MOD
PWR OUT
TURBO
FAN
1 28V DC RALAY
RAM MOD
CONT RAM AIR
AIR/GND RAM AIR CONTROLLER TEMPERATURE SENSOR
RELAY

AIR
1 ON SOME A/C
GND

LANDING 2 3
GEAR SAFETY RETRACT EXTEND
RELAY LIMIT LIMIT
SWITCH SWITCH
1 4
MACH TRIM FLAP SWITCH DN UP
(LEFT RAM AIR MODULATION SYSTEM) RAM AIR ACTUATOR
OR
STALL WARN SWITCH RETRACT
(RIGHT RAM AIR MODULATION SYSTEM)
OPEN DUCT CLOSE DUCT

EXTEND
28V DC RAM DOOR
FULL OPEN
BATT MASTER
DIM LTS B
P5 PANEL

RAM AIR SYSTEM OPERATION

EFFECTIVITY page 47
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

4.7. Turbofan. 4.8. Turbofan Valve.

The turbofan is a turbine powered fan located between sections of the ram air The turbofan valve is a solenoid-actuated shutoff and regulating valve
exhaust ducts. Air from the pneumatic system is directed through the turbofan requiring 28 volt dc current and is spring-loaded to the closed position.
case to a small two-stage turbine centrally Located inside the case. A larger A closed limit switch in the valve completes a circuit to the ram air controller
diameter fan is located forward of the turbine and is shaft-connected to the when the valve is closed. A manual control rod on the solenoid permits
turbine. opening or closing the valve manually. Two test ports are provided for
The turbofan normally operates only during ground air conditioning operation checking valve operation under pressure. The left turbofan valve is located in
or in flight when the flaps are extended. Operation is controlled by a turbofan the left equipment bay inboard of the turbofan. The right turbofan valve is
valve. located in the right pack cold air supply duct.

EFFECTIVITY page 48
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

28V DC

SEE RAM
AIR SYSTEM
GENERAL PAGE
47

CLOSED OPEN

FILTER

TEST
PORF

AIRFLOW

CLOSED LIMIT SW

TURBO AND TURBOFAN VALVE

EFFECTIVITY page 49
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

5. TEMPERATURE CONTROL.

The temperature selectors are spring-loaded to the OFF position. Indication.

The selector has a MANUAL COOL and MANUAL WARM position. The air mix valve position indicator gets position signals from the air mix valve
These positions are momentary positions. potentiometers. The valve position shows a function of the proportion of hot
You must hold the selector in these positions for manual operation. and cold air streams.

Normal Operation. The TEMP (temperature gage) shows passenger cabin air temperature when
The temperature selector has two modes of operation, AUTO and MANUAL. the selector is in the PASS CABIN position. The temperature bulb in the cabin
In the AUTO mode, the cool or warm signal from the selector switch goes temperature sensor module sends the signal. When the selector is in the
to the cabin temperature controller (CTC). The CTC compares the selector SUPPLY DUCT position, the gage shows distribution duct air temperature.
(temperature) input to inputs from these temperature sensors :
If the temperature in the distribution duct is higher than 190F(88C), the duct
- Duct temperature anticipator, overheat switch sends a signal to the ACAU. The ACAU sends a signal to the
- Duct limit sensor, DUCT OVHT light on the temperature controls panel to come on. The air mix
- Cabin temperature sensor. valve receives a cold (close) signal from the ACAU.

The CTC examines the sensor inputs. It calculates what the correct
temperature of the pack air should be. The CTC sends a signal to set the
position of the air mix valve. The signal goes through relays in the ACAU.
The air mix valve adjusts the hot and cold air streams of the pack to give the
correct air temperature. The CTC continuously measures the temperatures in
the cabin and distribution ducts. It makes adjustments as necessary.

In the MANUAL mode, the temperature selector sends a warm or cool signal
to the ACAU. The ACAU enables the signal to go to the air mix valve to
set its position. You must monitor the air temperature gage and make the
adjustments to the air mix valve to control the temperature in this mode.

EFFECTIVITY page 50
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

115V AC 115V AC
XFR BUS 2 XFR BUS 1

FROM MIX VALVE XMTR

C258 C267
AUTO TEMP MAN TEMP
FAN CTL CTL

TEMP CONTROLLER OFF

PACK AUTO
ZONE PWR SUPPLY AUTO SWITCH
BULB SENSOR HI

CABIN AIR REQ AUTO

DUCT 1
TEMP TEMP
SELECTOR
MAN
DUCT TEMP COOL
LIMIT 60°
WARM

DUCT OVHT

TURBINE INLET 99°C

PACK VALVE CLOSED
COMP OUTLET 199°C
PACK OVHT 121°C WARM COOL CLOSE
M SIGNAL

R MIXING R PACK
CTL VALVE VALVE
35°F/2°C
M VALVE
CABIN

WATER
BULB SEPARATOR 35°F/2°C
DUCT SENSOR SENSOR
ANTICIPATOR T C
88°C XMTR
DUCT OVHT TO INDICATOR

WATER
121°C RECIRC COMPRESS DISCHARGE
OVERHEAT TO PACK FILTER
SWITCH OVHT OVHT SWITCH 199¡C
RELAYS
RAM AIR TEMP SENSOR 110¡C
FAN TURBINE
INLET
OVHT
SWITCH
99°C
TURBOFAN
MIX
MANIFOLD INLET
MODULATION
PANELS CTL

DEFLECTOR
GND
CONNECTION RAM AIR
L. RISER INLET

TEMPERATURE CONTROL - GENERAL

1 THE SAME CTL IS USED TO
CTL THE LEFT PACK AS WELL
CABIN

EFFECTIVITY page 51
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

5.1. Temperature control interface.

The temperature control system can operate when the air conditioning packs
operate. The packs operate when there is a bleed source from the pneumatic
system.

The air conditioning accessory unit (ACAU) monitors the operation logic
for the pneumatic and air conditioning systems. It enables the temperature
control system when the air systems are serviceable.

The cabin temperature controller (CTC) receives control signals from the
temperature controls panel.

Temperature sensors send temperature data from the flight and passenger
compartments. The CTC sends control and operation signals through the
ACAU for automatic temperature control.

The temperature control signals go to the air mix valve. The air mix valve
controls the amount of air that goes to the pack or goes to heat air
downstream of the pack.

The temperature control system has overheat switches in the supply ducts.
The overheat switches give indication and can stop operation when the
temperature is out of limits.

Temperature sensors in the passenger cabin and duct monitor and send
temperature data to the cabin temperature controls panel. The temperature
controls panel shows air temperatures and the air mix valve position.

EFFECTIVITY page 52
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

TEMPERATURE CONTROL INTERFACE

EFFECTIVITY page 53
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

5.2. Mixing Valve.

The mix valve consists of two butterfly valves operated by the same actuator
through a common shaft. The 115 volt ac actuator mounts on a flange of the
hot valve to drive the common shaft. When the hot valve butterfly is full open
the cold valve is full closed and vice versa. As the hot valve moves toward
close, the cold valve moves proportionally toward open.

A position potentiometer is connected to the opposite end of the shaft from

the actuator to permit monitoring the valve position from the control cabin.
A visual indicator is also Located at the actuator between the potentiometer
and the cold valve body.

Limit switches in the actuator housing interrupt current to the actuator

monitor at either extremity of travel. The mix valve is Located in the air
conditioning equipment bay inboard of the heat exchangers.

EFFECTIVITY page 54
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

MIXING VALVE

EFFECTIVITY page 55
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

5.3. Temperature Manual Control.

The control and passenger cabin temperature selectors are identical units
mounted on the forward overhead panel. The face dial is divided into an
automatic and MANUAL range. Three switches inside the selector are provided
to direct 115 volts ac to the mix valve. Two cams on a cam plate, fixed to the
selector knob, close each switch separately as the knob is turned.

In MANUAL, turning the knob clockwise to COOL causes one of the cams to
close a switch connected to the mix valve actuator motor, and operate the
valve to increase the proportion of cold air passing through the valve.
Turning the knob counterclockwise to WARM causes the cam to close a switch
connected to the mix valve actuator and operate the valve to increase the
proportion of warm air passing through the valve. When the knob is returned
to OFF, both switches are open and the mix valve remains in the position to
which it was last driven.

When the temperature selector knob is turned past the MANUAL range
into AUTO, the second cam on the knob shaft closes a switch which directs
power to the automatic temperature control circuit. The cam keeps the switch
closed through the automatic range. In the AUTO range, the knob also drives
a potentiometer which forms one leg of a cabin temperature control bridge
circuit.

EFFECTIVITY page 56
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

TEMPERATURE SELECTOR
EFFECTIVITY page 57
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Mix Valve Indication.

The air mix valve position indicator shows the amount of opening of the hot
and cold valve ports.

Functional Description.
The air mix valve position indicator receives 28v dc, when bus 2 has
power. It shows air mix valve position if the pack system is on or off.

The indicator needle moves as a function of current from the mix valve
position transmitter. The transmitter sends a current in proportion to
the mix valve position. The current makes a magnetic field that moves
the needle.

The needle is at the COLD position when the air mix valve opens the
cold valve port. It moves to the HOT position as the hot valve port
opens. The needle shows in the center when both valves are open
equally.

Training Information Point.

The COLD and HOT labels are part of the panel, not the indicator.

A ring clamp on the outside diameter holds the air mix valve position
indicator in position.

EFFECTIVITY page 58
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

MIX VALVE INDICATION

EFFECTIVITY page 59
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

5.4. Automatic Control. Protection.

The duct overheat switch closes if the air temperature in the supply duct is
When the pack switch is in the AUTO or HIGH position, 115v ac goes to the 190°F (88°C).
temperature selector. Power is supplied to the cabin temperature controller
(CTC) when the selector is in the AUTO range. The selector sets a resistance
that the CTC compares to the air temperature. The CTC reads air temperatures
from sensors in the ducts and the cabin temperature sensor module. The CTC
compares the air temperature to the set temperature.
The CTC reads an error signal if the air temperature and selected temperature
are not equal. The CTC sends a warm or cool bias control signal to the air mix
valve if the there is an error signal. A warm signal opens the valve and a cool
signal closes the valve.

The duct limit sensor and the bridge circuit operate when the temperature in
the duct is above 130°F (55°C). The cabin temperature controller sets a cool
bias signal to the air mix valve.

The duct anticipator sensor and bridge circuit control the rate of the air
temperature in the duct as it increases.

The CTC does not send control signals to the air mix valve when the cabin
temperature is equal to the selected temperature.

EFFECTIVITY page 60
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

AUTO TEMPERATURE SCHEMATIC

EFFECTIVITY page 61
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

5.5. Cabin Temperature Controller. Interfaces.

The CTC signal goes to the air conditioning accessory unit (ACAU) before it
The cabin temperature controller (CTC) is a dual channel controller one goes to the air mix valve. The ACAU has the logic circuits that monitor the
channel controls the air temperature in the flight compartment. pack’s operation. The ACAU permits the temperature control signal to go to
The other channel controls the temperature of the passenger compartment. the air mix valve, if these conditions are true :

Operation. - The respective flow control and shutoff (pack) valve is open, and
The CTC operates when 115v ac power is available and the temperature - There are no overheats for that pack system. The cabin temperature
selector (PASS CABIN or CONT CABIN) is in the AUTO selection range. controller (CTC) automatically controls the temperature of conditioned
air for the cabin areas.
Functional Description.
The CTC monitors these air temperatures :

- Cabin air (cabin temperature sensor),

- Supply duct rate of change (anticipator sensor),
- Supply duct high Limit (duct limit sensor).

The controller compares air temperatures with the selected value from the
cabin temperature selector. The controller reads the temperature data from
the cabin temperature sensor. The CTC looks for a balance between the actual
and the selected temperature values. When the circuit(s) are not in balance,
a hot or cold signal is output to the air mix valve.

The duct temperature anticipator circuit causes an error signal when a fast
rate of temperature change occurs. This may occur if you select to increase
the temperature of a cold-soaked airplane. The sudden rate of temperature
increase could cause this circuit to be out of balance. The CTC will send a
signal to the air mix valve to decrease the temperature.

The duct limit sensor is a protection against duct overheat. If the duct
temperature is more than 130°F (54°C), an error signal causes a priority cool
command to the air mix valve.

EFFECTIVITY page 62
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

CABIN TEMPERATURE CONTROLLER

EFFECTIVITY page 63
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Temperature Controller BITE. 5.6. Temperature Sensors.

The cabin temperature controller (CTC) is a dual channel electronic controller.
One channel controls the output temperature of the left pack. Zone Temperature Sensor.
The other channel controls the output temperature the right pack. The cabin temperature sensor assembly supplies cabin air temperature data.

Location. Location.
The CTC is in the EE compartment on the E -1 rack. The flight compartment cabin temperature sensor assembly is in the
ceiling of the flight compartment.
BITE Test.
The front of the unit has the BITE instructions to test the CTC and The passenger cabin temperature sensor assembly is in the right
temperature control components. forward side of the passenger cabin. It is in the bullnose area of the
passenger service unit, approximately at the fourth window from the
A selector switch lets you select each component to do a test on. front.
The CTC BITE tests these flight compartment and passenger
compartment components : Physical Description.
These components are part of the cabin temperature sensor assembly :
- Temp control box (CTC internal circuits),
- Cabin sensor, - Temperature sensor,
- Anticipator sensor, - Inlet grille,
- Duct Limit sensor, - Air filter,
- Temp selector (temperature selector on P5-17). - Temperature sensor fan,

The flight compartment temperature control test results show on the

left pack GO/NO GO Lights. The passenger compartment test results
show on the right pack GO/NO GO lights.

When the test is complete, a green GO light shows when the

component(s) are serviceable. A red NO GO light shows if any
component(s) has a failure.

EFFECTIVITY page 64
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

CABIN TEMPERATURE CONTROLLER

EFFECTIVITY page 65
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

- Temperature bulb (passenger sensor assembly only). Functional Description.

The fan pulls in cabin air through the inlet grille and air filter. The sensor
or bulb reads the air temperature as it moves by the sensor.

The temperature sensor sends the actual air temperature to the cabin
temperature controller (CTC). The CTC uses this data to compare with
the selected temperature.

The temperature bulb, in the passenger temperature assembly, supplies

a temperature signal to the temperature indicator on the cabin
temperature controls (P5-17) panel.

Training Information Point.

You must clean the cabin temperature sensor air filter regularly.

Observe these cautions when you troubleshoot the system.

CAUTION : DO NOT USE AN OHMMETER FOR A CONTINUITY CHECK OF THE

TEMPERATURE SENSORS DURING THE TEST. THE OHMMETER CAN
DAMAGE THE THERMISTOR ELEMENTS OF THE TEMPERATURE
SENSORS BEYOND REPAIR.

CAUTION : DO NOT INCREASE THE TEMPERATURE OF THE TEMPERATURE

BULB TOO MUCH, THE TEMPERATURE INDICATOR NEEDLE
CAN MOVE PAST ITS LIMIT. THIS CAN CAUSE DAMAGE TO THE
TEMPERATURE INDICATOR. THE DUCT LIMIT SENSOR AND DUCT
ANTICIPATOR SUPPLY THE CABIN TEMPERATURE CONTROLLER
(CTC) WITH AIR TEMPERATURE DATA.

EFFECTIVITY page 66
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

ZONE TEMPERATURE SENSORS

EFFECTIVITY page 67
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Duct Temperature Sensor. Training Information Point.

The duct overheat switch gives indication and sets the cool mode if the duct
air temperature is above 190F/88C. CAUTION : DO NOT USE AN OHMMETER FOR A CONTINUITY CHECK OF THE
TEMPERATURE SENSORS DURING THE TEST. THE OHMMETER CAN
Location. DAMAGE THE THERMISTOR ELEMENTS OF THE TEMPERATURE
The flight compartment duct sensors are in the flight compartment SENSORS BEYOND REPAIR.
distribution supply duct.
You will find these sensors in the same areas :
The passenger compartment duct sensors are in the passenger
overhead distribution duct. You access them through the ceiling panels. - Duct overheat switch 250F/121C,
- Duct temperature bulb (passenger cabin only).
Physical Description.
The duct sensors have a probe body and an electrical connector end. The duct temperature bulb and the cabin temperature bulb measure duct air
The sensor is hermetically sealed in a metal housing. temperature.

Functional Description.
The duct limit sensor and duct anticipator are variable-resistance type.
As temperature increases, the resistance of the sensor decreases.

The duct limit sensor is part of a bridge circuit in the CTC.

The CTC sends a close signal to the air mix valve when the air
temperature in the duct is at or above 140°F (60°C).

The duct anticipator is part of a bridge circuit in the CTC. It reads the
rate of change in the duct air temperature. The CTC uses this data to
adjust the air mix valve position.

The duct overheat switch is a bimetal element. The contacts in the

switch are normally open. As temperature increases to the activation
temperature, the switch contacts close to complete a circuit.
The duct overheat switch causes the air mix valve to close when the air
temperature is above 190°F (88°C). The closed switch causes the DUCT
OVHT Light, on the P5-17 panel, to come on.

EFFECTIVITY page 68
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

DUCT TEMPERATURE SENSOR

EFFECTIVITY page 69
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Temperature Bulb.

Location.
The cabin temperature bulb is in the cabin temperature sensor
assembly. The cabin temperature sensor assembly is in the forward right
side of the passenger cabin. You access it through the right passenger
service unit (approximately the fourth window from the front of the
passenger area).

The duct temperature bulb is in the passenger distribution overhead

duct. It is aft of the right riser duct connection. You access it through
the right ceiling panel.

Functional Description.
The temperature bulbs monitor air temperature. The thermistor element
resistance value changes inversely with changes in temperature.
This data is sent to the temperature indicator in the temperature
controls module.

Training Information Point.

Observe these cautions when you trouble shoot the system.

CAUTION : DO NOT INCREASE THE TEMPERATURE OF THE BULB TOO MUCH.

IF YOU INCREASE THE TEMPERATURE TOO MUCH,
THE TEMPERATURE INDICATOR NEEDLE CAN MOVE PAST ITS
LIMIT. THIS CAN CAUSE DAMAGE TO THE TEMPERATURE
INDICATOR.

EFFECTIVITY page 70
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

TEMPERATURE BULB
EFFECTIVITY page 71
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Duct Temperature Indication.

The cabin temperature indicator shows the passenger cabin air temperature or
the passenger supply duct air temperature.

Functional Description.
The cabin temperature indicator is an electrical resistance-type indicator.
It uses 28v dc from bus 2. It receives air temperature data from the
cabin temperature bulb or the duct temperature bulb.
You identify the temperature you want to see with the AIR TEMP
selector.

Training Information Point.

The cabin temperature indicator has a ring-clamp mount to the panel.

EFFECTIVITY page 72
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

DUCT TEMPERATURE INDICATION

EFFECTIVITY page 73
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Duct OVHT Protection.

The battery bus supplies 28v dc to the overheat circuit.

The cabin temperature controller and the air mix valve receive 115v ac from
the transfer busses.

The overheat switch closes if the air temperature in the supply duct is 190°F
(88°C) or more. This causes the overheat relay to make these connections :

- The DUCT OVHT light comes on,

- The MASTER CAUTION Light comes on,
- The 115v ac transfer bus 2 gives power to close the air mix valve,
- The circuit latches.

To reset the circuit all of these things must occur :

- The duct air temperature is below 190°F (88°C) and the switch opens
- You push the TRIP RESET switch on the air conditioning/bleed air
controls panel.

EFFECTIVITY page 74
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

DUCT OVHT PROTECTION

EFFECTIVITY page 75
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

6. AIR DISTRIBUTION.

The two air conditioning packs supply the main distribution manifold with Training Information Point.
conditioned air. The main distribution manifold supplies air to the passenger The ground conditioned air connector attaches to the main distribution
compartment through riser ducts and an overhead distribution manifold. manifold duct with band clamps. The connector fitting attaches to the skin of
the airplane with a pressure seal.
Location.
The main air distribution components are in the distribution compartment aft A hinge on the duct and the check valve assembly has a spring. The spring
of the forward cargo compartment. There are manifolds and ducts along the holds the check valve open when the air conditioning system is off. When the
sidewalls and above the ceiling area of the passenger cabin. air conditioning system is on, the pressure in the manifold causes the check
valve to close.
Ground Conditioned Air Connection.
The ground conditioned air connector lets an external source of conditioned Before you install the duct and check valve assembly, you must do an
air supply the airplane air conditioning system. inspection of the check valve to make sure the spring holds the check valve
open a short distance. Adjust the hinge if necessary and test the check valve
Check Valve. for correct operation.
The check valve is inside the ground conditioned air connector. It prevents
the loss of air through the connector when the air conditioning system is on.
When you attach the ground cart hose, the check valve moves out of the
airflow path. The ground conditioned air can flow into the distribution system.

EFFECTIVITY page 76
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

AIR DISTRIBUTION

EFFECTIVITY page 77
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Flight Deck Air Distribution.

The left air conditioning pack supplies the conditioned air for the flight
compartment. The air flows through ducts that go forward along the left side
of the airplane. The flight compartment distribution uses different ducts than
the passenger compartment distribution.

The flight compartment receives conditioned air from the right pack if the left
pack is not operational.

The flight compartment distribution lets the flight crew select a different air
temperature than the other areas of the airplane. The air quality is better
because it comes from the left pack and not mixed with recirculated air.

You can adjust the overhead outlets airflow direction with a moveable baffle.
Airflow cannot be shut off.

The air distribution supply ducts in the flight compartment include metering
orifices and mufflers. The metering orifices control flow. The mufflers decrease
air noise.

The windshield outlets are forward of the captain and first officer glareshield.
They supply airflow up and along the windshield plane. The windshield and
foot air outlet valves are forward of the rudder pedals. The foot air outlets are
inside the captain and first officer rudder pedal housings.

EFFECTIVITY page 78
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

FLIGHT DECK AIR DISTRIBUTION

EFFECTIVITY page 79
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Cabin Air Distribution.

The passenger cabin conditioned air distribution system divides the flow of
conditioned air to the passenger cabin.

The passenger cabin conditioned air distribution system uses these

components :

- Sidewall riser ducts,

- overhead distribution ducts,
- Flexible hoses,
- Diffuser outlets.

Conditioned air from the main distribution manifold flows through sidewall
riser ducts. The ducts follow the airplane contour along the right and left
fuselage. The riser ducts supply the overhead distribution duct. This duct goes
longitudinally along the top center of the passenger cabin.

Conditioned air flows through the overhead distribution duct to the center
and sidewall diffusers. It supplies the main passenger areas, the galleys,
and the Lavatories. The passenger cabin exhaust air flows through floor grilles.

EFFECTIVITY page 80
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

CABIN AIR DISTRIBUTION

EFFECTIVITY page 81
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

7. RECIRCULATION SYSTEM.

The recirculation system supplies air for ventilation. The use of cabin air for Training Information Point.
ventilation decreases the use of air from the engine bleed system. The recirculation fan check valve uses V-band clamps for installation.
Make sure you install the check valve with the correct flow orientation.
The recirculation system collects cabin air to use with pack air in the
distribution system. The distribution system supplies air to the passenger When you install the recirculation fan, make sure the flow arrow on the fan is
compartment area. in the correct direction. The arrow should point to the distribution manifold.

Rec. Filter.
The recirculation air filters remove small particles of material from the air that
flows back to the cabin.

The recirculation fan pulls air from the passenger compartment through a
high efficiency particulate air (HEPA) filter to remove very small particles at the
bacteria and microorganism level.

Rec. Fan.
The recirculation fan causes air to flow from the passenger cabin to the main
distribution manifold.

The recirculation fan is in the distribution compartment. It is on the right side

of the main distribution manifold.

Rec. Check Valve.

The recirculation fan check valve prevents the flow of conditioned air out of
the main distribution manifold through the recirculation system.

EFFECTIVITY page 82
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

RECIRCULATION SYSTEM

EFFECTIVITY page 83
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Rec. System - Description.

Three-phase power to the recirculation fan is controlled by relay R331 in the
P6 panel. When energized, power through the relay activates the 30 ac fan,
and also directs CØ power to the RECIRC FAN ENERGIZED relay to close the
forward outflow valve.

The recirculation fan can be turned OFF with the control switch, or, in AUTO,
can be armed to respond automatically to pack operation. At this time, if
either pack valve is closed (pack closed relays energized), or if both pack valves
are open and selected to AUTO (Low flow), the recirculation fan operates.

Three thermal switches (350°F/117°C) protect the fan motor against

overheating. The thermal switches reset automatically after cooling.

EFFECTIVITY page 84
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

CABIN AIR RECIRCULATION

FAN SCHEMATIC

EFFECTIVITY page 85
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

8. AIR EXHAUST.

Passenger Cabin Air Exhaust.

Air from the passenger cabin is exhausted through foot level grilles in the
main cabin sidewall and is discharged overboard through cabin pressurization
and forward outflow valves.

Galley Vent System.

The galley is ventilated by a system consisting of flexible ducts which connect
an inlet vent at the galley ceiling to an exhaust nozzle in the airplane skin.
The nozzle incorporates a flow limit-venturi. An acoustic muffler is
incorporated in the ducts to reduce noise from the system. The muffler is
attached to the ducts and to structure by clamps.

EFFECTIVITY page 86
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

AIR EXHAUST

EFFECTIVITY page 87
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

9. EQUIPMENT COOLING.

Equipment cooling operation occurs as long as electrical power is available.

The choice of fan is controlled by the selector switch on the overhead panel
P5. The switch positions are NORMAL and ALTERNATE. The blowers are in the
lower right, aft section of the electronic compartment. They are connected
between the blower inlet plenum and exhaust plenum by short flexible ducts.

The automatic flow control valve is in the exhaust plenum under the floor in
the aft section of the electronic compartment.

In the electronic racks, holes for airflow are located above each shelf.
These lead to the header plenum, which leads into the ducts and then into the
blowers. The holes are sized to provide proper cooling for the equipment in
that area.

The airflow monitoring system consists of two equipment cooling OFF caution
lights (amber) and two low flow detectors. The exhaust low flow detector is
installed in the exhaust duct located in the lower nose compartment area.
The supply low flow detector is installed in the supply duct located in the
lower nose compartment area.

EFFECTIVITY page 88
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

EQUIPMENT COOLING

EFFECTIVITY page 89
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Equipment Cooling Supply System. Maintenance Practices.

To provide cooling air circulation through electrical and electronic components. The air cleaner may be removed by disconnecting the flexible hose to the
purge line then releasing the upper and the lower quick release latches.
Location. Installation is in the reverse order.
Two interchangeable equipment cooling fans are located outboard of the E-1
rack. They supply the required airflow through the EFIS system. The selector
switch, labeled SUPPLY, and OFF light are located on the P5 panel.

Operation.
The normal or alternate supply fan will draw E/E compartment air through the
air cleaner. The fan forces air across the Low flow detector probe and into the
EFIS display units.

If the normal supply fan fails, the resulting cooling loss will be detected by
the low flow detector, which will illuminate the amber OFF-Light,, MASTER
CAUTION light and overhead annunciator. This illumination will signal the
crew to move the supply fan select switch to the alternate position, energizing
the alternate fan. After full cooling is restored to the display units, the OFF
light will extinguish.

The air cleaner is mounted to the inlet shroud of the equipment cooling supply
fans.

Contaminated air entering the air cleaner tube assembly is given a swirling
motion induced by the vortex generator. This swirling motion causes the
heavier dirt particles and water droplets to be thrown radially outward by
centrifugal force toward the wall of the body. It is scavenged overboard with
a small portion (6 cfm, .17 m3/m) of the inlet air by the exhaust equipment
cooling system. Clean air located at the eye of the vortex generator proceeds
straight through the outlet (194 cfm, 5.5 M3/M). Thus, clean air is delivered
and dirt is continuously removed.

EFFECTIVITY page 90
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

EQUIPMENT COOLING SUPPLY SYSTEM

EFFECTIVITY page 91
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Supply Equipment Cooling Circuit.

Electrical power for operation of the cooling system is 115 volt ac and 28 volt
dc.

When electrical power is connected to the airplane, the supply fan and the
airflow detector are energized.

The airflow detector is a heated probe assembly designed to monitor the

adequacy of cooling air flow rate as a function of cooling air temperature.
And to provide an alarm signal when cooling air flow/temperature is below
prescribed limits.

The airflow through the equipment cooling system removes heat from the
detector, Preventing the low flow signal from activating. When the airflow
through the system is insufficient, the temperature rises, generating a low
flow signal. and illuminating the OFF Light (amber). The OFF light remains
illuminated until, airflow through the system is sufficient to remove heat from
the detector.

When the loss of cooling occurs in the EFIS system, the OFF light illuminates.
Restoration of cooling extinguishes the light.

If the NORMAL blower has failed, manual selection of the ALTERNATE blower
causes airflow and the light extinguishes.

On the ground with either IRU powered, loss of supply cooling will actuate the
crew call horn in the nose wheel, well.

Equipment Cooling Extraction System.

A cooling system provides air circulation around control cabin panels and
through electronic components.

EFFECTIVITY page 92
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

115V AC BUS 1 115V AC BUS 2

28/16V DC
28V DC 28V DC DIM SEC 3
BAT BUS BAT BUS
CREW CALL SIGNAL
C900 EQUIP COOLING C1116 C1116 EQUIP
P18-3 NORM SPLY P18-3 P18-3 COOLING
FAN PWR NORM ALT SPLY ALT SPLY
SPLY CTL CONTROL C901 FAN PWR C315
P18-3 P6 IRU-1 ON

+ IRU-2 ON
CREW
OFF ON GROUND CALL
HORN
(IN NOSE
EQUIP COOLING MASTER WHEEL WELL)
SUPPLY CAUTION TD
19 SEC
NORMAL & OVHD ANN
ALTERNATE
S870

R373
P6
R347
P6
NORM CTL RLY ALT CTL RLY
EFIS IND
CTRL RLY
R401

FLOW LOW
SENSING FLOW
200°C 200°C CIRCUIT

M1322 M1323 T464

NORMAL SUPPLY FAN ALTERNATE SUPPLY FAN LOW FLOW SENSOR

SUPPLY EQUIPMENT COOLING SYSTEM

EFFECTIVITY page 93
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Location.
Two equipment cooling exhaust fans are located on the sidewall outboard of
E-3 rack. They are used in the equipment cooling system to create the required
differential pressure for inducing airflow through the system.

The blower switches and OFF lights are located on P5 panel.

Operation.
An automatic flow control valve is used to control the overboard flow of
air as the cabin-to-ambient differential pressure increases. At 2.0 to 2.8 psi
pressure differential, the valve closes fully to prevent the outflow of air from
the airplane.

The electronic racks are formed by shelves, header plenums, and supporting
structure. Holes for airflow are located above each shelf. The air flows into the
header plenum, which Leads into the ducts, and then into the exhaust fans.
The holes are sized to provide the required amount of airflow for the electrical/
electronic equipment being cooled.

EFFECTIVITY page 94
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

EQUIPMENT COOLING EXTRACTION SYSTEM

EFFECTIVITY page 95
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

Equipment Cooling Circuit.

Electrical power for operation of the cooling system is 115 volt ac and 28 volt
dc.

When electrical power is connected to the airplane, the selected exhaust

blower and the airflow detector are energized.

The airflow detector is a heated probe assembly designed to monitor the

adequacy of cooling air flow rate as a function of cooling air temperature.
The system will provide an alarm signal when the cooling air flow/temperature
is below prescribed limits.

The airflow through the equipment cooling system removes heat from the
detector, preventing the low flow signal from activating. When the airflow
through the system is insufficient, the temperature rises, generating a low
flow signal, and illuminating the OFF light (amber). The OFF light remains
illuminated until airflow through the system is sufficient to remove heat from
the detector. Restoration of cooling extinguishes the light.

If the NORMAL blower has failed, manual selection of the ALTERNATE blower
causes airflow and the light extinguishes.

EFFECTIVITY page 96
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

115V AC 115V AC
GRD SERVICE BUS 1 BUS 2

28/16V DC
28V DC BUS 2 DIM SEC 3

EQUIP COOLING C837 EQUIP COOLING C122

C836 NORM BLOWER ALT BLOWER P18-3 C315
P18-3 POWER P18-3 POWER EQUIP P6
COOLING
CTL

MASTER
CAUTION
S59
EQUIP COOLING M3030 & OVHD ANN
EXHAUST 5s
P6 TD
NORMAL OFF
NORMAL ALT

ALT
R438
P6
LOW FLOW
R29 R29 IND RLY
P6 P6

ALTERNATE
BLOWER
NORM RLY
BLOWER
RLY FLOW
SENSING M100
CIRCUIT LOW FLOW
SENSOR

M98 M99
NORMAL BLOWER ALTERNATE BLOWER

ELECTRIC EQUIPMENT COOLING SYSTEM AUTOMATIC FLOW CONTROL VALVE

EFFECTIVITY page 97
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

THIS PAGE IS INTENTIONALLY LEFT BLANK

EFFECTIVITY page 98
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

TEMPERATURE CONTROL SCHEMATIC - RIGHT PACK SHOWN

EFFECTIVITY page 99
ALL 19 - 01 - 2011
rev : 4
 B737CG/21/301
Training manual Air Conditioning -300&500

SA
CO
BE AI

PY C
NA NIN
TR

RI
T
GH IC
E
H
T
N
G

EFFECTIVITY page 100

ALL 19 - 01 - 2011
rev : 4