BOEING 737 - 800

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Maintenance Systems

Volume 3
ATA CHAPTERS 31,24,33,34,23,22

THIS MANUAL IS FOR TRAINING PURPOSES ONLY. IT SHOULD NOT BE USED AS REFERENCE.
MAINTENANCE ACTION SHOULD NOT BE TAKEN AS A RESULT OF INFORMATION CONTAINED IN THIS MANUAL

ENGINEERING TRAINING DIVISION

FEB 2020
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 B737-800 TRAINING MANUAL

Table of Contents

Subject Chapter Section Page

Subject
COMMON DISPLAY SYSTEM ……………………………………………………... 31.62.00 …………………. 1
ELECTRICAL POWER ………………………………………………………………….. 24.00.00 ………………….. 32
LIGHTS ………………………………………………………………………………….. 33.00.00 …………… …….. 56
STATIC & TOTAL AIRPRESSURE SYSTEM ………………………………………… 34.11.00 ………………… …. 128
AIRDATA INERTIAL REFERENCES …………………………………………………… 34.21.00 …………………… 130
RADIO ALTIMETER SYSTEM ………………………………………………………….. 34.33.00 …………………… 142
WEATHER RADAR SYSTEM ………………………………………………………… 34.43.00 ……………………. 144
INSTRUMENT LANDING SYSTEM …………………………………………………… 34.31.00 ……………………. 148
VOR SYSTEM ……………………………………………………………………………. 34.51.00 ……………….….. 150
MARKER BEACON SYSTEM …………………………………………………………… 34.32.00 ……………………. 152
DME SYSTEM …………………………………………………………………………… 34.55.00 ……………………. . 154
ADF SYSTEM ……………………………………………………………………………... 34.57.00 ……………………. ..156
GPS …………………………………………………………………………………………. 34.58.00 ……………………… 158
ATC SYSTEM …………………………………………………………………………… 34.53.00 ………………… ..... 160
TCAS ………………………………………………………………………………………. 34.45.00 …………………. .. 162
GPWS………………………………………………………………………………………. 34.46.00 …………………….. 164
AIR DATA INSTRUMENTS ……………………………………………………………… 34.13.00 ………………….… . 170
STANDBY MAGNETIC COMPASS ……………………………………………………… 34.23.00 ……………………… 172
STANDBY ALTITUDE REFERENCE SYSTEM ……………………………………… 34.24.00 ……………………….174
RMI …………………………………………………………………………………………. 34.22.00 ……………………… 180
FLIGHT INTERPHONE SYSTEM ……………………………………………………… 23.51.00 ……………………… 182
SERVICE INTERPHONE SYSTEM ……………………………………………………... 23.41.00 ….………………….. 188
GROUND CREW CALL SYSTEM ……………………………………………………… 23.43.00 ………….………….. 190
PA SYSTEM …………………………………………………………………………… .. . 23.31.00 ….……….……. …. 194
.

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 B737-800 TRAINING MANUAL

Table of Contents
Subject Chapter Section Page
Subject
VHF COMMUNICATION SYSTEM ……………………………………………………….. 23.12.00 ……………………….. 198
HF COMMUNICATION SYSTEM …………………………………………………………. 23.11.00 ……………………….. 202
SELCAL SYSTEM ……………………………………………………………………………23.28.00 ……………………….. 206
EMERGENCY LOCATOR TRANSMITTER SYSTEM ………………………………….. 23.24.00 ………………………… 208
ACAR ………………………………………………………………………………………… 23.27.00 ……………………….…210
FLIGHT DECK ENTRY VIDEO SURVEILLANCE SYSTEM ………………………… .23.70.00 ……………………….…212
VOICE RECORDER SYSTEM …………………………………………… …………… 23.71.00 ………………………. …216
FLIGHT DATA RECORDER ……………………………………………………………… 31.31.00 …………… ……………220
PRINTER SYSTEM ………………………………………………………………………… 31.33.00 ……………. …...… 222
AERIAL WARNING SYSTEM ……………………………………………… ………… .31.51.00 …………………..….… 224
MASTER CAUTION SYSTEM …………………………………………………………… 31.52.00 ………………….…...….226
CLOCK …………………………………………………………………………………….. 31.25.00 ………………..……. … 230
ELECTRONIC FLIGHT BAG ………………………………………………………… …...46.00.00 ………….....….…… .… 232
STALL MANAGEMENT YAW DAMPER SYSTEM ………………………………… … 27.32.00 ……… ………..…….... 238
YAW DAMPER SYSTEM ………………………………………………………………… .22.23.00 …………..……..……….244
WHEEL TO RUDDER INTERCONNECT SYSTEM …………………………………… 22.24.00 …… …..……………….248
FLIGHT MANAGEMENT COMPUTER SYSTEM …………………………………… 34.61.00 …………. ……………. 256
FLIGHT CONTROLS INTRODUCTION ………………………………………… … . 27.00.00 ……..………………… .256
DIGITAL FLIGHT CONTROL SYSTEM ………………………………………………….22.11.00…….……………..……. 264
AUTOTHROTTLE SYSTEM …………………………………………………………..… .22.31.00 ………………….…. .....278

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 737-600/700/800/900 TRAINING MANUAL
CDS -- GENERAL DESCRIPTION
Purpose - Two remote light sensors (RLSs).

The common display system (CDS) shows this data to the Operation
flight crew:
These are the things that sets the data that shows on
- Attitude the displays units:
- Navigation
- Flight mode - Display unit status
- Engine and systems data. - Display unit location
- Selections made on the control panels and modules.
The CDS also is an interface between some airplane
systems. These are the formats that show on the display units:

External Interfaces - Primary flight display (PFD)

- Navigation display (ND)
The computer for the CDS is the display electronics - Engine display.
unit (DEU). Many avionic and airframe systems have
interfaces with the DEUs. These systems send ARINC 429, Functional Description
analog, and discrete data to the DEUs. The DEUs send
ARINC 429, analog, and discrete data to these systems. Two DEUs collect data from many avionic and airframe
systems. Each DEU sends the data out on two coax
Components cables. A coax coupler at the end of each coax cable
divides the data signal and sends the data to all six
These are the components of the common display system: display units. The two DEUs send data to all six
display units. The DUs have program pins that identify
- Two display select panels the DU position. The DU position sets what data the DU
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- One engine display control panel shows on its display. DU status data goes from each DU
- Two EFIS control panels to the DEUs on ARINC 429 data busses.
- Two display source selectors
- Two display electronics units (DEUs) The DEUs also are the interface between some avionic
- Four coax couplers and airframe systems. For example, the DEUs receive
- Six display units (DUs) that are the same BITE data from the electronic engine controller (EEC)
- Two brightness control panels and auxiliary power unit (APU). The DEUs send this data

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 737-600/700/800/900 TRAINING MANUAL
CDS -- GENERAL DESCRIPTION
to the flight management computer. The DEUs also send
EEC data to other avionic systems.
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MAIN PANEL DUs LOWER DU

NORM NORM
OUTBD ENG ENG ND
PFD PRI MAIN PANEL UPPER DU
PRI
BRT
PFD
INBD
MFD OFF
OUTBD DU INBD DU LOWER DU
BRT BRT BRT
DISPLAY
SELECT
PANEL (2) RADIO
MINS
BARO
FPV MTRS
IN
BARO
HPA
BRIGHTNESS CONTROL
RST STD
PANEL (2)
VOR 1 VOR
MAP
PLN 20 40 80 VOR 2
APP 10 160
OFF CTR 5 TFC 320 OFF
ADF 1 640
ADF 2
WXR STA WPT ARPT DATA POS TERR

EFIS CONTROL PANEL (2)

RLS (2)

N1 SET SPD REF AUTO BRAKE

AUTO AUTO AUTO BRAKE
1 DISARM
BOTH V1
2
2 VR 1 3
DISPLAYS
WT
OFF MAX
FUEL FLOW VREF
SOURCE CONTROL PANEL
RESET
MFD RTO AUTO BOTH BOTH
ANTI SKID ALL ALL
RATE
ENG SYS ON 1 ON 2 ON 1 ON 2
USED ANTI SKID
INOP
NORMAL
DU (6)
ENGINE DISPLAY DISPLAY SOURCE
CONTROL PANEL SELECTORS
COAXIAL
COUPLER (4)
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ARINC 429
OUTPUT BUSES
AIRPLANE SYSTEMS AIRPLANE SYSTEMS
DISCRETES

DISPLAY ELECTRONICS UNIT (2)

CDS - GENERAL DESCRIPTION

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CDS -- EFIS CONTROL PANEL
General - Minimums reset switch.

The EFIS control panels control the information that The outer control is the minimums reference selector.
isn displayed on the outboard display units. These are It is used to select either radio or barometric (baro)
the controls on the panel: as the reference for the minimum altitude.

- Minimums controls The middle control is the minimums selector and it is

- Flight path vector switch used to set the minimum altitude value.
- Meters switch
- Barometric controls The inner control is the minimums reset (RST) switch.
- VOR/ADF switches This switch resets the radio altitude alert from amber
- Mode controls to white when the minimums reference selector is in the
- Range selector radio position.
- Traffic switch
- Weather radar switch When the minimums reference selector is in the baro
- Terrain switch position, the reset switch resets the baro altitude
- Map switches. alert from amber to white or blanks the readout if the
alert was not active.
NOTE: Some switches may be inactive and will be marked
INOP. Flight Path Vector Switch

The EFIS control panel is 4.6 inches (11.7 cm.) by 2.5 The flight path vector (FPV) switch is a momentary
inches (6.3 cm.) and 6.5 inches (16.5 cm.) deep. The action pushbutton switch. Pressing the switch will
panel weighs approximately 2.7 pounds (1.2 kg). cause the FPV symbol and the horizon line heading scale
to be displayed on the attitude display. Pressing the
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Minimums Controls switch again will remove both the FPV symbol and the
heading scale.
The minimum controls are used to set the radio and
barometric minimum altitudes. These are the minimums Meters Switch
controls:
The meters switch (MTRS) is an momentary action
- Minimums reference selector pushbutton switch. When you select MTRS, these
- Minimums selector indications show in meters and feet:

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CDS -- EFIS CONTROL PANEL
- Altitude Mode Controls
- MCP select altitude.
The mode controls is used to select the mode that shows
Pressing the switch again will remove the metric on the ND. The mode controls consist of the mode
displays. selector and the center (CTR) switch. The mode selector
is a four position switch. These are the four
Barometric Controls positions:

The barometric controls select and set the barometric - APP

reference. These are the barometric controls: - VOR
- MAP
- Barometric reference selector - PLN.
- Barometric selector
- Barometric standard switch. The CTR switch is a momentary action pushbutton switch.
The switch is used to select the expanded or centered
The outer control is the barometric reference selector. display for VOR, APP, and MAP modes.
It selects either inches of mercury (IN) or
hectopascals (hPa) as the barometric reference. The Range Selector
middle control is the barometric selector and it sets
the barometric correction value. The inner control is The range selector is an eight position selector. The
the barometric standard switch. It selects the standard selector controls the range that shows in the MAP and
baro setting of 29.92 inches Hg or 1013 hPa. PLAN modes. This selector also controls the weather
radar range, EGPWS terrain range and TCAS range in all
VOR/ADF Switches modes.
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The VOR/ADF switches are three position toggle type Traffic Switch
switches. The switch lets you show the VOR or ADF
bearing pointers on the navigation display. The bearing The traffic (TFC) switch enables the onside navigation
pointers will be displayed in all modes except PLAN. display (ND) so that TCAS traffic is displayed.

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CDS -- EFIS CONTROL PANEL
Weather Radar Switch Control Panel Failure

The WXR switch turns on the weather radar and allows If a control panel fails, the onside navigation display
the weather radar data to be displayed in these modes: changes to a default display. These are the changes on
the default display:
- Expanded approach
- Expanded VOR - The VOR and ADF selections stay the same
- Expanded map - All map switches are off and do not operate
- Centered map. - The expanded map mode shows
- A range of 40 miles shows
Terrain Switch - The weather radar turns on (in the air only).

The TERR switch enables the enhanced ground proximity Also, the DISPLAYS CONTROL PANEL message will be
warning function and terrain data is displayed on the displayed on the bottom right of the onside primary
ND. Terrain data will be displayed in these modes: flight display (PFD).

- Expanded approach
- Expanded VOR
- Expanded map
- Centered map.

Map Switches

The map switches let you show additional map data in

the MAP mode. These are the map switches:
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- STA, for navigation aids not in the active route

- WPT, for waypoints not in the active route
- ARPT, for airports not in the active route
- DATA, to select the vertical situation display
(VSD) and for altitude and ETA of route waypoints
beyond the active waypoint
- POS, for position comparison data.

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FLIGHT PATH METERS

VECTOR SWITCH SWITCH

MINIMUMS MINS FPV MTRS BARO BAROMETRIC

CONTROLS RADIO BARO IN HPA CONTROLS

RST STD RANGE

MODE SELECTOR
CONTROLS
MAP
VOR 1 VOR PLN 20 40 80 VOR 2
APP 10 160
OFF OFF VOR/ADF
CTR 5 TFC 320
SWITCH (2)
WEATHER RADAR 640
SWITCH ADF 1 ADF 2 TRAFFIC
SWITCH
WXR STA WPT ARPT DATA POS TERR
TERRAIN SWITCH
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MAP SWITCHES

NOTE: SOME SWITCHES MAY BE MARKED INOP

CDS - EFIS CONTROL PANEL

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CDS -- EFIS - ENGINE DISPLAY CONTROL PANEL
THIS PAGE INTENTIONALLY LEFT BLANK
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 737-600/700/800/900 TRAINING MANUAL
CDS -- EFIS - ENGINE DISPLAY CONTROL PANEL
General - Auto - the FMCS supplies the reference airspeeds
and gross weight automatically
The engine display control panel has: - V1 - shows the takeoff decision speed
- VR - shows the takeoff rotation speed
- N1 set - WT - the pilot can set the gross weight manually
- Speed reference set and CDS calculates flap maneuver speeds
- Fuel flow/fuel used selector - VREF - shows the landing reference speed
- Multi-function display pushbuttons. - Triangle symbol - shows an airspeed bug the pilot
can set as necessary
N1 Set Control - SET - the FMCS and the inner control can not move
the airspeed bugs.
The N1 set control sets the N1 reference bug on the
primary engine display. It has two controls. The inner control sets the airspeed value.

The outer control has these functions: Fuel Flow Switch

- AUTO - the FMCS supplies the N1 reference The fuel flow switch is a three position toggle type
automatically switch spring-loaded to the center position.
- Both - sets the N1 reference for the two engines
manually The RESET position does a reset of the fuel used
- 1 or 2 - sets the N1 reference for number 1 or displays to zero. It is enabled in the air and on the
number 2 engine manually. ground.

The inner control sets the N1 reference value. The RATE position shows the current fuel flow for each
engine.
Speed Reference Control
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The USED position shows the fuel used for each engine
The speed reference selector sets the takeoff or since the last reset.
landing reference speeds on the airspeed indication. It
has two controls. The fuel used display stays in view for ten seconds
after you release the switch. At that time the display
The outer control has these functions: changes to fuel flow. If you hold the switch in the
fuel used position for more than thirty seconds, CDS

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CDS -- EFIS - ENGINE DISPLAY CONTROL PANEL
assumes this as a stuck switch condition and the
display changes back to fuel flow.

Multi-function Display Controls

These are the multi-function pushbuttons:

- ENG (engine)
- SYS (system)

The ENG switch can be used to select and deselect the

compacted engine display on the upper display unit
(DU).

The SYS pushbutton can be used to select and deselect

the system page on the lower DU.
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SPEED REF CONTROL

N1 SET CONTROL SPD REF AUTO BRAKE

N1 SET
AUTO AUTO AUTO BRAKE
1 BOTH V1 DISARM a

2
2 SET VR 1 3

WT
FUEL FLOW SWITCH V REF OFF MAX
FUEL FLOW
RESET
MFD RTO
RATE ANTI SKID
ENG SYS
ANTI SKID
USED INOP a
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MULTI-FUNCTION DISPLAY
CONTROL SWITCHES

CDS - EFIS - ENGINE DISPLAY CONTROL PANEL

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 737-600/700/800/900 TRAINING MANUAL
CDS -- PRIMARY FLIGHT DISPLAY OVERVIEW
General

The primary flight display (PFD) shows these

indications:

- Airspeed
- Attitude
- Altitude
- Heading
- Vertical speed
- Autoflight mode annunciations
- Flight director commands
- Landing indications
- Radio altitude
- Angle of attack
- Time critical annunciations.
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 737-600/700/800/900 TRAINING MANUAL

FMC SPD LNAV VNAV PTH

VOR/LOC G/S
138 CWS R CWS P 1500
IBFI/131o
200 DME 8.1
2 200
4.8
ILS CMD
180 OM 6
2 000 2

160 10 1

3
14 20
1800
2
REF
132
1
120
1 600 2
1760 6
100
1000
WINDSHEAR RADIO
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30/132
200 1 600
1011 HPA

186 H MAG

CDS - PRIMARY FLIGHT DISPLAY OVERVIEW

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 737-600/700/800/900 TRAINING MANUAL
CDS -- NAVIGATION DISPLAY OVERVIEW
Navigation Display Overview

These are the 7 navigation display (ND) modes:

- Expanded and centered APP (approach) modes

- Expanded and centered VOR (VHF omnidirectional
ranging) modes
- Expanded and centered map modes
- Plan mode.

These are some of the indications that show on the ND:

- Heading
- Track
- Ground speed
- True airspeed
- Wind
- Route
- Weather radar
- TCAS data
- Enhanced GPWS data
- VOR/ADF pointers
- VOR deviation
- LOC and G/S deviations.
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The most common indications show for each mode.

A description of all symbols are in the symbology pages

of this section.

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 737-600/700/800/900 TRAINING MANUAL

GS 351 TAS 338 IAN01

336o/15 TRK 140 MAG 0838.4z
32.5 NM

T/D

DOTTY

40

IAN01
21000
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14.6 L
VOR 1 VOR 2
116.00 ELN
DME 35.1 FMC L DME 28.5

CDS - NAVIGATION DISPLAY OVERVIEW

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CDS -- ENGINE DISPLAY - INTRODUCTION
Engine Display - Oil pressure, temperature and quantity
- Engine vibration.
These are the major indications that show:

- Autothrottle limit message, thrust mode and TAT

- N1
- EGT
- N2
- Fuel flow/fuel used
- Fuel quantity
- Crew alert messages
- Oil pressure, temperature and quantity
- Engine vibration
- Hydraulic pressure and quantity
- Limited COMM messages.

The engine indications are shown on both the upper

center and lower center display units.

These are the indications that show on the upper DU:

- Autothrottle limit message, thrust mode and TAT

- N1
- EGT
- Fuel flow
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- Crew alert messages

- Fuel quantity
- Limited COMM messages.

These are the indications that show on the lower DU:

- N2
- Fuel flow/fuel used

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TAT+19c TO +22c ENG 1 ENG 2 X-BLD X-BLD

TAI REV TAI 75.0

START VALVE
OPEN
START VALVE
OPEN 55.0 55.0
10 21.0 10 65.0 OIL FILTER
BYPASS
OIL FILTER
BYPASS
0 0
8 8 LOW OIL LOW OIL N2
2 2 PRESSURE PRESSURE
6 4 6 4
N1
0.15 FF
1.51
100 500
ENG FAIL
OIL
EGT 2 PRESS 36

0.15 FF 1.51 ATC

OIL
129 TEMP 130

LO 4 OIL QTY 20
CTR
6786
FUEL 1.6 VIB 4.5
1 KG 2
3 290 3 290
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PRIMARY ENGINE DISPLAY SECONDARY ENGINE DISPLAY

CDS - ENGINE DISPLAY - INTRODUCTION

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CDS -- ENGINE DISPLAY - COMPACTED ENGINE DISPLAY
General The compacted engine display may also be selected by
the flight crew using the ENG pushbutton on the engine
The common display system will automatically switch to display control panel.
the compacted engine display if one of the center
display units (DU) fails. When the compacted engine display has been manually
selected, any secondary engine exceedance will cause
In the compacted mode, the primary engine display the exceedance box to appear around the secondary
remains the same as the normal upper display but the engine data.
secondary engine indications are located just below the
exhaust gas temperature indication and are digital The color of the exceedance box will be the same color
readouts only. as the highest priority exceedance (red, amber or
white). The box will flash for ten seconds when the
If primary and secondary engine data are being exceedance first becomes active and then remain on
displayed on both of the center DUs and the upper steady.
center DU fails, then the lower center DU will display
the compacted engine display. These are the indications on the compacted engine
display:
If primary and secondary engine data are being
displayed on both of the center DUs and the lower - TAT and thrust mode
center DU fails, then the upper center DU will display - Crew alert messages
the compacted engine display. - N1
- EGT
If only primary engine data is being displayed on the - N2
upper center DU and the lower DU fails, then any - Fuel flow/fuel used
exceedance for a secondary engine parameter will cause - Oil pressure, temperature and quantity
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the upper center DU to show the compacted engine - Engine vibration

display. - Fuel quantity.

If only primary engine data is being displayed on the The compacted engine indications are white in color
upper center DU and it fails, then the lower DU will under normal conditions.
only show primary engine data. Selection of the ENG
pushbutton would result in the copmpacted engine The cross bleed start (XB) message is displayed by the
display being shown on the lower center DU. side of the the N2 digital indication and is magenta in

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CDS -- ENGINE DISPLAY - COMPACTED ENGINE DISPLAY
color. It is displayed if the flight need to restart an If the fuel flow data is invalid, the digital readout
engine and the airplane is not within the inflight is blank but the highlight box remains in view. If the
restart envelope. FUEL USED switch on the engine display control panel is
selected, the last value of fuel used is displayed.
If the N1 gets to the redline limit, the digital
readout and highlight box, analog scale and pointer are If the oil pressure is in the low amber band limit, the
displayed in red. digital readout and highlight box are displayed in
amber. When the oil pressure is in the low redline
If there was an N1 exceedance, the highlight box around limit, the digital readout and highlight box are
the digital readout shows in red when the airplane is displayed in red.
on the ground and the two engines are shut down. It
will remain red until reset by maintenance personnel. If the oil pressure data is invalid, the digital
readout is blank but the highlight box remains in view.
If EGT reaches the amber band limit, the digital
readout and highlight box, analog scale and analog If the oil temperature is in the high amber band limit,
pointer are displayed in amber. If the EGT reaches the the scale digital readout and highlight box are
redline limit, the entire indication changes from amber displayed in amber. When the oil temperature is in the
to red. high redline limit, the digital readout and highlight
box are displayed in red.
If there was an EGT exceedance, the highlight box
around the digital readout is displayed in red when the If the oil temperature data is invalid, the digital
airplane is on the ground and the two engines are shut readout is blank but the highlight box remains in view.
down. It will remain red until reset by maintenance
personnel. If the oil quantity goes below the low oil quantity
limit for more than 35 seconds, the digital readout
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If the N2 gets to the redline limit, the digital changes to a black on white reverse video indication
readout and highlight box are displayed in red. with a LO message next to the readout.

If there was an N2 exceedance, the highlight box around If the oil quantity data is invalid, the digital
the digital readout is displayed in red when the readout is blank but the highlight box remains in view.
airplane is on the ground and the two engines are shut
down. It will remain red until reset by maintenance
personnel.

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CDS -- ENGINE DISPLAY - COMPACTED ENGINE DISPLAY
If vibration is equal to or greater than 4.0 units, the
digital readout changes to a black on white reverse
video indication.

If engine vibration data is invalid, the digital

readout is blank but the highlight box remains in view.
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 737-600/700/800/900 TRAINING MANUAL

TAT +19c CRZ ENG 1 ENG 2

START VALVE START VALVE
TAI TAI OPEN OPEN
MFD
10 71.0 10 65.0 OIL FILTER
BYPASS
OIL FILTER
BYPASS
ENG SYS 0 0
8 8 LOW OIL LOW OIL
2 2
6 6 PRESSURE PRESSURE
4 4
N1

558 545

EGT

XB 89.3 N2 87.4
3.08 FF 3.32
47 OIL PRESS 45
83 OIL TEMP 86
LO 3 OIL QTY 19
0.8 VIB 4.5
CTR
190
31-62-00-514.003 Rev 1 09/24/2001

FUEL
1 KG 2
1190 1290

CDS - ENGINE DISPLAY - COMPACTED ENGINE DISPLAY

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 737-600/700/800/900 TRAINING MANUAL
CDS -- SYSTEMS DISPLAY - INTRODUCTION
General

The systems status data shows on the lower display unit

(DU). You use the SYS switch on the engine display
control panel to select it.

These indications show on the systems display:

- Hydraulic quantity
- Hydraulic pressure
- Brake temperature
- Flight control surface positions.
31-62-00-510.002 Rev 1 05/27/1997

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 737-600/700/800/900 TRAINING MANUAL

HYDRAULIC

A B
QTY % 100 76 RF
PRESS 3000 2800

L BRAKE TEMP R

1.5 3.2 2.8 5.6

N1 SET SPD REF AUTO BRAKE
AUTO AUTO AUTO BRAKE
1 DISARM
BOTH V1
2
2 VR 1 3

WT
VREF OFF MAX
FUEL FLOW
RESET FLT FLT
MFD RTO
SPLR SPLR
RATE ANTI SKID
ENG SYS
USED ANTI SKID AIL ELEV AIL
INOP
31-62-00-510.002 Rev 1 11/30/2000

ENGINE DISPLAY CONTROL PANEL

RUDDER

LOWER DU

CDS - SYSTEMS DISPLAY - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
CDS -- OPERATION - SWITCHING - NORM POSITION
NORM

When you select NORM, the normal displays show on all

the display units. These are the normal displays:

- Left outboard: captain's primary flight display

- Left inboard: captain's navigation display
- Upper center: engine primary display
- Lower center: engine secondary display
- Right inboard: FO's navigation display
- Right outboard: FO's primary flight display.

At power-up, each display unit reads its position pins

and calculates its position. The position latches into
the DU memory. If a DU fails to read the position pins,
the DU is blank.

At power-up, the lower center display unit shows the

secondary engine display. After power-up, with the
display select panel lower DU selector in the NORM
position, you can use the ENG switch or the SYS switch
to control the format that shows on the lower center
display unit.
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 737-600/700/800/900 TRAINING MANUAL

MAIN PANEL DUs LOWER DU LOWER DU MAIN PANEL DUs

NORM NORM NORM NORM
ENG MFD ND ENG ENG OUTBD
OUTBD ENG ND
PFD PRI PRI PRI PRI PFD
ENG SYS
PFD PFD
INBD INBD
MFD MFD
ENGINE DISPLAY CONTROL PANEL
CAPTAIN DISPLAY SELECT PANEL F/O DISPLAY SELECT PANEL

PRIMARY PRIMARY PRIMARY

FLIGHT DISPLAY NAVIGATION DISPLAY ENGINE DISPLAY NAVIGATION DISPLAY FLIGHT DISPLAY

LEFT OUTBOARD DU LEFT INBOARD DU UPPER CENTER DU RIGHT INBOARD DU RIGHT OUTBOARD DU

SECONDARY ENGINE DISPLAY

31-62-00-700 Rev 1 04/14/1997

LOWER CENTER DU

CDS - OPERATION - SWITCHING - NORM POSITION

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CDS -- TRAINING INFORMATION POINT - MAINTENANCE MESSAGES
THIS PAGE INTENTIONALLY LEFT BLANK
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 737-600/700/800/900 TRAINING MANUAL
CDS -- TRAINING INFORMATION POINT - MAINTENANCE MESSAGES
CDS Messages The DSPLY SOURCE message does not replace CDS FAULT
when the hot battery bus power is not available because
These are the CDS messages that can be displayed: both DEUs are still operating. The DSPLY SOURCE message
also does not replace CDS FAULT when the data load
- INSTR SWITCH switch is in the DEU 1 or DEU 2 position. This is
- DSPLY SOURCE because the DEUs only load software on the ground when
- CDS FAULT at least one engine is not running. If you have this
- CDS MAINT. fault and start both engines, the DEUs ignore the data
loader and become operational.
INSTR SWITCH Message
The DSPLY SOURCE message is displayed on the captain
The INSTR SWITCH message is displayed when the captain and the first officer PFD.
and first officer displays use the same source for
inertial reference data. That is, the IRS source select CDS FAULT Message
switch is in the BOTH ON L or BOTH ON R position. This
message is displayed on the captain and the first The CDS FAULT message is displayed when there is a
officer PFD. total DEU failure. A total DEU failure occurs when any
one of these circuit cards fails within one DEU:
DSPLY SOURCE Message
- Input/output controller and ARINC 429 input/output
The DSPLY SOURCE message is displayed when all the - Power supply
display units get data from one display electronic unit - Processor.
(DEU). This occurs when the display source selector is
in the ALL ON 1 or the ALL ON 2 position. The CDS FAULT message is also displayed if two or more
of these circuit cards fail in a DEU or any one fails in
After both engine are on, this message is also both DEUs (partial failures):
31-62-00-800 Rev 1 02/02/2001

displayed when a DEU failure causes all the DUs to get

data from one DEU or there are two or more partial - Graphic generator
failures in the DEUs. - Discrete input/output
- Analog input/output.
On the ground with the engines off, the DSPLY SOURCE
message is replaced by the CDS FAULT message for an The CDS FAULT message is also displayed if the DEU
internal failure within the DEUs. initializes and it detects that any of the following:

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 737-600/700/800/900 TRAINING MANUAL
CDS -- TRAINING INFORMATION POINT - MAINTENANCE MESSAGES
- Program pins in DEU 1 and DEU 2 CDS MAINT Message
- Operational progarm software (OPS) miscompare
- Operational program configuration (OPC) miscompare The CDS MAINT message is displayed when one of these
- DEU hardware part number miscompare. circuit cards fails in either DEU:

NOTE: The CDS FAULT message is not displayed for a - Graphic generator
miscompare between the display unit data bases - Discrete input/output
(DUDB) in the DEUs. - Analog input/output.

The CDS FAULT message is also displayed if there is a This message is displayed on the captain and the first
miscompare of critical data (N1, N2, EGT or FMC-08/09) officer PFD.
between DEU 1 and DEU 2.
This message is displayed only when the airplane is on
The CDS FAULT message is displayed and is removed when the ground and at least one engine is off. It is white
both engines start for these conditions: in color

- Hot battery power is not available when the DEU

initializes
- Data loader switch is in the DEU 1 or DEU 2
position.

The CDS FAULT message is displayed on the captain and

the first officer PFD.

The CDS FAULT message is displayed only when the

airplane is on the ground and at least one engine is
31-62-00-800 Rev 1 02/02/2001

off.

The CDS FAULT message is displayed in amber.

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 737-600/700/800/900 TRAINING MANUAL

-200

CDS
FAULT 135 M MAG INSTR SWITCH

INSTR SWITCH INERTIAL REFERENCE DATA FROM SAME SOURCE

CDS MAINT PARTIAL DEU FAILURE

DEU FAILURE OR BOTH DEU(S) HAVE A PARTIAL FAILURE OR INCOMPATIBLE S/W OR H/W OR
MISCOMPARE OF CRITICAL DATA OR HOT BATTERY BUS NOT AVAILABLE OR DATA LOAD SWITCH IN
31-62-00-800 Rev 1 06/21/1999

CDS FAULT DEU 1 OR DEU 2 POSITION (FOR HOT BATTERY BUS OR DATA LOAD SWITCH, CDS FAULT IS REMOVED
WHEN BOTH ENGINES START.)

DSPLY SOURCE SHOWS AFTER 2ND ENGINE STARTED FOR A CDS FAULT: DEU FAILURE, BOTH PARTIAL FAILURE,
INCOMPATIBLE S/W OR H/W, OR CRITICAL DATA MISCOMPARE OR WHEN YOU SELECT ALL ON 1 (2).

CDS - TRAINING INFORMATION POINT - MAINTENANCE MESSAGES

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 737-600/700/800/900 TRAINING MANUAL
CDS -- TRAINING INFORMATION POINT - CDU CDS BITE PAGES - GROUND TESTS MENU
General

To operate a ground test, select line select key (LSK)

3L, GROUND TESTS from the CDS MAIN MENU. This shows the
GROUND TESTS MENU page.

You can not do a ground test with an engine on.

GROUND TESTS MENU Page

The GROUND TESTS MENU page shows a list of the ground

tests you can do. These are the ground tests:

- DEU self test

- DU loop test
- DU optical test
- WXR/TERR display test.

To operate the DEU self test, select LSK 1L.

To operate the DU loop test, select LSK 2L.

To operate the DU optical test, select LSK 3L.

To operate the WXR/TERR display tests, select LSK 4L.

31-62-00-806.002 Rev 1 09/09/1998

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 737-600/700/800/900 TRAINING MANUAL

CDS DEU X M A INT / B I T E

MA IN ME NU 1 / 1
<CURRENT ST A TU S

< I N F L I G H T F A U L TS

< G R O U N D T ES T S

< I D E N T / CO NF I G

<INPUT M O NI T O R ING
D I S C RE TE ST ATU S
<INDEX

CDS DEU X MAINT/BITE

G R O U N D T E ST S M E N U 1 /1
<DEU S ELF- TE S T

<DU LOOP T ES T

<DU OPTICAL TEST

31-62-00-806.002 Rev 1 01/16/1999

<WXR/TERR DI S P LA Y TEST

<INDEX

CDS - TRAINING INFORMATION POINT - CDU CDS BITE PAGES - GROUND TESTS MENU

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 737-600/700/800/900 TRAINING MANUAL
ELECTRICAL POWER -- POWER AND CONTROL - GENERAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
ELECTRICAL POWER -- POWER AND CONTROL - GENERAL DESCRIPTION
Purpose - Main battery
- Main battery charger
The electrical power system makes and supplies AC and - Auxiliary battery
DC power to airplane. The system has automatic and - Auxiliary battery charger.
manual controls and protection. A standby AC and DC
system gives normal and emergency power. The batteries are the backup DC source if other sources
do not operate. The standby power control unit (SPCU)
AC Power controls the distribution of dc power.

The electrical power system has four main AC power Standby Power
sources and one standby power source. These are the
main AC power sources and their supply capacity: With the loss of normal power, the standby power system
supplies a minimum of 60 minutes of AC and DC power to
- Left integrated drive generator (IDG 1) (90 KVA) systems necessary to maintain safe flight. The
- Right integrated drive generator (IDG 2) (90 KVA) batteries supply DC power. The static inverter uses
- APU starter-generator (90 KVA below 32,000 battery power to make AC power. The SPCU controls the
feet/9,753 meters, and goes down to 66 KVA at distribution of AC and DC standby power.
41,000 feet/12,496 meters)
- External power (90 KVA). Protection

The IDGs and APU starter-generator supply a 3 phase, The electrical power system uses automatic control to
115/200 volts (nominal) at 400 Hz. The AC power system protect the system from source failure or load failure.
design prevents two sources to the same load at the These line replaceable units (LRUs) supply the system
same time. with protection and control logic:

The static inverter supplies a one phase, 115v ac - Left generator control unit (GCU 1)
24-00-00-001 Rev 1 02/19/1998

output to the AC standby bus. - Right generator control unit (GCU 2)

- APU generator control unit (AGCU)
DC Power - Bus power control unit (BPCU)
- Standby power control unit (SPCU)
Three transformer rectifier units (TRUs) change 115v ac - Start converter unit (SCU).
to 28v dc. The airplane also has these DC power
sources:

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 737-600/700/800/900 TRAINING MANUAL
ELECTRICAL POWER -- POWER AND CONTROL - GENERAL DESCRIPTION
The GCUs monitor the system to control and protect the The modules on the P5 also let you monitor the status
IDGs. The APU GCU and the starter converter unit (SCU) of the electrical power system. The panels have lights
work together to control and protect the APU starter- and an alpha-numeric LED display.
generator. The bus power control unit (BPCU) controls
and monitors the use of external power. The BPCU
protects the airplane from external power with quality
out of limits.

Control

These modules on the P5 panel give manual control of

the electrical power system:

- Electrical meters, battery and galley power module

(P5-13)
- Generator drive and standby power module (P5-5)
- AC systems, generator and APU module (P5-4).

The switches on these modules send signals to the LRUs

that control portions of the system. The LRUs then
energize or de-energize relays or breakers to control
electrical power.

Breakers allow power to the buses. A breaker closes to

let power through it. The breakers close when you
command the GCU to close it. The GCU closes the breaker
24-00-00-001 Rev 1 02/19/1998

only when power is good and no other power source is on

the bus. The GCU receives breaker position through the
BPCU. These are the main breakers:

- External power contactor (EPC)

- APU power breaker (APB)
- Generator control breaker (GCB).

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 737-600/700/800/900 TRAINING MANUAL
DC AMPS CPS FREQ
A
SYS
DATA

EPC
DC VOLTS / AC AMPS / AC VOLTS

BAT TR UNIT ELEC

DISCHARGE a a a

MAINT
BPCU EXTERNAL POWER
A
AUX BAT APU GEN
BAT TR1 GEN1 GEN2

BAT TR2 GRD INV

BUS PWR

STBY TR3 STBY TEST

PWR TEST PWR

TRU 1 STATIC
OFF

TO
OFF OFF

BAT

ON
ON
CAB/UTIL IFE/PASS
ON
SYS INV
DC AC
SEAT
GCB 2
P5-13
2
GCU 2
1
SYS IDG 2
AC STDBY
DISCONNECT
STANDBY POWER
DISCONNECT
STATUS TRU 2
BAT OFF AUTO
TO
SYS
SCU A
P5-5
DC STDBY
TRU 3
GRD
PWR
OFF
APB
ON

BUS TRANSFER
A
O
F U
T
AGCU APU CHARGER
DC
F O
STARTER-GENERATOR A 1
BUSES SPCU
24-00-00-001 Rev 1 02/19/1998

SYS
OFF OFF
STATUS
GEN 1 ON APU GEN ONGEN 2
APU

P5-4 GCB 1

GCU 1 AC
IDG 1 BUSES BATTERY 1
1 2 WITH DUAL BATTERY OPTION
ELECTRICAL POWER - POWER AND CONTROL - GENERAL DESCRIPTION

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ELECTRICAL POWER -- AIRPLANE - COMPONENT LOCATIONS
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 737-600/700/800/900 TRAINING MANUAL
ELECTRICAL POWER -- AIRPLANE - COMPONENT LOCATIONS
General External Power Panel

Electrical power components are in these areas of the The external power panel is on the right side of the
airplane: fuselage near the nose. The ac external power
receptacle is at this panel.
- Flight compartment
- External power panel Forward Lower Fuselage
- Forward lower fuselage
- EE compartment Relays for the electrical power system and other
- Engine airplane systems are in junction boxes in this area.
- APU compartment.
EE Compartment
Flight Compartment
Many electrical power components are in the EE
Modules on the P5 overhead panel supply these functions compartment. These are some of the components:
for the electrical power system:
- Main battery
- Manual control - Main battery charger
- Indication - Auxiliary battery
- DC and standby power system built-in-test - Auxiliary battery charger
equipment (BITE). - Generator control units (GCUs)
- Bus power control unit (BPCU)
The P6 and P18 panels have many electrical power system - Power distribution panels (PDPs)
circuit breakers and relays. - Start converter unit (SCU).

The standby power control unit (SPCU) is in the P6 The GCUs and BPCU supply BITE for the ac electrical
24-00-00-005 Rev 1 07/21/1999

panel. The SPCU has relays and circuit breakers for the power and external power systems.
dc and standby power system.
Engine

IDGs are on the forward face of the engine accessory

gearbox. The air/oil cooler is on the engine fan case.

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 737-600/700/800/900 TRAINING MANUAL
ELECTRICAL POWER -- AIRPLANE - COMPONENT LOCATIONS
APU Compartment

The APU starter-generator is on the APU gearbox.

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 737-600/700/800/900 TRAINING MANUAL

APU COMPARTMENT
- APU STARTER-GENERATOR

FLIGHT COMPARTMENT
- CONTROL SWITCHES
- INDICATIONS
- P6, P18 PANELS
- RELAYS
- SPCU
ENGINE
- IDG
EXTERNAL POWER PANEL - AIR/OIL COOLER
24-00-00-005 Rev 1 07/21/1999

EE COMPARTMENT
- MAIN BATTERY
- MAIN BATTERY CHARGER
FORWARD LOWER FUSELAGE - AUXILIARY BATTERY
- JUNCTION BOXES - AUXILIARY BATTERY CHARGER
- GENERATOR CONTROL UNITS (GCU)
- BUS POWER CONTROL UNIT (BPCU)
- POWER DISTRIBUTION PANELS (PDP)
- START CONVERTER UNIT (SCU)
ELECTRICAL POWER - AIRPLANE - COMPONENT LOCATIONS

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 737-600/700/800/900 TRAINING MANUAL
EXTERNAL POWER -- EXTERNAL POWER RECEPTACLE
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 737-600/700/800/900 TRAINING MANUAL
EXTERNAL POWER -- EXTERNAL POWER RECEPTACLE
Purpose NOT IN USE Indicator

The external power panel is the location for external The white NOT IN USE indicator comes on when these
AC power connection and power use indication. conditions are true:

Location - External power is available

- The EPC is open
The external power panel is in the right lower portion - Both ground service transfer relays are de-
of the forward fuselage. energized.

General Description FLIGHT INTERPHONE Jack

You open the external power panel access door to get You use the flight interphone jack to talk with only
access to the panel and the connection. The panel has the flight compartment. You use this jack when it is
an external power receptacle and a control and display important that no other person talks over your
section. communication.

The control and display section has these components: See the flight interphone section for more information.
(AMM PART I 23-51)
- EXTERNAL POWER CONN indicator
- External power NOT IN USE indicator SERVICE INTERPHONE Jack
- FLIGHT INTERPHONE jack
- SERVICE INTERPHONE jack You use the service interphone jack to talk with other
- PILOT CALL switch areas inside and outside the airplane. Many people can
- NOSE WHEEL WELL light control switch. use this at the same time.
24-40-00-010 Rev 1 07/20/1999

EXTERNAL POWER CONN Indicator See the service interphone section for more
information. (AMM PART I 23-41)
The amber EXTERNAL POWER CONN indicator comes on when
the ground power plug is connected and the ground
source is operating.

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 737-600/700/800/900 TRAINING MANUAL
EXTERNAL POWER -- EXTERNAL POWER RECEPTACLE
PILOT CALL Switch

You use the PILOT CALL switch to operate a bell in the

flight compartment. This alerts a person in the flight
compartment to talk with you.

See the communications chapter for more information.

(AMM PART I 23)

NOSE WHEEL WELL Light Control Switch

You use this switch to turn on the lights in the wheel

well.

See the lighting chapter for more information. (AMM

PART I 33)

External Power Receptacle

The external power receptacle has these six pins:

- Three pins for each AC power phase (pins A, B, C)

- One pin for ground (pin N)
- Two short pins for BPCU interlock logic (pins E,
F).
24-40-00-010 Rev 1 07/20/1999

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 737-600/700/800/900 TRAINING MANUAL

A F E
DOOR

EXTERNAL
POWER INTERPHONE B C N

CONN FLIGHT SERVICE

24-40-00-010 Rev 1 07/20/1999

NOSE
PILOT WHEEL WELL
ON
NORM
NOT CALL FWD
LIGHT
IN USE

P19 EXTERNAL POWER PANEL

EXTERNAL POWER - EXTERNAL POWER RECEPTACLE

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 737-600/700/800/900 TRAINING MANUAL
GENERATOR DRIVE -- COMPONENT LOCATION
General

The components of the generator drive are on the engine

and in the flight compartment.

Integrated Drive Generator (IDG)

The IDG is on the front face of the engine accessory

gearbox at the 7:00 position. The IDG is below the
engine starter.

You open the left engine fan cowl to get access to the
IDG installation.

When servicing, you can get access to the IDG through

the IDG servicing door in the left fan cowl.

IDG Air/Oil Cooler

The air/oil cooler is on the inside, aft portion, of

the fan case at the 6:30 position. You open the engine
left fan cowl and thrust reverser to get access to the
air/oil cooler.

Generator Drive And Standby Power Module

24-10-00-001 Rev 1 07/08/1999

The generator drive and standby power module is on the

P5 forward overhead panel in the flight compartment.

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 737-600/700/800/900 TRAINING MANUAL

STANDBY
1 PWR OFF a 2
DRIVE DRIVE
a STANDBY POWER a

DISCONNECT DISCONNECT

BAT OFF AUTO

r r

GENERATOR DRIVE AND STANDBY POWER

MODULE (P5)

FLIGHT COMPARTMENT

LEFT FAN COWL

ACCESSORY
GEARBOX
24-10-00-001 Rev 1 02/10/1998

ENGINE
STARTER
(REF)

IDG SERVICING DOOR IDG AIR/OIL COOLER

QAD
ADAPTER IDG OIL COOLER
(REF)
GENERATOR DRIVE - COMPONENT LOCATION

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 737-600/700/800/900 TRAINING MANUAL
GENERATOR DRIVE -- SERVICING
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 737-600/700/800/900 TRAINING MANUAL
GENERATOR DRIVE -- SERVICING
Charge and Scavenge Oil Filters WARNING: SERVICE TO THE PROPER LEVEL. OPERATION OF THE
IDG WITH TOO MUCH OIL OR WITHOUT ENOUGH OIL
There are two remove-and-replace oil filters on the CAUSES DAMAGE TO THE IDG.
IDG. You check and replace both filters at scheduled
intervals. You should always replace old filters with WARNING: FAILURE TO PUSH THE CAP OF THE VENT VALVE TO
new filters. RELIEVE THE INTERNAL IDG PRESSURE COULD CAUSE
HOT OIL TO SPRAY OUT.
The charge oil filter is downstream of the charge pump.
If this filter clogs, a differential pressure valve CAUTION: DO NOT MIX DIFFERENT OIL TYPES IN IDG. MIXING
opens and lets oil bypass the filter. There is no DIFFERENT OIL TYPES CAN CAUSE DAMAGE TO IDG.
indication if this filter clogs.
Oil Quantity Check
The scavenge filter is downstream of the scavenge pump.
The differential pressure indicator shows if the filter The oil level sight glass shows the amount of oil in
clogs. the IDG. The oil level sight glass cover is black with
a silver band. When the oil level is below the silver
Oil Servicing band, the IDG oil level is low and it is necessary to
add oil. When the oil level is in the silver band, the
You do the oil servicing of the IDG at the pressure IDG oil level is normal.
fill port. You must push the push-to-vent-valve to
release IDG case air pressure before you add oil. When the oil is cold and the level is above the silver
band, the IDG oil level is high and you must drain oil.
The oil that you pump into the IDG flows through the
scavenge filter and then through the heat exchangers When the oil is hot and the level is above the silver
and into the IDG case. Air in the circuit moves ahead DRAIN line, the IDG oil level is high and you must
of the oil to the IDG sump. drain oil. Hot oil, above the silver band, but below
24-10-00-015 Rev 1 08/04/1998

DRAIN, is acceptable.
Because it takes time for the oil to flow through
external components, you should add oil slowly. This Because of wing dihedral, the oil level in the sight
prevents overservicing. You pump oil into the IDG until glass is different for the left and right engine. You
the correct oil level shows on the oil sight glass. must service to the correct left or right engine marks
on the sight glass. You should always vent the IDG
before you do an oil quantity check.

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 737-600/700/800/900 TRAINING MANUAL
GENERATOR DRIVE -- SERVICING
CAUTION: DO NOT CHECK THE OIL LEVEL OF A DISCONNECTED
IDG. A DISCONNECT CAN CAUSE AN INCORRECT OIL
QUANTITY INDICATION IN THE IDG. TOO MUCH OR
NOT ENOUGH OIL CAN CAUSE DAMAGE TO THE IDG
DURING CONTINUED OPERATION.

NOTE: Make sure that the engine has been shutdown for a
minimum of 5 minutes before you do an oil
quantity check.

Drain Plug

There is a drain plug at the bottom of the IDG. You use

it to drain the oil from the IDG.

Training Information Point

The IDG has two servicing placards.

The small placard below the sightglass reminds you to

vent the IDG before you do an oil quantity check. Your
check may not be accurate if you do not vent the IDG.

The large placard has a warning and the IDG servicing

instructions. You should always vent the IDG before and
after you service it.
24-10-00-015 Rev 1 08/04/1998

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 737-600/700/800/900 TRAINING MANUAL

737 CFM56-7
WARNING:
PUSH THE VENT VALVE TO RELEASE IDG
PRESSURE BEFORE SERVICING. A PRESSURIZED
IDG CAN RELEASE A SPRAY OF HOT OIL
DRAIN

DRAIN
SERVICING INSTRUCTIONS:
PUSH AND HOLD VENT VALVE 15 SECONDS
MINIMUM BEFORE AND AFTER SERVICING. ADD
FULL SILVER BAND OIL TO TOP OF SILVER BAND. IF ABOVE DRAIN
LINE. DRAIN TO SILVER BAND.
FULL ADD
SERVICING PLACARD

ADD

RIGHT
LEFT PUSH-TO-VENT
VALVE
INPUT DRIVE SHAFT
VENT TO READ

OIL LEVEL SIGHT GLASS

INPUT DRIVE SHAFT

SHEAR SECTION (REF)
HOLD VENT
15 SECONDS
24-10-00-015 Rev 1 08/04/1998

SERVICING PLACARD

PRESSURE FILL PORT

DRAIN PLUG CHARGE FILTER
SCAVENGE FILTER IDG
(LEFT SIDE)

GENERATOR DRIVE - SERVICING

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 737-600/700/800/900 TRAINING MANUAL
DC GENERATION SYSTEM -- MAIN BATTERY AND AUXILIARY BATTERY
Purpose battery temperature. See the MAIN BATTERY CHARGER AND
AUXILIARY BATTERY CHARGER page in this section for more
The main battery has these functions: information.

- Supply power to critical airplane systems (AC and Indication

DC standby buses) if the normal power sources are
not available You can see the output of each battery on the
- Backup power supply for the AC system control and electrical meters, battery and galley power module on
protection the P5 forward overhead panel. You see the voltage and
- Power supply for APU start. current output of a battery when the DC meter selector
is in the BAT position or AUX BAT position. If the
The auxiliary battery helps the main battery supply battery charger has power, you see the output voltage
power to the critical airplane systems (AC and DC of the battery or its battery charger, whichever is
standby buses). more.

Location The amber BAT DISCHARGE light comes on when one of

these output conditions are true for one or the other
The batteries are in the EE compartment, under the E3 battery:
rack. The auxiliary battery is forward of the main
battery. You remove an access panel in the forward - Current draw is more than 5 amps for 95 seconds
cargo compartment to get access to the batteries. You - Current draw is more than 15 amps for 25 seconds
must remove the main battery before you can remove the - Current draw is more than 100 amps for 1.2 seconds.
auxiliary battery.
Master caution and the ELEC annunciator usually come on
General Description when the BAT DISCHARGE light comes on. The light goes
off when the output current goes below the limit for
24-31-00-051 Rev 1 06/02/1997

Each battery is a 20 cell nickel-cadmium battery with a more than 1 second. Master caution and the ELEC
48 amp-hour capacity. At full charge, the batteries annunciator do not come on during a DC power APU start.
supply a minimum of 60 minutes of standby AC and DC
power. Training Information Point

Each battery has an internal thermal sensor. The You remove a battery from the airplane before you do a
battery charger uses this sensor to measure internal battery inspection or servicing.

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 737-600/700/800/900 TRAINING MANUAL

DC AMPS CPS FREQ

ACCESS
PANEL LED
ALPHANUMERIC
DISPLAY

BATTERY
DISCHARGE DC VOLTS / AC AMPS / AC VOLTS
LIGHT
FWD BAT
DISCHARGE a
TR UNIT ELEC
a a

MAINT

FORWARD CARGO COMPARTMENT DC METER AUX BAT APU GEN

BAT TR1 GEN2
SELECTOR GEN1

BAT TR2 GRD INV

BUS PWR

STBY TR3 STBY TEST

PWR TEST PWR
AUXILIARY
OFF
BATTERY OFF OFF

BAT
BATTERY ON ON
CONNECTOR (2) ON CAB/UTIL IFE/PASS
SEAT
DC AC
THERMAL SENSOR
CONNECTOR (2) ELECTRICAL METERS, BATTERY, AND
24-31-00-051 Rev 1 05/15/1997

GALLEY POWER MODULE (P5)

MAIN
FWD BATTERY

MAIN BATTERY AND AUXILIARY BATTERY

DC GENERATION SYSTEM - MAIN BATTERY AND AUXILIARY BATTERY

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 737-600/700/800/900 TRAINING MANUAL
ELECTRICAL POWER -- DISTRIBUTION - GENERAL DESCRIPTION
General The system design makes sure that two AC power sources
can not supply power to the same transfer bus at the
These AC buses receive power directly from an AC power same time. However, one AC power source can supply
source: power to both transfer buses through the bus tie
breakers (BTBs).
- AC transfer bus 1
- AC transfer bus 2 Each transfer bus supplies power to these components or
- Ground service bus 1 buses:
- Ground service bus 2.
- Galleys (as many as 2)
System logic automatically removes loads (load shed) to - Main Bus
prevent an overload of an AC power source. - Ground service bus
- Transformer rectifier unit (as many as 2).
These DC buses receive power directly from the
transformer rectifier units (TRUs): Ground Service Buses

- DC bus 1 Each ground service bus receives power in one of these

- DC bus 2 two ways:
- Battery bus.
- The AC transfer bus on that side has power
These buses receive power directly from the main - The ground service switch on the forward attendant
battery or the main battery charger: panel is in the ON position and external power is
connected to the airplane.
- Hot battery bus
- Switched hot battery bus. The two ground service transfer relays control the
selection of the power source.
24-00-00-002 Rev 1 02/16/2000

AC Transfer Buses
Main Buses, Galley Buses and IFE/PASS SEAT Buses
These AC sources supply power to the AC transfer buses:
The main buses, galley buses and IFE/PASS SEAT buses
- External power receive power from their respective AC transfer bus.
- APU starter-generator Load shed relays remove the power to these buses when
- Integrated drive generators (IDGs). their loads exceed operating limits. This protects the

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 737-600/700/800/900 TRAINING MANUAL
ELECTRICAL POWER -- DISTRIBUTION - GENERAL DESCRIPTION
AC power source from overload. The bus power control External Power
unit (BPCU) controls the load shed function.
External power can supply power to these buses:
Standby Buses
- AC transfer buses
The AC standby bus usually receives power from AC - Ground service buses.
transfer bus 1. The static inverter may also supply
power to this bus. A remote control circuit breaker External power supplies power to each AC transfer bus
(RCCB) controls power to the static inverter. through the external power contactor (EPC) and the
necessary bus tie breaker (BTB).
The DC standby bus usually receives power from DC bus
1. The hot battery bus may also supply power to the DC APU Power
standby bus.
The APU starter-generator supplies power to each AC
Battery Buses transfer bus through the APU breaker (APB) and the
necessary BTB. The APU can supply power to both AC
The hot battery bus usually receives power from the transfer buses on the ground or inflight. See the AC
main battery or main battery charger. The auxiliary Generation section for more information.(AMM PART I 24-
battery and auxiliary battery charger connects in 20)
parallel with the main battery during non-normal
conditions to help supply power. See the DC Generation IDG Power
section for more information.(AMM PART I 24-30)
The IDGs are the normal power sources of the AC
The battery bus normally receives power from TRU 3. The transfer buses. An IDG supplies power through a
battery bus receives power from the battery if TRU 3 generator control breaker (GCB).
has no output.
24-00-00-002 Rev 1 02/16/2000

Battery Charger
The switched hot battery bus receives power from the
hot battery bus when the battery switch (P5 panel) is Each battery charger makes sure its battery stays at
in the ON position. maximum charge. Each battery charger also operates as a
TRU when not in the charge mode.

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 737-600/700/800/900 TRAINING MANUAL
ELECTRICAL POWER -- DISTRIBUTION - GENERAL DESCRIPTION
Remote Control Circuit Breaker (RCCB)

The standby power system uses a RCCB to control power

input to the static inverter. This RCCB is normally
closed. See the Standby Power section 24-34 for more
information.(AMM PART I 24-34)

The dual battery RCCB closes to put the auxiliary

battery and the auxiliary battery charger output in
parallel with the output of the main battery and its
charger. This RCCB is normally open. See the DC
Generation section for more information.(AMM PART I 24-
30)
24-00-00-002 Rev 1 02/16/2000

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 737-600/700/800/900 TRAINING MANUAL

IDG APU IDG

1 GEN EXT 2
PWR
GND SVC GCB 1 APB EPC GCB 2 GND SVC
XFR RLY 1 XFR RLY 2
AC XFR BUS 1 AC XFR BUS 2
BTB 1 BTB 2

GALLEY (S) GALLEY (S)

GND SVC BUS 1 GND SVC BUS 2
MAIN BUS 1 MAIN BUS 2

IFE/PASS SEAT TR3 XFR IFE/PASS SEAT

AUX BAT RLY
CHGR

MAIN BAT
TRU 1 TRU 3 TRU 2 CHGR
RCCB
AUX
BAT BUS TIE
DC BUS 1 RLY DC BUS 2
STATIC
INVERTER STDBY
NORMAL RLY MAIN
RCCB BAT BUS BAT
AC STBY BUS NORM RLY DC STBY BUS
TO APU
START
STBY DC
24-00-00-002 Rev 1 07/21/1997

BAT BUS CIRCUIT

BAT BUS ALTN RLY
ALT RLY
FROM DC BUS 1

SW HOT BAT GND SVC HOT BAT BUS

BUS RLY BUS RLY
SW HOT BAT BUS GND SVC DC BUS
ELECTRICAL POWER - DISTRIBUTION - GENERAL DESCRIPTION

24-00-00
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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- FLIGHT COMPARTMENT - INTRODUCTION
Purpose General Description

These are the four types of flight compartment lights: The dome lights supply general lighting for the flight
compartment. The glareshield supplies background
- Instrument and panel lights lighting for the pilots.
- Miscellaneous lights
- Flight crew lights Each instrument and instrument panel has lighting. The
- Master dim and test. control stand gets light from an overhead floodlight.

The instrument and panel lights are for the flight The circuit breaker panels get light from floodlights.
compartment controls and panel indications.
There are lights for the standby compass and map
The miscellaneous lights supply general lighting to the lighting.
flight compartment. These are the miscellaneous lights:
The master dim and test switch can do these functions:
- Panel and control stand flood lights
- Circuit breaker panel lights - Test the indicator and panel lights
- Standby compass light - Cause the indicator and panel lights to come on in
- Dome lights. the bright or dim mode.

The flight crew lights supply light for specific tasks. The replacement lamps for the lights in the flight
These are the flight crew lights: compartment are above the right number three window.

- Reading lights
- Map lights
- Flight kit lights
33-10-00-001 Rev 1 12/12/1998

- Chart lights.

The master dim and test system controls the light for
the system annunciator and indicator lights.

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 737-600/700/800/900 TRAINING MANUAL

MISCELLANEOUS LIGHT
(TYP)
FLIGHT CREW LIGHT INSTRUMENT AND
(TYP) PANEL LIGHTS
(TYP)
MASTER DIM
AND TEST STANDBY COMPASS
SWITCH

SPARE LAMPS

GLARESHIELD
33-10-00-001 Rev 1 01/18/2001

LIGHTS - FLIGHT COMPARTMENT - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - MASTER WARNING AND CAUTION LIGHTS
Purpose Training Information Point

The system status information is on the flight Do not leave the MASTER CAUTION lights on when they are
compartment panels. The master warning and caution not necessary. Excessive heat can distort the lenses.
lights provide a central location for information for
the crew about alarms and faults for various systems.

Location

The master warning and caution lights are on the P7

glareshield panel.

General Description

The two MASTER CAUTION lights are amber. They both come
on whenever one of the annunciator lights comes on. The
lights are push-to-reset. This makes the MASTER CAUTION
and annunciator light go out.

The annunciators are two amber blocks of six lights

each. Each light shows the system that has the fault.
Push either annunciator for a test of all annunciators
and the MASTER CAUTION lights.

If a fault is detected, the particular annunciator and

the two MASTER CAUTION lights come on. The lights go
out by a push of either of the MASTER CAUTION lights.

Push either annunciator block to recall the light for

33-11-00-007 Rev 1

the system that has the fault.

See the chapters and sections in AMM PART I for each

annunciator function.

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 737-600/700/800/900 TRAINING MANUAL

P7 GLARESHIELD PANEL

MASTER CAUTION SYSTEM ANNUNCIATOR

AND RESET LIGHT LIGHTS AND RECALL

FIRE MASTER FLT CONT ELEC ANTI-ICE ENG MASTER FIRE

WARN CAUTION CAUTION WARN
IRS APU HYD OVERHEAD PUSH TO RESET BELL CUTOUT
BELL CUTOUT PUSH TO RESET

FUEL OVHT/DET DOORS AIR COND

33-11-00-007 Rev 1

FIRE WARNING LIGHT

AND BELL CUTOUT
SWITCH (REF)

LIGHTS - INSTRUMENT AND PANEL LIGHTS - MASTER WARNING AND CAUTION LIGHTS

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- INSTRUMENT AND PANEL LIGHTS - STANDBY INSTRUMENT PANEL LIGHTS - FUNCTIONAL
Purpose

The standby instrument panel lights provide the

illumination for the instruments and panels when normal
power supply is not available.

Functional Description

The instrument and panel lights for the captain and

first officer are from the 28v ac transfer busses.

Relays R1 in the P41 and P42 panels are energized.

Relay R386 in P41 panel and relay R237 in P42 panel are
energized.

When 28v ac power from transfer bus is not present, the

relays deenergize. This connects the 28v ac standby bus
to the auto transformer in the P42 panel. From the auto
transformer, 5v ac goes to the instrument and panel
lights on P1, P2, and P3 panels.

Circuit breakers on the P41 and P42 panels provide

protection for the system.
33-11-00-013 Rev 1 12/12/1998

33-11-00
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 737-600/700/800/900 TRAINING MANUAL

28V AC
STBY BUS
SECT 2
EMERG PANEL
LIGHTING
AUTO XFMR

TO PANEL
28V AC LIGHTS
XFR BUS 1
SECT 2 R1 STANDBY
CAPT PRIMARY RELAY FROM P1
PANEL LIGHTS VAR XFR
P42 FIRST OFFICER
LIGHTING MODULE
TO PANEL
LIGHTS
AUTO XFMR

28V AC
XFR BUS 2
SECT 2
R1 STANDBY
F/O PRIMARY RELAY
33-11-00-013 Rev 1 03/29/2001

PANEL LIGHTS
P6 CB PANEL
P41 CAPTAIN LIGHTING MODULE

LIGHTS - INSTRUMENT AND PANEL LIGHTS - STANDBY INSTRUMENT PANEL LIGHTS - FUNCTIONAL DESCRIPTION

33-11-00
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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- MISCELLANEOUS LIGHTS - STANDBY COMPASS LIGHT
Purpose

The standby compass light supplies light to the standby

compass card.

Location

The standby compass light is part of the standby

compass. It is forward of the P5 panel.

Operation

A three-position switch controls the standby compass

light. The switch has these positions:

- OFF - no power to the light

- DIM - light on in the dim mode
- BRIGHT - light on in the bright mode.

Functional Description

Power to the standy compass light comes from the 28v dc

battery bus. When the standby compass light switch is
in the BRT position, 28v dc goes to the lamp. When the
switch is in the DIM position, a resistor decreases
power to the lamp. When the switch is in the OFF
33-14-00-004 Rev 1 10/02/1998

position, there is no power to the lamp.

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 737-600/700/800/900 TRAINING MANUAL

STANDBY COMPASS
LIGHT SWITCH

OF
F
COMPASS CARD

STANDBY COMPASS

28V DC BRT
BAT BUS OFF
STBY DIM
COMPASS STANDBY COMPASS
LIGHT
P6 CB PANEL COMPASS LIGHT
33-14-00-004 Rev 1 10/02/1998

SWITCH

LIGHTS - MISCELLANEOUS LIGHTS - STANDBY COMPASS LIGHT

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- MISCELLANEOUS LIGHTS - FLOODLIGHTS
Purpose Operation

The floodlights supply light to these panels: You can use the OFF-BRIGHT controls to adjust the
intensity of the lamps.
- P1 captain instrument panel
- P2 center instrument panel
- P3 first officer instrument panel
- P7 lightshield panel
- P8 aft electronics panel
- P9 forward electronics panel.

Location

The floodlights for the P1, P2, P3, and P7 panels are
above the panels. The control switch for these flood
lights are on the P1 and P3 panels.

The floodlight for the P8 and P9 panels is above the

aisle stand on the P5 panel. The control switch is on
the aft left section of the P8 panel.

Physical Description

These are the two types of floodlights:

- Strip floodlights
33-14-00-007 Rev 1 07/16/1997

- Spot floodlights.

The strip floodlight has many incandescent lights

attached to a lens. Each spot floodlight is an
incandescent bulb.

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 737-600/700/800/900 TRAINING MANUAL
BACKGROUND P8, P9 PANEL
FLOODLIGHTS FLOODLIGHTS
P7 PANEL (3)

FWD
LIGHTSHIELD
FLOODLIGHTS

MAIN PANEL UPPER DU BACKGROUND AFDS FLOOD FLOOD PANEL

BRT
33-14-00-007 Rev 1 01/18/2001

OFF OFF OFF OFF OFF

OUTBD DU INBD DU LOWER DU
BRT BRT BRT
LIGHT CONTROL PANEL (P8)

LIGHT CONTROL PANELS (TYPICAL)

LIGHTS - MISCELLANEOUS LIGHTS - FLOODLIGHTS

33-14-00
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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- MASTER DIM AND TEST - FUNCTIONAL DESCRIPTION
Functional Description Training Information Point

The flight compartment indicating lights are on various The fire warning system has its own test switch on the
panels. The lights are one of these two types: P8 panel.

- Ground seeking
- Power seeking.

The ground seeking light has power and the ground is

connected by the action of the system the light
monitors.

The power seeking light has ground and the power is

connected by the action of the system the light
monitors.

The indicating lights (red, amber, blue, and green) are

press-to-test. The lights can be bright or dim by the
master dim and test (MD&T) switch on the P1-3 panel.

When the MD&T switch is in the bright (BRT) position,

relays R33 and R34 are deenergized. Power for the
ground seeking lights and ground for the power seeking
lights goes through relay R33. When the MD&T switch is
in the DIM position, relay R34 energizes and power and
ground goes through the zener diodes.
33-18-00-002 Rev 1 01/20/1999

In the TEST position, relay R33 energizes. This

supplies power and ground to make all of the indicating
lights come on bright.

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 737-600/700/800/900 TRAINING MANUAL

28V DC
BAT BUS

28V DC A A
BUS 1
MASTER DIM SYSTEM INDICATOR
DIM DIODE SECT (TYPICAL)
28V DC LIGHT (TYPICAL)
1 OF 8
BUS 2
BRT

DIM
BRT SYSTEM ON/OFF
M564 MASTER SWITCH (TYPICAL)
TEST 28V DC
BAT BUS DIM MODULE
MASTER DIM AND SEC 2
TEST SWITCH
(P1-3) DIM
R34 MASTER
NORM DIM RELAY

A A
33-18-00-002 Rev 1 12/12/1998

SYSTEM INDICATOR
TEST LIGHT (TYPICAL)
R33 MASTER
TEST RELAY
28V DC

P6 CB PANEL SYSTEM ON/OFF

SWITCH (TYPICAL)

LIGHTS - MASTER DIM AND TEST - FUNCTIONAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- WINDOW LIGHTS - INTRODUCTION
Purpose

The window lights supply lighting to the areas below

the stowage bins in the passenger compartment.

Physical Description

The window lights use fluorescent lamps. The ballast

assembly is in the lamp support assembly. The ballast
assembly supplies power to the fluorescent lamps in its
own lamp assembly and to the adjacent lamp assembly.

The window lights have these components:

- Ballast assembly (on every other lamp support)

- Fluorescent lamp tube
- Lens.

Location

The window lights are on the extrusion between the PSU

and the sidewall panel above the windows

Training Information Point

Usually one ballast assembly supplies power to two

33-21-00-001 Rev 1 01/17/1999

adjacent window lamps. If two adjacent lamps fail or

flicker, the ballast assembly may be inoperative. If
only one lamp fails, the lamp is probably inoperative.

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 737-600/700/800/900 TRAINING MANUAL

FUSE
LAMP SUPPORT AND
BALLAST ASSEMBLY

SIDEWALL

FLUORESCENT
LAMP TUBE
33-21-00-001 Rev 1 03/29/2001

LENS

LIGHTS - WINDOW LIGHTS - INTRODUCTION

33-21-00
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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- CEILING LIGHTS - INTRODUCTION
Purpose

The ceiling lights supply lighting to the areas above

the stowage bins and the aisle in the passenger
compartment.

Physical Description

There are two types of ceiling lights, bin lights and

recessed lights.

The bin ceiling lights are fluorescent and incandescent

light assemblies.

The recessed lights are fluorescent lights.

Both types of ceiling lights use same type of ballast

assembly.

location

The bin ceiling lights are on top of the stowage bins.

The recessed ceiling lights are in the forward and aft

ceiling panels.
33-22-00-001 Rev 1 01/17/1999

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 737-600/700/800/900 TRAINING MANUAL

FORWARD RECESSED LIGHTS

INCANDESCENT
LAMP
BALLAST ASSEMBLY
FUSE (ON BALLAST)

ELECTRICAL FLUORESCENT
CONNECTOR LAMP
33-22-00-001 Rev 1 12/12/1998

FWD

LIGHTS - CEILING LIGHTS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- READING LIGHTS - INTRODUCTION
Purpose

The reading lights supply lighting locally for each

passenger seat.

Physical Description

A reading light has these parts:

- Bezel/lens retainer
- Lens
- Lamp
- Lock/unlock lever.

Location

The reading lights are in the passenger service units

(PSUs).

Operation

To operate the reading light, use the switch on the

passenger service unit (PSU). Then use the bezel to
adjust the direction of the light beam. You use the
lever to lock or unlock the light in position. To lock
or unlock the reading light do these steps:
33-23-00-001 Rev 1 01/17/1999

- Put the lamp in the correct position

- Lower the PSU
- Move the lever to the lock or unlock position as
necessary.

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 737-600/700/800/900 TRAINING MANUAL

READING LIGHT
SWITCH

LOCK/UNLOCK
LEVER
PSU
(TYPICAL)

LAMP SLOT (4)

33-23-00-001 Rev 1 06/03/96

TAB (4)
BEZEL/LENS
RETAINER
LENS

READING LIGHT (TYP)

LIGHTS - READING LIGHTS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- PASSENGER SIGNS - INTRODUCTION
Purpose

The passenger signs give these indications to the

passengers and attendants:

- FASTEN SEAT BELT

- RETURN TO SEAT.

Physical Description

The passenger sign lights use incandescent lamps or

LEDs.

Location

The FASTEN SEAT BELTS signs are at these locations:

- Passenger service units (PSU)

- Forward left windscreen
- Galley
- Lavatories.

The RETURN TO SEAT signs are in the lavatories.

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USE SEAT BOTTOM FOR FLOTATION

PASSENGER SIGN
(TYPICAL)

RETURN TO SEAT

PASSENGER SIGN
(TYPICAL)
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PASSENGER SERVICE UNIT LAVATORY

LIGHTS - PASSENGER SIGNS - INTRODUCTION

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LIGHTS -- ATTENDANT WORK LIGHTS - INTRODUCTION
Purpose

The attendant work lights supply light to the attendant

work stations.

Location

The attendant lights are in the ceiling above the

attendant stations. There is one work light for each
attendant station. The work light control switch is on
the related attendant panel.

Physical Description

The attendant work lights are incandescent. The

attendant work lights have a lens and a lamp.
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LAMP

FORWARD ATTENDANT STATION

LIGHTING
DIM MEDIUM
BRIGHT

LENS
DIM

OFF BRIGHT OFF

NIGHT

ENTRY CEILING
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DIM

OFF BRIGHT

ATTENDANT WORK LIGHT

(TYPICAL)
WINDOW
a w

GROUND WORK
SERVICE
WORK LIGHT
SWITCH

FORWARD ATTENDANT PANEL

LIGHTS - ATTENDANT WORK LIGHTS - INTRODUCTION

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LIGHTS -- GALLEY LIGHTS - INTRODUCTION
Purpose

The galley light supplies light to the forward galley

area.

Physical Description

The galley light has these components:

- Fluorescent lamp
- Lens
- Housing
- Ballast.

Location

The galley light is above the forward service entry

door.

Training Information Point

To remove the lamp, release the levers that hold the

lamp in the housing.
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BALLAST

HOUSING

LEVERS (2)
LAMP
FWD SERVICE
DOOR
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LENS ASSEMBLY
FWD

LIGHTS - GALLEY LIGHTS - INTRODUCTION

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LIGHTS -- LAVATORY LIGHTS AND SIGNS - INTRODUCTION
Purpose

The lavatory lights and signs supply light and

indications to the passengers while in the lavatory.

Physical Description

The mirror light has fluorescent lamps. It has a

ballast assembly and an electrical connector. LEDs in
the lavatory give auxiliary lighting when the cabin
lights are on.

Location

The lavatory lights and controls are in these

locations:

- Fluorescent lights are adjacent to the mirror

- Fluorescent light ballast assembly is on the
inboard lavatory wall
- LEDs are on outboard wall or inboard wall
- Door switch is in the door frame.
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 737-600/700/800/900 TRAINING MANUAL

INBOARD LED
WALL (TYPICAL)

LAVATORY
SIGN (REF) FLUORESCENT
LAMPS
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LAVATORY FLUORESCENT LIGHT

(TYPICAL)

LIGHTS - LAVATORY LIGHTS AND SIGNS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- PASSENGER AND LAVATORY CALL LIGHTS - INTRODUCTION
Purpose

The passenger and lavatory call light tells the flight

attendant when a passenger or flight crew member needs
aid or assistance.

Physical Description

The lights are incandescent.

There are lens covers for the lights. The lens covers
are blue, pink, and amber.

Indications

The light under the blue cover comes on when a

passenger pushes the passenger call switch on the PSU.
The light under the amber cover comes on when a
passenger pushes the call switch in a lavatory. The
light under the pink cover comes on when a crew member
calls another crew member.

location

The passenger and lavatory call lights are on the

ceiling exit locator signs at the forward and aft ends
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of the passenger cabin.

Training Information Point

You can put the lens covers in different lamps. Be sure

the lens is the right color for the lamp.

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PILOT

CREW CALL ATT

(PINK) PA

PASSENGER ADDRESS
PUSH TO TALK

RESET

PASSENGER CALL
SELECT SWITCH

EXIT LOCATOR SIGN

(TYPICAL)

LAVATORY CALL
(AMBER)
ATTENDANT CALL
(BLUE)
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PSU
(TYPICAL)
LIGHTS - PASSENGER AND LAVATORY CALL LIGHTS - INTRODUCTION

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LIGHTS -- ENTRY LIGHTS - INTRODUCTION
Purpose

The entry lights supply light for the airplane entry

areas. The entry lights are in the forward and aft ends
of the passenger cabin.

Physical Description

The entry lights are fluorescent lights. They have

these components:

- lamp
- lens
- Bezel
- Ballast (not shown).

The threshold light is an incandescent lamp assembly.

location

The entry lights are in the ceiling near the entry and
service entry doors. The threshold light is on the
forward entry door windscreen.
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 737-600/700/800/900 TRAINING MANUAL

FORWARD
ENTRY LIGHT

AFT
ENTRY LIGHT

FLIGHT
COMPARTMENT
DOOR
AFT SERVICE
ENTRY DOOR

FWD

FWD

FWD
ENTRY DOOR

THRESHOLD
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LIGHT (TYP)

FWD

LIGHTS - ENTRY LIGHTS - INTRODUCTION

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LIGHTS -- CARGO AND SERVICE COMPARTMENT LIGHTS - INTRODUCTION
Purpose

The cargo and service compartment lights supply light

to help maintenance personnel and ground crews.

location

There are cargo compartments lights in the forward and

aft cargo compartments.

There are service lights in these areas:

- Forward equipment compartment

- Electronic equipment compartment
- Right air conditioning compartment
- Left air conditioning compartment
- Aft accessory compartment (section 48 interior)
- APU compartment
- Tail cone compartment.

There are wheel well lights in the nose and main wheel
wells.
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 737-600/700/800/900 TRAINING MANUAL

AFT ACCESSORY
COMPARTMENT TAILCONE SERVICE
LIGHT LIGHTS

MAIN WHEEL
WELL LIGHTS

FWD CARGO
COMPARTMENT APU COMPARTMENT
LIGHTS SERVICE LIGHTS

ELECTRONIC
EQUIPMENT AFT CARGO
COMPARTMENT COMPARTMENT
LIGHTS LIGHTS

NOSE WHEEL
WELL LIGHTS
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AIR CONDITIONING
COMPARTMENT LIGHTS
FORWARD EQUIPMENT
COMPARTMENT
LIGHTS

LIGHTS - CARGO AND SERVICE COMPARTMENT LIGHTS - INTRODUCTION

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LIGHTS -- WHEEL WELL LIGHTS - INTRODUCTION
Purpose

The wheel well lights supply lighting to the nose and

main landing gear wheel wells.

Physical Description

The wheel well lights use incandescent lamps.

Location

There is one wheel well light in the nose gear wheel

well. The nose gear wheel well light switch is on the
P19 external power panel.

There are four wheel well lights in the main gear wheel
well. The main gear wheel well light switch is on the
outer forward bulkhead of the left main wheel well.

A switch on the P5 forward overhead panel controls the

wheel well lights from inside the airplane.
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NOSE WHEEL WELL

LIGHT (TYPICAL)

NOSE WHEEL WELL

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(LOOKING FORWARD) MAIN WHEEL WELL LIGHT

(TYPICAL)
MAIN WHEEL WELL
(LOOKING FORWARD)

LIGHTS - WHEEL WELL LIGHTS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- AIR CONDITIONING COMPARTMENT LIGHTS - INTRODUCTION
Purpose

The air conditioning compartment lights supply lighting

for maintenance in the air conditioning compartments.

Physical Description

The air conditioning compartment lights are

incandescent lamps.

Location

There are five incandescent lights in the left air

conditioning compartment and four in the right air
conditioning compartment.

The control switch is on the forward outboard bulkheads

of each air conditioning compartment.
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AIR CONDITIONING
COMPARTMENT LIGHT
(TYPICAL)

LEFT AIR
CONDITIONING
COMPARTMENT
LIGHT SWITCH

AIR CONDITIONING
COMPARTMENT LIGHT
(TYPICAL)
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FWD
LEFT AIR CONDITIONING COMPARTMENT

LIGHTS - AIR CONDITIONING COMPARTMENT LIGHTS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- ELECTRONIC EQUIPMENT COMPARTMENT LIGHTS - INTRODUCTION
Purpose

The EE compartment lights supply light to the

electronic equipment compartments for maintenance.

Physical Description

The EE compartment lights are incandescent lamps.

Location

There are four incandescent lights in the EE

compartment and three in the forward equipment
compartment.

The EE compartment light control switch is on the

service panel.

The forward equipment compartment light control switch

is on the right side under the weather radar rack.
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 737-600/700/800/900 TRAINING MANUAL

ELECTRONIC EQUIPMENT ELECTRONIC EQUIPMENT

COMPARTMENT LIGHT COMPARTMENT LIGHTS
(TYPICAL) (TYPICAL)
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FWD FWD
EE COMPARTMENT
WEATHER FWD EE COMPARTMENT LIGHT SWITCH
RADAR RACK LIGHT SWITCH (E11) (SERVICE PANEL)

LIGHTS - ELECTRONIC EQUIPMENT COMPARTMENT LIGHTS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- ACCESSORY COMPARTMENT LIGHTS - INTRODUCTION
Purpose

The service and accessory compartment lights supply

light to these areas:

- APU compartment
- Aft accessory compartment (section 48 internal)
- Tail cone compartment.

Physical Description

The service and accessory compartments lights are

incandescent lamps.

Location

There are 2 lights in the aft accessory compartment.

The light control switch is adjacent to the access
door.

There are 2 lights in the APU compartment. The light

control switch is on the forward bulkhead.

The tail cone compartment has 1 light. The light

control switch is in the tail cone compartment forward
of the access panel in the bottom right corner.
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LIGHT (TYP)

LIGHT

FWD
FWD
TAIL CONE COMPARTMENT LIGHT
ACCESSORY COMPARTMENT LIGHT
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LIGHT (TYP)

FWD
APU COMPARTMENT LIGHT
LIGHTS - ACCESSORY COMPARTMENT LIGHTS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- CARGO COMPARTMENT LIGHTS - INTRODUCTION
Purpose

The cargo compartment lights supply light to the cargo

compartment areas to aid the ground and maintenance
crews.

Physical Description

The cargo compartment lights are incandescent lamps.

The lights have a microswitch. This switch opens the

light circuit when the lens is not attached to the
light assembly.

Location

The cargo compartment lights are in these areas:

- Ceiling of cargo compartment

- Top of cargo compartment door frame.

The cargo compartment light control switches are in the

forward door frames.
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 737-600/700/800/900 TRAINING MANUAL

LIGHT
ASSEMBLY
MICROSWITCH

LIGHT
SWITCH

FWD
LENS
FORWARD CARGO COMPARTMENT
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LAMP

CARGO COMPARTMENT LIGHT

(TYPICAL)

LIGHTS - CARGO COMPARTMENT LIGHTS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- EXTERIOR - INTRODUCTION
Purpose

The exterior lights supply light for airplane

identification, direction, and to aid in the safe
operation of the airplane.

These are the exterior lights on the airplane:

- Wing illumination
- Landing lights
- White anti-collision lights
- Red anti-collision lights
- White, red and green position lights
- Taxi and runway turnoff lights
- Logo lights.
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ANTI-COLLISION
LIGHT (WHITE) POSITION LIGHTS ANTI-COLLISION
(WHITE AND GREEN) LIGHT (WHITE)

ANTI-COLLISION
LIGHT (RED)

LOGO
LIGHTS

POSITION LIGHTS
(WHITE AND RED)
WING
ILLUMINATION
LIGHT
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ANTI-COLLISION
LIGHT (WHITE)
RUNWAY FIXED
TURNOFF LANDING
LIGHT LIGHT
TAXI LIGHT

LIGHTS - EXTERIOR - INTRODUCTION

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LIGHTS -- EXTERIOR - CONTROL SWITCHES
Purpose

The exterior lighting control switches control the

airplane external lights.

Location

The exterior lighting control switches are in the

flight compartment on the lower edge of the P5 forward
overhead panel.

General Description

These are the switches on the P5 that control the

external lights:

- Landing (retractable and fixed)

- Runway turnoff
- Logo
- Position
- Anti-collision
- Wing
- Wheel well
- Taxi.
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 737-600/700/800/900 TRAINING MANUAL

LANDING RUNWAY POSITION ANTI WHEEL

E RETRACT OFF TURNOFF TAXI LOGO STROBE & COLLISION WING WELL
X L R OFF STEADY OFF OFF OFF
T OFF OFF
E AUTO OFF
N ON ON
D L ON R L ON R ON STEADY ON ON ON
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RETRACTABLE FIXED

EXTERIOR LIGHTING SWITCHES

LIGHTS - EXTERIOR - CONTROL SWITCHES

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- WING ILLUMINATION LIGHTS - INTRODUCTION
Purpose

The wing illumination lights supply light to the

leading edge of the wings. At night, this lets the
pilots see when ice collects on the on the wing leading
edges.

Physical Description

Each wing illumination light has these parts:

- Lens assembly with lens, reflector and captive

screws
- Halogen lamp
- Lamp retainer wire spring
- Lamp socket assembly
- Light housing with transformer.

Location

The wing illumination lights are on the right and left

sides of the fuselage above and forward of the wings.

The control switch is on the P5 forward overhead panel.

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LIGHT
HOUSING

CAPTIVE
SCREW

LENS
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ASSEMBLY

WING ILLUMINATION LIGHT

(TYPICAL)

LIGHTS - WING ILLUMINATION LIGHTS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- LANDING LIGHTS - FIXED LANDING LIGHTS
Purpose

The landing lights help the pilots to see the runway

during takeoff and landing.

Physical Description

The fixed landing light has these parts:

- Lens assembly
- Lamp
- Step down transformer.

Location

The fixed landing lights are in the wing root area of

each wing.

The control switches for the fixed landing lights are

on the P5 forward overhead panel.

Training Information Point

You must remove the fixed landing light lens assembly

to replace or adjust the position of lamp. There are
six screws that hold the lamp. There are three
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adjustment screws to change the direction of the lamp.

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LAMP
RETAINER

STEP DOWN
TRANSFORMER

LAMP
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FWD LENS
ASSEMBLY

LIGHTS - LANDING LIGHTS - FIXED LANDING LIGHTS

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LIGHTS -- LANDING LIGHTS - RETRACTABLE LANDING LIGHTS
Purpose

The landing lights help the pilots see the runway

during takeoff and landing.

Physical Description

The retractable landing light has these parts:

- Lens assembly
- Lamp
- Retainer screws
- Extend/retract motor.

Location

The retractable landing lights are on the fuselage,

adjacent to the ram air inlet panels.

The control switches for the retractable landing lights

are on the P5 forward overhead panel.
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FWD

LEFT RETRACTABLE LANDING LIGHT

LIGHTS - LANDING LIGHTS - RETRACTABLE LANDING LIGHTS

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- POSITION LIGHTS - INTRODUCTION
Purpose - Two lamps
- Electrical connector (not shown)
The position lights show this data to persons in other - Mount bolt (not shown)
airplanes or on the ground: - Housing with two lamp receptacles and a quick
release hinge (not shown).
- Airplane position
- Direction of flight The aft position light assemblies have these:
- Attitude.
- Two lamps
Location - Electrical connector
- Mount bolts
Position lights are at the end of each wing. The lights - Housing with two lamp receptacles.
are in the leading and trailing edge of the wing tip.
The transformer (not shown) has one electrical
One position light transformer for each wing is in the connector and a housing that attaches to wing
wing inboard of the wing tip near the leading edge of structure. The transformer decreases 115v ac to a
the wing. usable voltage for the position lights.

Physical Description Training Information Point

The position lights have these main components: You remove a panel on the bottom side of the wing tip to
get access to the forward position light assembly. You
- Transformer - one at each wing tip remove the lens on the aft position light assembly to
- Forward position light assembly replace the lamp in it.
- Aft position light assembly.
You remove a panel on the bottom of the wing near the
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The forward wing tip has a lens that is red for the left wing tip and the leading edge of the wing to get access
wing tip and green for the right wing tip. to the transformer.

The tail position light assembly has a white lens. NOTE: Do not touch a position lamp with your hands. Use
gloves that are lint-free.
The forward position light assemblies have these:

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ACCESS PANEL
- POSITION LIGHT TRANSFORMER

FWD

WING TIP AREA

(TYPICAL)
LENS SCREW (4)
FORWARD POSITION
LIGHT ASSEMBLY LENS LENS
- RED, LEFT WING TIP - WHITE
- GREEN, RIGHT WING TIP ASSEMBLY MOUNT
SCREW (4)
ANTI-COLLISION
LIGHT (REF) HOUSING
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ACCESS PANEL ELECTRICAL

- LIGHT ASSEMBLIES CONNECTOR
FWD

FORWARD WING TIP AREA TAIL POSITION LIGHT ASSEMBLY

(TYPICAL)

LIGHTS - POSITION LIGHTS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- ANTI-COLLISION LIGHTS - INTRODUCTION
Purpose

The anti-collision lights make the airplane easier to

see in the air and on the ground.

Physical Description

There are five anti-collision lights on the airplane,

Two red anti-collision lights and three white anti-
collision lights. Each light assembly has a xenon arc
flashtube and solid state circuits to operate the
flashtube.

Location

One red anti-collision light is on the top and bottom

of the fuselage. The upper and lower anti-collision
lights are the same.

There are three white anti-collision lights, one on

each wing tip and one on the tailcone of the airplane.

The control switches for the anti-collision lights are

on the P5 forward overhead panel.
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TAILCONE ANTI-COLLISION LIGHT ASSEMBLY

(WHITE)

WING TIP ANTI-COLLISION

LIGHT (WHITE)

1
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ACCESS PANEL

UPPER ANTI-COLLISION LIGHT ASSEMBLY

(RED)
FORWARD WING TIP ASSEMBLY
1 UPPER LIGHT SHOWN, LOWER IS ALMOST THE SAME (TYPICAL)

LIGHTS - ANTI-COLLISION LIGHTS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- TAXI AND RUNWAY TURNOFF LIGHTS - INTRODUCTION
Purpose WARNING: YOU MUST CAREFULLY INSTALL THE GROUND LOCKS IN
ALL LANDING GEAR. AN ACCIDENTAL RETRACTION OF
Taxi and runway turnoff lights let the pilots see the THE LANDING GEAR CAN CAUSE INJURY TO PERSONS
taxiway or runway during taxi. AND DAMAGE TO EQUIPMENT.

Physical Description

The taxi and runway turnoff lights have these

components:

- Lens retainer
- Lamp
- Terminal.

Location

The taxi light is on the front of the nose landing gear

strut. It is below the nose wheel steering actuator.

The runway turnoff lights are on the leading edge wing

root, next to the wing-to-body fairing. They are
adjacent to the fixed landing lights.

The control switches for the taxi and runway turnoff

lights are on the P5 forward overhead panel.
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Training Information Point

There are three adjustment screws that you use to point

the lamp and three screws that hold the lamp of the
runway turnoff light.

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LAMP
ELECTRICAL
CONNECTION
LAMP
LENS
RETAINER

LENS
RETAINER
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TAXI LIGHT RUNWAY TURNOFF LIGHT

LIGHTS - TAXI AND RUNWAY TURNOFF LIGHTS - INTRODUCTION

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LIGHTS -- LOGO LIGHTS - INTRODUCTION
Purpose

The logo lights help show the airline logo or emblem on

the vertical stabilizer.

Physical Description

The lights are in the horizontal stabilizers and have

these components:

- Light housing assembly

- Lens
- Lens retainer
- Transformer (not shown).

Location

The lights are on the upper surface of each horizontal

stabilizer near the leading edge.

Training Information Point

You get access to the light through an access panel on

the bottom of the horizontal stabilizer.
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 737-600/700/800/900 TRAINING MANUAL

LENS
LENS
RETAINER

LOGO LIGHT
ACCESS PANEL

LOGO LIGHT
ACCESS PANEL LIGHT HOUSING
ASSEMBLY WITH
TRANSFORMER
(NOT SHOWN)

LOOKING DOWN

ACCESS PANEL

LIGHT HOUSING
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ASSEMBLY WITH
HALOGEN LAMP
(NOT SHOWN)

FWD

LOOKING UP

LIGHTS - LOGO LIGHTS - INTRODUCTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- EMERGENCY LIGHTS - GENERAL DESCRIPTION
General Description - Master dim and test system gives the usual
brightness and test functions for the NOT ARMED
The emergency lights system has these main components: light.
- Control switches on P5 and the attendant panel
- Emergency exit light switch on P5. Gives connect to all power supplies.
ON/ARMED/OFF control
- NOT ARMED light on P5. Gives indication when the
emergency exit light switch is set to ON or to OFF.
- Exit light switch on the attendant panel. Gives
ON/NORMAL control
- Power supplies. Have circuits to keep internal
batteries charged and to turn on the emergency
lights automatically or when commanded to on by
one of the control switches. The power supplies
give 6.1V DC to the emergency lights
- Exit sign lights
- Aisle lights
- Slide lights
- Floor proximity lights. Give light at the floor
level in the aisle and at all exits.

Interfaces

The system has these interfaces:

- 28v dc bus 1 gives power for control, indication,

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and to the power supplies for battery charging and

light operation
- Master caution system. Gives an indication when
the emergency exit light switch is set to OFF or to
ON

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 737-600/700/800/900 TRAINING MANUAL

28V DC
BUS 1

MASTER
EMER EXIT LIGHTS CAUTION
SYSTEM
EMERGENCY LIGHTS
OFF - EXIT SIGNS
MASTER DIM - AISLE LIGHTS
A
ARMED AND TEST - SLIDE LIGHTS
NR SYSTEM - FLOOR PROXIMITY
OM ON
TE LIGHTS
Da

P5 OVERHEAD PANEL POWER SUPPLY

(TYPICAL)

TO OTHER
POWER SUPPLIES
r

EMERGENCY
EXIT LIGHTS
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P14 AFT ATTENDANT PANEL

LIGHTS - EMERGENCY LIGHTS - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- EMERGENCY LIGHTS - EXIT SIGNS
Purpose

The exit sign lights come on to show the location of

the exits.

Location

Exit signs are at these places:

- Passenger door
- Service door
- Overwing hatch
- Aisle near the ceiling.
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 737-600/700/800/900 TRAINING MANUAL

EXIT SIGN
(TYPICAL)
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LIGHTS - EMERGENCY LIGHTS - EXIT SIGNS

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- EMERGENCY LIGHTS - AISLE LIGHTS
Purpose

The aisle lights supply light to the general aisle

area. They help passengers and crew see in an
emergency.

Physical Description

The aisle lights have these components:

- Lamp
- Lens
- Light assembly
- Electrical connector.

Location

The aisle lights are in the bullnose ceiling panels

areas throughout the passenger cabin.

Training Information Point

To get access to the lamp, insert a rod into the lens

release hole. Then remove the lens.
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 737-600/700/800/900 TRAINING MANUAL

LIGHT
ASSEMBLY MOUNTING SCREW
(2)
ELECTRICAL WASHER (2)
CONNECTOR
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BULLNOSE
CEILING PANEL
LAMP

RELEASE LENS
HOLE

LIGHTS - EMERGENCY LIGHTS - AISLE LIGHTS

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- EMERGENCY LIGHTS - FLOOR PROXIMITY LIGHTS
Purpose

The floor proximity lights supply light at the floor

level to show the passengers and crew the direction to
all of the exits.

Physical Description

The floor proximity lights have these components:

- Lens
- Electrical connector.

Location

There are sidewall EXIT lights near the airplane exits.

Floor proximity lights are on the floor, left side.

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 737-600/700/800/900 TRAINING MANUAL

LAMP
(TYP)
FWD
PASSENGER COMPARTMENT

LENS

LAMP
ELECTRICAL
CONNECTOR
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FLOOR MOUNTED
PROXIMITY LIGHTS EXIT LIGHT

LIGHTS - EMERGENCY LIGHTS - FLOOR PROXIMITY LIGHTS

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- EMERGENCY LIGHTS - SLIDE LIGHTS
Purpose

The slide lights supply light to the exit areas around

the airplane.

Physical Description

The slide lights have these components:

- Lens assembly
- Lamp
- Mounting screws
- Lamp reflector.

Location

The lights are on the outer surface of the airplane.

They are aft of each exit.
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 737-600/700/800/900 TRAINING MANUAL

LAMP (2)
REFLECTOR
(2)

SCREW
LENS
LENS
RETAINER
OVER WING ESCAPE LIGHT

REFLECTOR

SCREW
LAMP

LENS
33-51-00-003 Rev 1 05/23/2001

ASSEMBLY

ESCAPE SLIDE LIGHT

LIGHTS - EMERGENCY LIGHTS - SLIDE LIGHTS

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 737-600/700/800/900 TRAINING MANUAL
LIGHTS -- EMERGENCY LIGHTS - OPERATION
Manual Operation

You can use the pilot or the attendant emergency exit

lights switch to manually turn on the emergency lights.
You use the same switch that to turn the system on or to
turn the system off.

Automatic Operation

The lights can turn on automatically if the pilot

control switch is set to the ARMED position and the
voltage on the 28v dc bus 1 section 1 is less than 12v
dc. To make the lights turn off, set the pilot control
switch to OFF.

Indication

The emergency exit lights NOT ARMED light on the P5

forward overhead panel comes on when the pilot control
switch is set to the ON or to the OFF positions. The
master caution lights (not shown) and the OVERHEAD
light (not shown) also come on.

The light inside of the attendant control switch comes

on when you use the switch to turn on the emergency
lights.
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 737-600/700/800/900 TRAINING MANUAL

EMER EXIT LIGHTS PILOT CONTROL SWITCH ATTENDANT CONTROL SWITCH

OFF
r

A
ARMED
NR EMERGENCY
OM EXIT LIGHTS
TE
ON
Da
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P5 FORWARD OVERHEAD PANEL P14 AFT ATTENDANT PANEL

LIGHTS - EMERGENCY LIGHTS - OPERATION

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 737-600/700/800/900 TRAINING MANUAL
STATIC AND TOTAL AIR PRESSURE SYSTEM -- GENERAL DESCRIPTION
General The ADMs change the air pressures to electrical signals
and send them to the air data inertial reference units
The static and total air pressure system gets air (ADIRUs) on ARINC 429 data buses. The ADIRUs use the
pressure inputs from three pitot probes and six static signals to calculate flight parameters such as airspeed
ports on the airplane fuselage. and altitude.

These are the two types of air pressure: Each pitot line and each static line has a drain
fitting.
- Static air pressure is the ambient air pressure
around the airplane Alternate Static and Total Air Pressure System
- Pitot air pressure is the air pressure on the pitot
probe tube as a result of the forward motion of the The auxiliary pitot probe connects to the standby
airplane. altimeter/airspeed indicator. The alternate static
ports connect to the standby altimeter/airspeed
The static and total air pressure system has these indicator and to the cabin differential pressure
components: indicator.

- Three pitot probes The standby static line has a drain fitting.
- Six static ports
- Five drain fittings.

Flexible and hard pneumatic tubing are used to connect

the pitot-static components.

The system drains are used to remove condensation in

the pitot-static lines.
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Primary Static and Total Air Pressure System

The two primary pitot probes connect to two pitot air

data modules (ADMs). Two pairs of the primary static
ports connect to two static ADMs.

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 737-600/700/800/900 TRAINING MANUAL

RIGHT STATIC
PORTS (2)
PITOT PROBE (2)
DRAIN PITOT ADM (2)
FITTING
(2)
ADIRU (2)

DRAIN STATIC ADM (2)

FITTING
(2)
CABIN DIFFERENTIAL
PRESSURE INDICATOR

LEFT STATIC
PORTS (2)
R ALTERNATE
STATIC PORT
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STANDBY ALTIMETER/
AIRSPEED INDICATOR
DRAIN
FITTING
AUXILIARY PITOT PROBE
L ALTERNATE
STATIC PORT
STATIC AND TOTAL AIR PRESSURE SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
ADIRS -- GENERAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
ADIRS -- GENERAL DESCRIPTION
General The ISDU supplies initial position and heading data to
the ADIRUs and this data to the flight crew:
The air data inertial reference system (ADIRS) supplies
these type of data to the flight crew and to the - Present position
airplane systems: - Heading
- Navigation
- Altitude - Performance
- Airspeed - Status.
- Temperature
- Heading The MSU gives mode selection data to the ADIRUs and
- Attitude shows system operation and fault status to the flight
- Present position. crew.

The ADIRS has these components: The 2 ADIRUs calculate and send air data and inertial
reference data on ARINC 429 data buses. Each ADIRU has
- Air data modules (ADMs) (4) 2 parts, the air data reference (ADR) part and the
- Total air temperature (TAT) probe inertial reference (IR) part.
- Angle of attack (AOA) sensors (2)
- Inertial system display unit (ISDU) The ADIRUs use these inputs to calculate air data:
- Mode select unit (MSU)
- Air data inertial reference units (ADIRUs) (2) - Pitot pressure
- IRS master caution unit. - Static pressure
- Total air temperature
Functional Description - Angle of attack
- Common display system (CDS) barometric correction
The TAT probe measures the external air temperature and - IR data.
34-21-00-002 Rev 1 01/15/1997

changes the temperature value to an electrical signal.

The electrical signal goes to the ADIRUs. Each ADIRU uses 3 accelerometers and 3 laser gyros to
calculate inertial reference (IR) data. Initial present
The AOA sensors measure and change angle of attack to position data goes to the ADIRUs from the ISDU or the
electrical signals. The electrical signals go to the flight management computer system (FMCS).
ADIRUs.

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 737-600/700/800/900 TRAINING MANUAL
ADIRS -- GENERAL DESCRIPTION
The IRS master caution unit sends failure discretes to
the flight compartment master caution system.
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 737-600/700/800/900 TRAINING MANUAL

PITOT
PRESSURE
ADR DATA

STATIC AIR DATA MODULE (2)

PRESSURE
AIR DATA
REFERENCE

AIR DATA MODULE (2) CDS

TOTAL AIR
TEMPERATURE PROBE FMCS

IR DATA
IRS DISPLAY

DSPL SEL
PPOS WIND
TK/GS HDG/STS N
1 3
TEST 2
BRT
W H E
4 5 6

SYS DSPL
L R 7
S
8
9 INERTIAL
ENT
0
CLR REFERENCE

ISDU
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IRS MASTER
GPS CAUTION UNIT
ALIGN ON DC ALIGN ON DC

ANGLE OF ATTACK FAULT DC FAIL FAULT DC FAIL

SENSOR (2) ALIGN NAV ALIGN NAV

OFF ATT OFF ATT

L IRS R

MSU ADIRU (2)

ADIRS - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
ADIRS -- ALIGNMENT PROCEDURE 1
General

The ADIRS alignment time will change between a minimum

of 5 minutes at the equator to 17 minutes maximum at
78.25 degrees, north or south latitudes.

The alignment time will not be more than 10 minutes if

the present position latitude is between 60.0 degrees
north or south. The alignment time is fixed at 10
minutes between latitudes of 60.0 and 70.2 degrees
north or south. The alignment time is fixed at 17
minutes between latitudes of 70.2 and 78.25 degrees
north or south.

The ADIRU will not align at a latitude more than 78.25

north or south.
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 737-600/700/800/900 TRAINING MANUAL

78.25 17 MINUTE
70.2 10 MINUTE ALIGNMENT
60.0 ALIGNMENT

VARIABLE
EQUATOR ALIGNMENT
TIME
5-10 MINUTES
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60.0 10 MINUTE
70.2 ALIGNMENT 17 MINUTE
78.25 ALIGNMENT

ADIRS - ALIGNMENT PROCEDURE 1

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 737-600/700/800/900 TRAINING MANUAL
ADIRS -- ALIGNMENT PROCEDURE 2
Alignment Mode

You use the mode selector on the MSU to start the ADIRU
alignment. You move the selector from OFF to NAV. The
left selector controls the left ADIRU, and the right
selector controls the right ADIRU.

The ON DC light comes on for 5 seconds. During this

time, the ADIRU does a check of its dc power source.
After 5 seconds, the ON DC light goes off, and the
ALIGN light comes on. The ADIRU is now in the alignment
mode.

Training Information Point

If the ADIRU finds airplane movement during the

alignment mode, the alignment stops. After the movement
stops, a new alignment starts.

CAUTION: SOME SWITCHES MUST BE PULLED AND THEN TURNED.

IF YOU TRY TO TURN THESE SWITCHES BEFORE YOU
PULL THEM, YOU CAN DAMAGE THE SWITCH.
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 737-600/700/800/900 TRAINING MANUAL

ON DC ON DC

OFF TO NAV

ALIGN NAV ALIGN NAV ALIGN NAV ALIGN NAV

OFF ATT OFF ATT OFF ATT OFF ATT

L IRS R L IRS R

MODE ON DC FOR
SELECTORS 5 SECONDS

ALIGN ALIGN
34-21-00-035 Rev 1 01/15/1997

ALIGN NAV ALIGN NAV

OFF ATT OFF ATT

L IRS R

ADIRS - ALIGNMENT PROCEDURE 2

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 737-600/700/800/900 TRAINING MANUAL
ADIRS -- ALIGNMENT TIME
General

You can see the time remaining to alignment on the

ISDU. You set the DSPL SEL switch to the HDG/STS
position. The right IRS DISPLAY shows the time in
minutes until the ADIRU is aligned. For 17 minute
alignments, 15 shows in the right IRS DISPLAY for the
first 3 minutes. After 3 minutes, the display counts
down to zero.

The ADIRU goes to the navigation mode at the end of the

alignment time if the mode select switch is in the NAV
position and present position was entered.
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 737-600/700/800/900 TRAINING MANUAL

IRS DISPLAY MINUTES SHOW

REMAINING NUMBER
17 15
SELECT
HDG/STS 16 15

DSPL SEL
15 15
PPOS WIND 14 14
TK/GS N
HDG/STS 1 3 13 13
TEST 2
BRT 12 12
W H E
4 5 6 11 11
10 10
SYS DSPL S
7 9
L R 8 9 9
ENT CLR 8 8
0
7 7
6 6
5 5
4 4
3 3
2 2
ALIGN ALIGN 1 1
0 0
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ALIGN NAV ALIGN NAV

OFF ATT OFF ATT

L IRS R

ADIRS - ALIGNMENT TIME

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 737-600/700/800/900 TRAINING MANUAL
ADIRS -- ATTITUDE MODE
General On the CDU, you enter the 3-digit heading value in the
scratchpad. You use the line select key (LSK) 5R to
You use the attitude (ATT) mode when only pitch and enter the heading in the ADIRU. The heading shows on
roll data is necessary, or when there is a failure of the CDU.
the ADIRU navigation function. You can select the
attitude mode on the ground or in the air.

Attitude Mode Selection

You move the mode selector to ATT to select the

attitude mode. The ADIRU goes to the attitude mode 2
seconds after you select the mode. The 2-second delay
prevents accidental selection of the mode.

Attitude Alignment

When you select the attitude mode, the ALIGN light

comes on for 30 seconds. During this time, the ADIRU
calibrates to 0 degrees in pitch and roll. If the
airplane is in the air, the pilot must keep the
airplane straight and level with no acceleration until
the ALIGN light goes off.

Heading Entry

The ADIRU uses manual heading in the ATT mode. Status

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code 9 shows on the ISDU until you enter the magnetic

heading with the ISDU or CDU.

On the ISDU, you push the H5 key and the number keys.
Heading shows on the IRS DISPLAY. You push the ENT key
to enter the heading in the ADIRU.

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 737-600/700/800/900 TRAINING MANUAL

HEADING

IRS DISPLAY POS INIT 1 / 3

STATUS L A S T P O S
CODE N40o 38.0 W073 o 46.4
R E F A I R P O R T
----
DSPL SEL
PPOS WIND
TK/GS HDG/STS N
1 3
TEST 2 G M T - M O N / D Y S E T I R S H D G
BRT
1432.2z 11/29 --- o
W H E ------------------------
4 5 6 <INDEX ROUTE>
SYS DSPL S 129
L R 7 9
8

ENT CLR SCRATCHPAD

0 ENTRY

POS INIT 1 / 3
L A S T P O S
N40 o38.0 W073o 46.4
R E F A I R P O R T
ALIGN ----
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ALIGN NAV ALIGN NAV G M T - M O N / D Y S E T I R S H D G

1432.2z 11/29 129 o
OFF ATT OFF ATT ------------------------
<INDEX ROUTE>

L IRS R

ADIRS - ATTITUDE MODE

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 737-600/700/800/900 TRAINING MANUAL
RA SYSTEM -- GENERAL DESCRIPTION
General

The radio altimeter system has two

receiver/transmitters (R/Ts). Each R/T has a transmit
and a receive antenna. The radio altimeter R/T makes a
frequency modulated continuous wave RF signal that goes
to the ground and comes back to the airplane. The time
necessary for the signal to go from the transmit
circuit of the R/T to the receive circuit of the R/T
has a relation to absolute altitude. The system 1
altitude shows on the captain display, and the system 2
shows on the first officer display.

The altitude data and signal validity goes out on two

ARINC 429 data buses.

ARINC 429 data bus 1 sends data to these components:

- Flight control computers (FCC).

ARINC 429 data bus 2 sends data to these components:

- Ground proximity warning computer (GPWC)

- Traffic alert and collision avoidance system
(TCAS) computer
- Flight data acquisition unit (FDAU)
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- Weather radar (WXR) receiver/transmitter

- Common display system (CDS) display electronic
units (DEU).

The receiver/transmitters get discrete inputs from the

proximity switch electronics unit (PSEU) to count
flight legs for fault storage.

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 737-600/700/800/900 TRAINING MANUAL

COLLINS

TEST CONN

RECEIVE TRANSMIT
ANTENNA LRU STATUS J3
J2
ANTENNA
PART NUMBER
SERIAL NO.
REJECTION TAG NO.
DANGER THE BOEING CO.

XMIT ANT FAIL FCC-730

REC ANT FAIL

FCC (2)

TEST

LRA-900

GPWC

TCAS COMPUTER
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FDAU
PROXIMITY SWITCH RA RECEIVER/
ELECTRONICS UNIT TRANSMITTER (2)
DEU (2)

WEATHER RADAR

RA SYSTEM - GENERAL DESCRIPTION

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WEATHER RADAR SYSTEM -- GENERAL DESCRIPTION
THIS PAGE INTENTIONALLY LEFT BLANK
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 737-600/700/800/900 TRAINING MANUAL
WEATHER RADAR SYSTEM -- GENERAL DESCRIPTION
Control - PWS display data to the terrain/weather radar
(TERR/WXR) relays
These components supply weather radar (WXR) system - PWS warnings or cautions to the GPWS for
control: prioritization of callouts
- Audio inhibit to TCAS when there is a PWS warning
- Left and right EFIS control panels - Audio to the remote electronics unit (REU) for
- Weather radar control panel. PWS.

System Inputs Display

These components supply signals to the WXR transceiver WXR data shows on the navigation displays (NDs). The
for the predictive windshear (PWS) function: weather data from the WXR receiver/transmitter (R/T)
goes to the TERR/WXR relays.
- Air data inertial reference system (ADIRS) sends
air data and inertial reference data for The ground proximity warning computer (GPWC) controls
predictive windshear system (PWS) calculations the TERR/WXR relays. If you select TERR on the EFIS
- Radio altimeters send altitude to enable or control panel, or there is a terrain awareness/terrain
disable PWS during takeoff and approach clearance floor warning from the GPWC, then the EGPWS
- Autothrottle switch packs enable PWS during terrain data shows on the navigation display (ND). If
takeoff TERR is not selected, and there are no EGPWS warnings,
- Landing gear lever switch sends a landing gear WXR data shows on the ND.
position discrete to enable the PWS takeoff or
approach modes Antenna
- Proximity switch electronics unit (PSEU) sends an
air/ground discrete for flight leg count and to The WXR antenna sends the RF pulses and receives the RF
enable the PWS takeoff or approach modes. returns. The R/T gets air data inertial reference unit
34-43-00-002 Rev 1 10/31/2000

(ADIRU) pitch and roll data for antenna stabilization.

System Outputs
Receiver/Transmitter (R/T)
The weather radar transceiver sends these signals out
for predictive windshear: The primary component of the WXR system is the weather
radar R/T. The WXR R/T does these functions:

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 737-600/700/800/900 TRAINING MANUAL
WEATHER RADAR SYSTEM -- GENERAL DESCRIPTION
- Transmits RF pulses
- Receives the RF returns
- Sends position commands to the antenna
- Finds windshear events and sends cautions and
warnings to the flight crew
- Supplies the WXR display data.
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 737-600/700/800/900 TRAINING MANUAL

MINS FPV MTRS BARO

RADIO BARO IN HPA

RST STD

VOR 1 VOR MAP PLN 20 40 80 VOR 2 WXR ANTENNA

APP 10 160
OFF CTR TFC OFF
5 320
ADF 1 640 ADF 2
WX RADAR Bendix
Air Transport Avionics

WXR STA WPT ARPT DATA POS TERR

TO DEU(S)
EFIS CP (2)
ADIRS
RADIO ALTIMETERS SYSTEM CHECKER

SWXX
RTA-4B
VERXX TERR/WXR
AUTOTHROTTLE SWITCH PACKS test menu

RELAYS
LANDING GEAR LEVER SWITCH
PROXIMITY SWITCH ELECTRONICS UNIT
GPWS
WX RADAR
WX WX/TURB
TEST MAP
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TILT TCAS
5 10
GAIN
15
REU
UP
0 WEATHER RADAR RECEIVER/TRANSMITTER
DN 15
AUTO MAX
5 10

WEATHER RADAR CONTROL PANEL

WEATHER RADAR SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
ILS -- GENERAL DESCRIPTION
General - Flight management computer system (FMCS)
- Standby attitude indicator (SAI).
The instrument landing system (ILS) has 2 multi-mode
receivers (MMRs) that contain the ILS function. The ILS
function in the MMRs receive inputs from these
antennas:

- Dual VOR/LOC antenna

- Dual localizer antenna
- Dual glideslope antenna.

Description

The receivers get manual tune inputs from the

navigation control panels (NCPs).

The dual VOR/LOC antenna sends the received signals

through the RF power dividers to the localizer antenna
switches. The dual localizer antenna also sends the
localizer signals to the localizer antenna switches.

The localizer antenna switches select the dual VOR/LOC

antenna or the dual localizer antenna as the source of
RF input to the MMR. The dual glideslope antenna sends
glideslope signals to the MMRs.
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The multi-mode receivers send ILS frequency/identifier

and deviation data to these LRUs:

- Display electronic units (DEUs)

- Ground proximity warning system (GPWS)
- Flight control computers (FCCs)
- Flight data acquisition unit (FDAU)

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 737-600/700/800/900 TRAINING MANUAL

ACTIVE STANDBY NAVIGATION

TFR
VHF NAV
N BOTH BOTH
A ON 1 ON 2
V TEST
NORMAL
DEU (2)
VHF NAV SELECT SWITCH
NAVIGATION CONTROL PANEL (2)

VOR (2)

REU

DUAL VOR/LOC ANTENNA RF PWR

DIVIDERS GPWC
(2)

FCC (2)

LOC ANT
DUAL LOCALIZER ANTENNA SWITCH FDAU
(2)
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FMC

MULTI-MODE RECEIVER (2)

STBY ATT IND
DUAL GLIDESLOPE
ANTENNA

ILS - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
VOR SYSTEM -- GENERAL DESCRIPTION
General position calculations. The digital flight data
acquisition unit (DFDAU) sends VOR data to the flight
The VOR system has 2 VOR/marker beacon (VOR/MB) data recorder (FDR).
receivers. The receivers have VOR and marker beacon
functions. This section gives information on only the The receivers send station audio and Morse code station
VOR operation of the VOR/MB receivers. identifier signals to the remote electronic unit (REU).

Description

The navigation control panels (NCPs) give manual tune

inputs to the VOR/MB receivers. There are 2 NCPs, 1 for
the captain and 1 for the first officer.

RF signals from the VOR/LOC antenna go through power

dividers and then to the VOR/MB receivers. The VOR/MB
receivers use the RF signals to calculate station
bearing and decode the Morse code station identifier
signal and station audio.

The receivers send VOR bearing to the radio magnetic

indicator (RMI). You can select the RMI bearing
pointers to show VOR or ADF station bearing with the
RMI bearing pointer selectors.

The receivers send VOR bearing data to the display

electronic units (DEU) for display. The NAV select
34-51-00-002 Rev 1 10/02/2000

switch lets the crew select VOR/MB receiver 1 or VOR/MB

receiver 2 as the source for the captain and first
officer displays.

The receiver sends VOR bearing data to the FCCs for the
DFCS VOR/LOC mode of operation. The bearing data also
goes to the FMCS as a radio navigation aid for present

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 737-600/700/800/900 TRAINING MANUAL

COLLINS

LRU STATUS
RMI NAVIGA
ACTIVE TFR STANDBY VHF NAV
CONTROL FAIL
BOTH BOTH
N ON 1 ON 2
A DEU (2)
NORMAL
V TEST
DISPL

NAV SELECT SWITCH (P5)

FCC (2)
NAVIGATION CONTROL PANEL (2)

TEST

VOR-900 FMCS

VOR/LOC ANTENNA POWER DFDAU

DIVIDER
(2)
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REU
VOR/MB RECEIVER (2)

VOR SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
MARKER BEACON SYSTEM -- GENERAL DESCRIPTION
General

The marker beacon system has an antenna and a

VOR/marker beacon (VOR/MB) receiver. The marker beacon
function only operates in the VOR/MB receiver 1
position.

Operation

The marker beacon antenna receives the marker beacon

signals. The signals go to the VOR/MB receiver 1. The
VOR/MB receiver 1 supplies this data:

- Marker beacon audio to the remote electronics unit

(REU)
- Marker beacon data to the common display system
(CDS) display electronics unit (DEU)
- Marker beacon data to the flight data acquisition
unit (FDAU).

The displays show marker beacon data.

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 737-600/700/800/900 TRAINING MANUAL

COLLINS

LRU STATUS

CONTROL FAIL

DISPLAY ELECTRONICS
UNIT (2)

TEST

VOR-900 FDAU
MARKER BEACON
ANTENNA
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REMOTE ELECTRONICS
UNIT

VOR/MB RECEIVER 1

MARKER BEACON SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
DME SYSTEM -- GENERAL DESCRIPTION
General - DME
- ATCs
The DME system has 2 DME interrogators and 2 antennas. - TCAS.

Description The DME interrogator receives the station audio

identifiers and sends them to the remote electronics
The interrogators get manual tune inputs and flight unit (REU).
management computer system (FMCS) autotune inputs from
their on-side navigation control panels (NCP). If there
are NCP tune input failures, the interrogators get
autotune inputs directly from the FMC.

The DME system sends data to the display electronics

units to show on the primary flight displays (PFDs) and
navigation displays (NDs).

The DME system also sends data to these units:

- Flight control computers (FCCs) - calculates the

VOR capture point in the autopilot VOR mode; finds
an over station sensed (OSS) for the VOR ground
station in the VOR mode
- Flight management computer system (FMCS) -
calculates FMC position updates
- Flight data acquisition unit (FDAU) - does a
format of the data and sends it to the flight data
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recorder
- Remote electronics unit (REU) - receives audio
from the DME station and sends it to the flight
compartment headsets and speakers.

The DME system sends and receives a suppression pulse

between these units:

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 737-600/700/800/900 TRAINING MANUAL

DEU (2)

FMC

DME ANTENNA (2)

FCC (2)

ACTIVE STANDBY FDAU

TFR

N
A ATC 1
V
TEST
ATC 2
TCAS
COAX TEE
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NAVIGATION CONTROL PANEL (2)

DME INTERROGATOR (2) REU

DME SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
ADF SYSTEM -- GENERAL DESCRIPTION
Description

The ADF control panel supplies manual tune inputs to

the ADF receivers. The ADF antenna assemblies contain
the loop antennas and the sense antennas. There are two
ADF antennas, one for ADF receiver 1 and one for ADF
receiver 2.

The ADF receiver calculates the bearing to the ADF

ground stations and sends it to the DEUs for display.
The ADF bearing also goes to the radio magnetic
indicator (RMI). The ADF receiver processes audio from
the ground stations and sends it to the remote
electronics unit (REU).
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 737-600/700/800/900 TRAINING MANUAL

ADF 1 OFF ADF 2 COLLINS

1 2
ADF ADF
ANT ANT
TONE

LRU STATUS
ADF
TEST ANT TEST

OFF CONTROL FAIL DEU (2)

ADF CONTROL PANEL

TEST
RMI
ADF-900
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ADF ANTENNA (2)

ADF RECEIVER (2) REU

ADF SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
GPS -- GENERAL DESCRIPTION
General The clock gets GPS time and date from the MMRs.

The global positioning system (GPS) calculates this

data:

- Latitude
- Longitude
- Altitude
- Accurate time
- Ground speed.

There are 2 GPS systems. Antenna 1 receives satellite

signals and sends them to multi mode receiver (MMR) 1.
Antenna 2 connects to MMR 2. The MMRs calculate the
airplane position and accurate time. This data goes to
the flight management computer system (FMCS) and the
IRS master caution unit. The FMCS uses GPS or
navigation radio position with inertial reference data
to calculate the airplane position.

The ADIRU sends position data to the MMRs.

The IRS master caution unit gets GPS data from the 2
MMRs. This causes the GPS fail light on the IRS mode
select unit to come on for these conditions:
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- 2 units have a failure

- 1 unit has a failure, and you push the master
caution annunciator.

The ground proximity warning computer gets GPS position

and velocity data from the MMRs.

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 737-600/700/800/900 TRAINING MANUAL

IRS MASTER
CAUTION UNIT

LEFT ADIRU

FLIGHT MANAGEMENT
COMPUTER

ANTENNA

GROUND PROXIMITY
WARNING COMPUTER
RIGHT ADIRU
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MMR CLOCK

GPS - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
ATC SYSTEM -- GENERAL DESCRIPTION
General Description

These are the components of the ATC system:

- Top antenna
- Bottom antenna
- ATC coaxial switch (2)
- ATC/TCAS control panel
- ATC transponder (2).

The 2 antennas transmit pulse coded signals from the

ATC transponder and send received pulse coded signals
to the ATC transponder. These signals go through the
ATC coax switches to the selected transponder.

The ATC/TCAS control panel sends mode A identification

and control data to the transponders. The ATC/TCAS
control panel lets you select transponder 1 or
transponder 2. The control panel sets to which
transponder the top and bottom antennas connect.

The air data inertial reference units (ADIRUs) supply

barometric altitude data to the ATC transponders. The
ATC transponders use this data in response to mode C
and mode S interrogations.
34-53-00-002 Rev 1 09/27/2000

The ATC transponders have an interface with the TCAS

system for the TCAS resolution advisory function.

The ATC transponders send and receive suppression

pulses through the suppression coax tees. This prevents
ATC transmission interference with the DME and TCAS
system operations.

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 737-600/700/800/900 TRAINING MANUAL

Collins

PASS
TPR
FAIL
ADIRU (2)
UPPER ANT

LOWER ANT

ALT
ANTENNA ATC COAX SWITCH
(TOP) (TOP) CTL

TCAS COMPUTER

TEST

TPR-720

ANTENNA DME/ATC/TCAS
(BOTTOM) ATC COAX SWITCH SUPPRESSION
(BOTTOM) COAX TEE

XPNDR TA ONLY ATC TRANSPONDER (2)

XPNDR FAIL XPNDR TA/RA
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1 2 ALT RPTG
ATC 1 OFF
A STBY T
C
T
A
C S
IDENT
DME
1 2 INTERROGATOR
ALT SOURCE (2)
ATC/TCAS CONTROL PANEL

ATC SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
TCAS -- GENERAL DESCRIPTION
General - Left air data inertial reference unit (ADIRU)
- Suppression coax tees
The TCAS transmits to and receives signals from other - Flight data acquisition unit (FDAU).
airplanes to get altitude, range, and bearing data. The
other airplanes give reports of their altitudes. TCAS
calculates the range to the other airplane by
measurement of the time from the transmission of an
interrogation to the reception of a response from the
other airplane. Directional antennas let TCAS calculate
bearing data. TCAS uses this data and inputs from other
onboard airplane systems to give visual indications of
the position of other airplanes. TCAS also gives visual
and aural traffic avoidance alerts.

General Description

These are the TCAS components:

- TCAS directional antennas (2)

- TCAS computer
- ATC/TCAS control panel.

TCAS has interfaces with these other system components:

- ATC transponders (2)

- Landing gear lever
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- PSEU
- Common display system (CDS) display electronic
units (DEUs) (2)
- Remote electronics unit (REU)
- Radio altimeters (2)
- Ground proximity warning computer (GPWC)
- Weather radar

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 737-600/700/800/900 TRAINING MANUAL

TOP ATC TOP TCAS TO

ANTENNA DIRECTIONAL DISPLAYS
BOTTOM ATC ANTENNA
DEU (2)
ANTENNA
Collins

PASS
TTR
FAIL REMOTE ELECTRONICS UNIT
X PNDR
UPPER ANT
LOWER ANT
RAD ALT
ATC TRANSPONDER HDNG
(2) RADIO ALTIMETER (2)
R/A
XPNDR XPNDR FAIL XPNDR
TA ONLY
TA/RA
T/A
1 2 ALT RPTG TEST
ATC 1 OFF
STBY T TTR-920
A
GPWC
TEST

C
T
A
C S
IDENT
1 2
ALT SOURCE
L ADIRU
ATC/TCAS CONTROL PANEL

TCAS COMPUTER SUPPRESSION COAX TEES

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FDAU
LANDING GROUND
GEAR LEVER SENSING RELAY BOTTOM TCAS
DIRECTIONAL
ANTENNA
WEATHER RADAR
TCAS - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
GPWS -- GENERAL DESCRIPTION
General Description GPWS visual warnings show on the common display system
(CDS) display units, the below glideslope annunciators,
The GPWS gives the pilots aural and visual warnings of and the GPWM.
unsafe conditions. The warnings continue until the
pilots correct the condition. The system operates when GPWS aural warnings go through the remote electronics
the airplane is less than 2450 feet above the ground. unit to the pilots headsets and flight deck speakers.

The enhanced GPWS function contains a worldwide terrain The GPWS sends inhibit signals to the TCAS and weather
data base. The GPWC compares airplane position and radar systems when GPWS calculates cautions and
track with this data base to find if there is a warning warnings.
condition. This is the terrain awareness (TA) function.
The GPWS shows terrain that is forward of the airplane.
The enhanced GPWS also contains an airport data base. This information goes to the terrain/weather relays and
This data base contains terrain information for all then to the DEUs for display. Alerts to the flight crew
hard surface runways that are more than 3500 feet or of an early descent during a landing go directly to the
longer. The GPWC compares airplane position and runway DEUs for display.
location to find if there is a warning condition. This
is the terrain clearance floor (TCF) function. Visual indications show on these:

The GPWS uses inputs from these units to calculate - Captain and first officer primary flight displays
warning conditions: - Captain and first officer navigation displays
- Captain and first officer glideslope inhibit
- Ground proximity warning module (GPWM) switches
- Radio altimeter (RA) - GPWM.
- Air data inertial reference system (ADIRS)
- Stall management yaw dampers (SMYDs) GPWS cautions and warnings go to the flight data
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- Multi-mode receivers (MMRs) acquisition unit (FDAU).

- Flight management computer system (FMCS)
- DFCS MCP Aural messages go to the remote electronics unit (REU).
- Weather radar (WXR)
- Display electronics units (DEUs).

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 737-600/700/800/900 TRAINING MANUAL

GPWS GROUND PROXIMITY

INOP FLAP GEAR TERR
INHIBIT INHIBIT INHIBIT

SYS TEST

NORM NORM NORM EXTERNAL

LAND GEAR E N H A N C E D
FAULT

LEVER SW MOD GPWM

COMPUTER
OK TERRAIN/WEATHER
COMPUTER
FAIL
RELAY (2)
TO
DISPLAYS

RADIO CDS DISPLAY

ALTIMETER ELECTRONICS
(2) UNIT (2)
BELOW G/S
P-INHIBIT
a
BELOW G/S
LIGHT (2)
ADIRU (2)
FDAU

AAU OBS F/O CAPT

SMYD (2)
WEATHER
RADAR
MOD A B C D

MMR (2)
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PWR FMC
ON VALID

REU
FMCS TCAS
DFCS MCP GROUND PROXIMITY COMPUTER
WARNING COMPUTER

GPWS - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
GPWS -- ENHANCED FEATURES FUNCTIONAL DESCRIPTION
Purpose Terrain Awareness Calculation

The ground proximity warning computer compares the The GPWC has a world-wide terrain database in memory.
airplane position, flap and gear position, and terrain The GPWC compares airplane position and track to the
clearance to find if an alert or warning condition terrain database. If the GPWC finds there is a terrain
exists. threat, it makes an alert.

Terrain Awareness Inputs Terrain Display Output

The GPWC receives inputs from these systems for the The GPWC makes a digital map of the terrain forward of
terrain awareness function: the airplane. It sends this digital map to the display
electronics units (DEUs) to show on the navigational
- GPS 1 displays (NDs). The display uses different colored dots
- GPS 2 to show terrain altitude relative to airplane altitude.
- ADIRU L
- ADIRU R Terrain Alert Outputs
- CDS
- Landing gear switch module If the GPWC finds the airplane is 60 seconds from a
- Weather Radar. terrain conflict, it makes a terrain caution alert.
These are the caution alert indications:
Aircraft position from the GPS 1 system is the primary
input. If GPS 1 position is not valid, GPS 2 position - Alert aural message, CAUTION TERRAIN
is used. ADIRU position can be used for short periods - Amber message, TERRAIN on the ND
of time when neither GPS 1 or 2 position is not valid. - Terrain display on both NDs (pop up function)
- Threat terrain on the ND changes from dots to a
NOTE: ADIRU position should not be used for more than solid yellow color.
34-46-00-032 Rev 1 12/07/2000

15 minutes. If GPS position is not available for

more than 15 minutes, the enhanced modes of GPWS If the GPWC finds the airplane is 30 seconds from a
should be disabled. To disable the enhanced modes terrain conflict, it makes a terrain warning alert.
of the GPWS, move the TERR INHIBIT switch to the These are the warning alert indications:
override position.
- Aural message, TERRAIN, TERRAIN PULL UP
- Red PULL UP message on the PFD

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 737-600/700/800/900 TRAINING MANUAL
GPWS -- ENHANCED FEATURES FUNCTIONAL DESCRIPTION
- Red TERRAIN message on the ND condition, an aural alert goes to the audio output
- Terrain display on both NDs if not selected on function.
either one (pop up function)
- Threat terrain on the ND changes from dots to a The terrain display logic processes the display format
solid red color. data. Inputs from the CDS system, weather radar, and
the terrain threat detection and display processor are
Terrain Functional Description used to determine the scale and what information is to
show. From the CDS system, the terrain logic processor
The GPWC I/O processes input signals selection and uses terrain select digital discrete to select terrain
formats the signals into the proper form for use by the to show on the DUs and range selection data. The
GPWC. terrain display logic processor lets each terrain
display be scaled independently of each other. The
The terrain processor function gets terrain data from weather radar has alerts that may have a higher
the terrain and airport databases to create a set of priority than the GPWC. If there is a predictive
digital elevation matrix overlays for use by the windshear alert with a higher priority than the GPWC,
terrain threat detection and display processor the windshear alert and display show. Also, if the
function. Data for the nearest runway is processed for weather mode is selected for the captain and first
use by the terrain threat detection and display officer displays and a terrain alert is detected, the
processor functions for the terrain clearance floor pop-up mode will be enabled. This lets terrain alert
function. This data contains the length, runway center information show automatically on the DUs.
position, and altitude for the nearest runway that is
3500 feet or longer and is hard surfaced. NOTE: If either captain or first officer display has
terrain selected, the pop up feature does not
The terrain threat detection and display processor operate.
function does the threat analysis with the terrain data
within calculated caution and warning envelope The terrain display output processor maintains a
34-46-00-032 Rev 1 12/07/2000

boundaries below and forward of the aircraft. The background display of terrain forward of the aircraft.
results of this threat assessment are combined with When a caution or warning goes from the terrain threat
background terrain data and the nearest runway data. detection and display processor, the background image
This information is formatted into a terrain display is enhanced to highlight the terrain threat forward of
image which goes to the terrain display output the aircraft. The display scale is from the terrain
processor. When there is a terrain caution or warning display logic function. The background data shows as a
variable density dot pattern in green, yellow, or red.

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 737-600/700/800/900 TRAINING MANUAL
GPWS -- ENHANCED FEATURES FUNCTIONAL DESCRIPTION
The density and color show how close the relative
terrain is to the aircraft altitude. The heading inputs
are used to calculate the radar-like sweep display
ahead of the aircraft. The terrain data goes out on two
ARINC 453 data buses to the terrain/weather relays.
Alert displays go out on an ARINC 429 data bus to the
DEUs.
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 737-600/700/800/900 TRAINING MANUAL

A/C POS SURFACE

LOCAL TERRAIN
TERRAIN AND
WXR A/C HEADING PROCESSING AIRPORT
DATABASES AURAL WARNING
SPEAKERS
REU
TERRAIN NEAREST
DATA RUNWAY
DATA

GPS (2) A/C POS

AUDIO
ALT RATE OUTPUT
TERRAIN
ALTITUDE THREAT
120

100
2400
20 4600 2
6
1000
PULL UP

DETECTION
CRS 123 RAD 150

29.86 IN.
H135 MAG

GROUND SPEED AND DISPLAY

PROCESSING PFD
ADIRU (2)
GROUND TRACK ALERT
DISPLAY
ROLL ATTITUDE DATA
12 15

9
TERRAIN

18
20

DISPLAY OVERRIDE TERR

DEU
RANGE DISPLAY 1 AND 2
CDS TERRAIN ND
TERR SELECT SCALE 1
TERRAIN DISPLAY
WINDSHEAR ALERTS DISPLAY OUTPUT
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LOGIC DISPLAY PROCESSOR

POP-UP ENABLE SCALE 2

DISPLAY CONFIG
A/C POS
LANDING A/C HEADING
GEAR SWITCH
MODULE I/O TERR/WXR
GPWC RELAYS
GPWS - ENHANCED FEATURES FUNCTIONAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
AIR DATA INSTRUMENTS -- GENERAL DESCRIPTION
General

The standby altimeter/airspeed indicator is two flight

instruments in one component.

One instrument is a pneumatic altimeter. It gets static

air pressure from the alternate static ports and shows
barometric altitude.

The other instrument is a pneumatic airspeed indicator.

This indicator gets pitot air pressure from the
alternate pitot probe and static air pressure from the
alternate static ports to show the indicated air speed.
34-13-00-002 Rev 1 10/03/2000

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 737-600/700/800/900 TRAINING MANUAL

RIGHT ALTERNATE
STATIC PORT

9 0 1
3 6 000 2
7 ALT 3
MB 6 4 IN HG
1013 5 2992
DRAIN
FITTING 250 300
ALTERNATE PITOT PROBE BARO IAS KNOTS

LEFT ALTERNATE
STATIC PORT STANDBY ALTIMETER/AIRSPEED
INDICATOR
34-13-00-002 Rev 1 10/03/2000

AIR DATA INSTRUMENTS - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
STANDBY MAGNETIC COMPASS --
Purpose Use the compensation screws to correct for magnetic
deviation. Use only non-magnetic tools to turn the
The standby magnetic compass is a backup magnetic compensation screws.
heading reference.
There is a compass correction card near the compass.
Location Use this card to write small errors that the
compensation screws cannot remove.
The standby magnetic compass is below the P5 forward
overhead panel. Training Information Point

Power Four screws hold the standby magnetic compass in place.

Use only non-magnetic tools and screws to remove and
The standby magnetic compass has a 5v ac light bulb. A install the standby magnetic compass.
lamp access cover permits replacement of the bulb.
You must do a compass swing after you replace the
Characteristics standby magnetic compass.

The standby magnetic compass has a circular heading

indicator card. The card floats in a case filled with
liquid. The liquid does not permit the card to move
quickly.

There are two magnets in the standby magnetic compass.

The magnets are parallel to each other, and they are in
the horizontal plane. The magnets align the compass
with the magnetic flux lines of the earth.

Adjustment

The standby magnetic compass has N-S (north-south) and

34-23-00-001.fm

E-W (east-west) compensation screws. These screws

change the position of the magnets.

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 737-600/700/800/900 TRAINING MANUAL

TURN TO UNCOVER
COMPENSATION
SCREWS
E-W N-S
COMPENSATION COMPENSATION
SCREW SCREW

MOUNTING
SCREW (4)

E-W

N-S

HEADING INDICATOR
CARD (INSIDE CASE)
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LIGHT
BULB

STANDBY MAGNETIC COMPASS

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STANDBY ATTITUDE REFERENCE SYSTEM -- GENERAL DESCRIPTION
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STANDBY ATTITUDE REFERENCE SYSTEM -- GENERAL DESCRIPTION
General If there is not sufficient power on the battery bus to
operate the ISFD, the battery in the battery/charger
The standby attitude reference system has an integrated supplies power to the ISFD.
standby flight display (ISFD) and an ISFD dedicated
battery/charger. When the battery switch is off, the battery/charger
removes power to the ISFD.
The ISFD shows this standby data:
Attitude
- Attitude
- Airspeed Pitch and roll attitude come from the inertial sensors
- Altitude. in the ISFD.

The ISFD also shows heading from the air data inertial Pitch and roll attitude show as an attitude ball in the
reference system (ADIRS). center of the display.

The display is a color liquid crystal display (LCD). Altitude and Airspeed

Power The ISFD is a pneumatic altimeter and airspeed

indicator.
Airplane power goes through the ISFD dedicated
battery/charger to the ISFD. The battery bus supplies The ISFD gets static pressure from the alternate static
the 28v dc. ports and pitot pressure from the alternate pitot
probe.
The battery switch on the electrical meters, battery,
and galley power module controls the power to the ISFD. The ISFD uses pitot and static pressure to show
indicated airspeed (IAS). IAS shows on the airspeed
When the battery switch is on, the battery/charger tape on the left side of the display.
sends power to the ISFD. The battery bus supplies power
to the ISFD through the battery/charger. The battery The ISFD uses static pressure to show barometric
bus also supplies a charge for a battery in the altitude. Barometric altitude shows on the altitude
34-24-00-102.fm

battery/charger. tape on the right side of the display.

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 737-600/700/800/900 TRAINING MANUAL
STANDBY ATTITUDE REFERENCE SYSTEM -- GENERAL DESCRIPTION
Heading The ISFD shows heading on the bottom of the display.

The air data inertial reference system (ADIRS) supplies The ISFD uses ground speed to sense when the airplane
heading to the ISFD from the left air data inertial is on the ground.
reference unit (ADIRU).

Heading shows on the compass rose on the bottom of the

display.

Localizer and Glideslope Deviation

The standby attitude reference system also shows data

from the instrument landing system (ILS).

When you select the approach (APP) mode on the ISFD,

the localizer deviation scale shows on the bottom of
the attitude ball, and the glideslope deviation scale
shows on the right side of the attitude ball.

Push the approach mode switch (APP) two times to select

the back course mode. When you select the back course
(BCRS) mode on the ISFD, the localizer deviation scale
shows on the bottom of the attitude ball. The ISFD also
moves the localizer deviation pointer to the opposite
side of the scale. The glideslope deviation scale does
not show.

Multi-mode receiver (MMR) 1 sends localizer and

glideslope deviation to the ISFD.
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Air Data Inertial Reference Unit

The ADIRU sends inertial reference data to the ISFD.

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 737-600/700/800/900 TRAINING MANUAL

LABEL

RIGHT ALTERNATE
STATIC PORT
ELECTRICAL METERS, PULL TO STORE
PUSH TO INSTALL

APP HP/IN
BATTERY, AND GALLEY
POWER MODULE
FAULT

80 APP 29.92 IN
400
ISFD DEDICATED 60
BATTERY/CHARGER
200
10
40

30 0 000

10 -200
DRAIN
FITTING
ALTERNATE PITOT PROBE
15
LEFT ALTERNATE
STATIC PORT ATT RST BARO

MULTI-MODE RECEIVER 1 INTEGRATED STANDBY FLIGHT DISPLAY

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LEFT AIR DATA INERTIAL

REFERENCE UNIT
STANDBY ATTITUDE REFERENCE SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
STANDBY ATTITUDE REFERENCE SYSTEM -- GENERAL DESCRIPTION
General

The standby attitude reference system is an alternate

source of airplane pitch and roll attitude information.

The standby attitude reference system can also show

instrument landing system (ILS) localizer and
glideslope deviation. ILS data is from multi mode
receiver (MMR) 1.

The failure flags on the standby attitude indicator

tell the flight crew if there is an ILS or indicator
failure.

Power

28v dc from the battery bus supplies power for the

standby attitude reference system.
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 737-600/700/800/900 TRAINING MANUAL

28V DC
BAT. BUS
STBY ATT
IND
P18 CIRCUIT BREAKER
PANEL

APP
OFF
MMR 1
B/CRS
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STANDBY ATTITUDE INDICATOR

STANDBY ATTITUDE REFERENCE SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
RMI -- GENERAL DESCRIPTION
Heading Input

The RMI receives digital heading data from the air data
inertial reference units (ADIRUs). The heading data
sets the compass card to the magnetic heading of the
airplane.

IRS Transfer Switch Input

The RMI uses the heading data from the left ADIRU with
the IRS transfer switch in the normal or both on left
position. Move the switch to the both on right position
to use heading data from the right ADIRU.

VOR/ADF Bearing

The RMI receives digital bearing data from the VOR and
ADF receivers. The RMI uses the bearing data to set the
position of the bearing pointers.
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 737-600/700/800/900 TRAINING MANUAL

NORMAL OR
BOTH ON L

BOTH ON R
IRS TRANSFER
SWITCH

HDG
ADIRU L

ADIRU R

VOR 1
V V
O O
ADF 1 R R

VOR 2
34-22-00-002 Rev 1 08/22/2000

ADF ADF
ADF 2

RADIO MAGNETIC INDICATOR

RMI - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
FLIGHT INTERPHONE SYSTEM -- GENERAL DESCRIPTION
General - Headset boom mic
- Hand mic.
The remote electronics unit (REU) and the audio control
panel (ACP) control the audio signals to and from the The flight crew uses the audio control panels for these
flight crew. The REU also controls the communication functions:
with the service interphone and related electronics
equipment. During a system failure, emergency operation - Listen to the communication and navigation
bypasses all active system circuitry and maintains receivers
airplane-to-ground station communication. - Adjust the volume of the received audio
- Select a transmitter and microphone
The REU also controls the communication with the - Key the microphone.
service interphone and related electronics equipment.
During a system failure, emergency operation bypasses The REU sends audio signals to the headsets and to the
all active system circuitry and maintains airplane-to- flight interphone speakers.
ground station communication
Other Component and System Interfaces
Flight Crew Interfaces
The REU connects to these other components:
This system description shows the captain system.
Interfaces and components for other flight crew - Communications radios - the REU sends push-to-talk
stations are similar. (PTT) and microphone audio to the transceivers and
receives audio back from them
The flight crew uses microphone (mic) switches on these - Navigation receivers - the REU receives voice and
components to send audio to the REU: Morse code identification tones.
23-51-00-002.002 Rev 1 07/05/2001

- Control wheel The flight interphone system also has an interface with
- ACP these other systems:
- Hand microphone.
- Passenger address system - lets the flight crew
A microphone on these components lets the flight crew make announcements to passengers
speak on the flight interphone system: - Service interphone system - lets the flight crew
speak with attendants and service personnel
- Oxygen mask

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 737-600/700/800/900 TRAINING MANUAL
FLIGHT INTERPHONE SYSTEM -- GENERAL DESCRIPTION
- Voice recorder - records the flight crew
microphone and receive audio
- Ground proximity warning computer (GPWC) - lets
flight crew monitor warning signals
- Weather radar (WXR) - lets the flight crew monitor
WXR windshear warnings
- Traffic alert and collision avoidance system
(TCAS) - lets the flight crew monitor TCAS signals
- Flight control computer (FCC) - gives discrete
signals to the REU. This signal activates an
altitude alert tone generator.

Aural alerts for TCAS, weather radar, ground proximity,

and altitude are not heard at the captain, first
officer, or observer headphones. You can hear the aural
alerts at the flight interphone speakers.
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 737-600/700/800/900 TRAINING MANUAL

MIC SELECTOR

AAU OBS F/O CAPT

SVR INT EXT HDPH HDPH
SVR INT ATT FLT FLT
CONTROL WHEEL R/T MASK V
B
R ALT FLT INT SVR SVR FLIGHT INTERPHONE
MIC SWITCH I/C BOOM NORM
ONE 2 ADJ
SPEAKERS
DME 1 ADJ
AUDIO CONTROL PANEL PA SENS
(3) PA GAIN
PA ST ATTENTION
OBSERVER PRECAUTIONS
AUDIO POT 1 FOR HANDLING
ELECTROSTATIC
AUDIO POT 2 SENSITIVE
DEVICES

MOD A[] B[] C[] D[] COMMUNICATION RADIOS

OXYGEN MASKS
NAVIGATION RECEIVERS

REMOTE ELEC ONICS UNIT PASSENGER ADDRESS

RVTECH P/N
HEADSETS BOEING P/N SERVICE INTERPHONE
TSO C50c
RTCA 00-16 ENV CAT VOICE RECORDER
B2AKXXXXFX AAZ
HEADPHONE
GPWC
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TCAS COMPUTER

HAND MIC SERIAL NO. FCC

DATE MFD
WEIGHT 7.75 LBS WXR

EXTERNAL POWER REMOTE ELECTRONICS UNIT

PANEL

FLIGHT INTERPHONE SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
FLIGHT INTERPHONE SYSTEM -- AUDIO CONTROL PANEL
Purpose - The received audio comes on at the volume set by
the receiver volume control
The flight crew uses the audio control panels (ACPs) to - The microphone audio and PTT signals are enabled
control audio for the communication and navigation for that system.
systems. Each ACP controls one station.
When you push a PTT switch, the microphone audio and
Controls PTT signals go to the system set by the selector
switches.
These are the controls on the ACP:
When the ACP initially gets power, the flight
- Transmitter selectors interphone system is active.
- Receiver switches
- Radio-Intercom PTT switch Receiver Switches
- BOOM-MASK switch
- Filter switch Push the receiver switch (push-on, push-off) to listen
- ALT-NORM switch. to communication or navigation system audio. Turn it to
adjust the volume. You can monitor any combination of
Microphone Selector Switches systems at any time.

The flight interphone system gets audio from these CAUTION: DO NOT PULL THE RECEIVER SWITCH KNOBS. THE
microphones: RECEIVER SWITCHES ARE PUSH-ON/PUSH-OFF TYPE.
THE KNOB IS IN WHEN THE CONTROL IS ON, AND OUT
- Boom WHEN OFF. IF YOU PULL THEM, YOU MAY DAMAGE
- Oxygen mask THEM.
- Hand-held.
Radio-Intercom PTT Switch
23-51-00-010 Rev 1 09/17/2000

You push a transmitter selector to select a

communication transmitter or system. You can select or FLT_INTPH/ACP:AVTECH:10-62090-81
only one system at a time.
The radio-intercom PTT switch is a three-position
When you push a transmitter selector, this happens: switch with momentary contacts in the R/T and I/C
positions. In the R/T position, the microphone audio
- The selector switch light comes on and PTT signals go to the communication system set by

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 737-600/700/800/900 TRAINING MANUAL
FLIGHT INTERPHONE SYSTEM -- AUDIO CONTROL PANEL
the transmitter selectors. In the I/C position, the When you select NORM, the flight interphone system
boom or mask microphone jacks connect to the flight operates as usual.
interphone system. The radio-intercom PTT switch is in
parallel with the PTT switch on the control wheel. When you select ALT, the flight interphone system
operates in the emergency mode. The only ACP controls
BOOM-MASK Switch that operate are the BOOM-MASK switch and the R/T
position of the PTT switch. The hand-mic does not
The BOOM-MASK switch allows selection of the boom operate.
microphone jack or the oxygen mask microphone as an
audio source. The microphone audio goes to the When you select ALT on the captain or observer ACP, you
communication system selected by the transmitter hear receiver audio from the VHF-1 transceiver at the
selector and the PTT switches. headphone and headset jacks. When you key the MIC, the
audio and PTT signals go to the VHF-1 transceiver.
Filter Switch
When you select ALT on the first officer ACP, you hear
The filter switch controls the filter that processes receiver audio from the VHF-2 transceiver at the
the navigation audio you receive. This switch has these headphone and headset jacks. When you key the MIC, the
positions: audio and PTT signals go to the VHF-2 transceiver.

- V (voice) position passes only voice frequencies

through the filter and blocks the 1020 hz range
frequency.
- B (both) position passes voice and range (coded
station identification) frequencies through the
filter to the audio output.
- R (range) position passes only range frequencies
23-51-00-010 Rev 1 09/17/2000

through the filter and blocks voice frequencies.

ALT-NORM Switch

You use the ALT-NORM switch to select either normal or

emergency operation of the flight interphone system.
Each station operates independently.

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 737-600/700/800/900 TRAINING MANUAL

MIC SELECTOR
TRANSMITTER
SELECTOR (8)

w w w w w w w w

1-VHF-2-VHF-3 1-HF-2 FLT SVC PA

RECEIVER
1-NAV-2 1-ADF-2 MKR SPKR SWITCHES

B
V R
R/T MASK ALT

I/C BOOM NORM

23-51-00-010 Rev 1 09/22/2000

RADIO-INTERCOM MASK-BOOM FILTER SWITCH ALT-NORM

PTT SWITCH SWITCH SWITCH
INOP
1
INOP PLACARDS ARE OVER THE LEGEND OF ANY TRANSMITTER SELECTOR OR RECEIVE SWITCH THAT IS NOT CONNECTED.
FLIGHT INTERPHONE SYSTEM - AUDIO CONTROL PANEL

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 737-600/700/800/900 TRAINING MANUAL
SERVICE INTERPHONE SYSTEM -- GENERAL DESCRIPTION
- Sends audio to handsets, headsets, and speakers.
General

The service interphone system is for these personnel:

- Flight crew
- Attendants
- Ground crew.

The flight crew selects the service interphone function

from the audio control panel (ACP). Flight interphone
microphones send audio to the remote electronics unit
(REU). Flight interphone headsets and speakers get
audio from the REU.

The flight crew can also use a handset to talk on the

service interphone system. The interphone jack connects
to the system without ACP control.

The attendants operate a handset to connect into the

system. An attendant panel connects the handset to the
REU.

The ground crew microphones connect into the system

through the service interphone switch. You must turn on
the service interphone switch to operate the system
23-41-00-002 Rev 1 11/12/1997

from the service station jacks. The headset gets audio

from the REU.

The REU does these functions:

- Combines audio from the microphones

- Amplifies the audio signal

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 737-600/700/800/900 TRAINING MANUAL

MIC SELECTOR

AAU OBS F/O CAPT

SVR INT EXT HDPH HDPH
SVR INT ATT FLT FLT
FLT INT SVR SVR
ONE 2 ADJ
DME 1 ADJ FWD ATTENDANT PANEL
PA SENS
PA GAIN
AUDIO CONTROL PANEL (3) PA ST ATTENTION
AUDIO POT 1
OBSERVER PRECAUTIONS FWD ATTENDANT
HANDSET
FOR HANDLING
ELECTROSTATIC
AUDIO POT 2 SENSITIVE
DEVICES

MOD A[] B[] C[] D[]

FLIGHT INTERPHONE
- MICROPHONES
- HEADPHONES REMOTE ELEC ONICS UNIT
- SPEAKERS RVTECH P/N AFT ATTENDANT PANEL
BOEING P/N
TSO C50c
RTCA 00-16 ENV CAT ATTENDANT OPERATION
AFT ATTENDANT
B2AKXXXXFX AAZ HANDSET
23-41-00-002 Rev 1 08/09/2001

SERIAL NO.
DATE MFD SERVICE
WEIGHT 7.75 LBS INTERPHONE
INTERPHONE SERVICE JACKS
JACK INTERPHONE
REMOTE ELECTRONICS UNIT SWITCH
FLIGHT CREW OPERATION GROUND CREW OPERATION HEADSET

SERVICE INTERPHONE SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
GROUND CREW CALL SYSTEM -- GENERAL DESCRIPTION
General

The ground crew call system lets the flight crew and
ground crew call each other. The system tells people in
the flight compartment or outside of the airplane to
use the flight interphone system.

Between Flight Compartment and Ground Crew

A crew member pushes the GRD CALL switch in the flight

compartment to call the ground crew. The switch is on
the passenger signs panel on the P5 forward overhead
panel. A horn in the nose wheel well makes a sound when
the crew member pushes the switch.

The ground crew pushes the PILOT CALL switch on the

external power panel to call the flight crew. The CALL
light on the passenger signs panel comes on, and there
is a high chime from the aural warning module. When the
ground crew releases the PILOT CALL switch, the CALL
light on the passenger signs panel goes off.
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 737-600/700/800/900 TRAINING MANUAL

GRD GROUND CREW

CALL HORN
ATTEND CALL
EXTERNAL INTERPHONE PARKING BRAKE
POWER LIGHT

CALL CONN. FLIGHT

PILOT CALL NWW LIGHT

ON
PASSENGER SIGNS PANEL

NORMAL
NOT
IN USE

EXTERNAL POWER PANEL

23-43-00-002 Rev 1 09/15/2000

AURAL WARNING MODULE

GROUND CREW CALL SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
FLIGHT CREW CALL SYSTEM/CABIN INTERPHONE -- GENERAL DESCRIPTION
General Attendant Station to Attendant Station

The flight crew call system lets the flight crew and You use the handset to call one attendant station from
attendants call each other. These are the calls that another attendant station. When you make this call,
can be made: these are the indications in the passenger cabin:

- Flight compartment to attendant stations - Pink light on the exit locator sign comes on at the
- Attendant station to flight compartment other attendant station
- Attendant station to attendant station. - Passenger address system sends a HI/LO chime to
the cabin speakers.
Aural and visual indications from the system tell the
flight and cabin crew to use the cabin interphone.

Flight Compartment to Attendant Stations

You push the ATTEND switch on the passenger signs panel

to call the attendant stations from the flight
compartment. When you make this call, these are the
indications in the passenger cabin:

- Pink light on the forward and the aft exit locator

signs comes on
- Passenger address system sends a HI/LO chime to
the cabin speakers.

Attendant Station to Flight Compartment

23-42-00-002 Rev 1 09/15/2000

You use the handset to call the flight compartment from

an attendant station. When you make this call, these
are the indications in the flight compartment:

- CALL light on the passenger signs panel comes on

- Aural warning module makes a HI chime.

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 737-600/700/800/900 TRAINING MANUAL

EXIT LOCATOR SIGN (2)

ATTENDANT
PANEL (2)

ATTENDANT
HANDSET (2)

GRD
ATTEND CALL
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PASSENGER ADDRESS
AMPLIFIER

CALL

PASSENGER SIGNS PANEL AURAL WARNING MODULE

FLIGHT CREW CALL SYSTEM/CABIN INTERPHONE - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
PA SYSTEM -- GENERAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
PA SYSTEM -- GENERAL DESCRIPTION
General - Cabin and lavatory speakers.

The passenger address (PA) system supplies this audio The tape reproducer supplies announcements and boarding
to the passenger cabin and flight compartment: music.

- Flight crew announcements The PA amplifier amplifies the audio input that has the
- Pre-recorded/stored announcements highest priority. The PA amplifier also supplies the
- Boarding music chime signals with the other PA audio.
- Chimes.
The passenger signs panel has a light that gives the
The PA amplifier sets the priority for the audio ATTEND call indication. The passenger signs panel has
inputs. Only one audio input signal at a time is these switches to turn on annunciations and give
processed. The audio inputs come from these sources: chimes:

- Tape reproducer - NO SMOKING

- Pilots - FASTEN BELTS
- Attendants. - ATTEND
- GRD CALL.
The PA amplifier sends the audio input that has the
highest priority to these components/systems: The attendants use the attendant handset to make PA
announcements from the forward and aft attendant
- Passenger cabin and lavatory speakers stations.
- Passenger entertainment system
- Remote electronics unit (REU). The cabin and lavatory speakers change the PA amplifier
output signals to audio.
23-31-00-002.001 Rev 1 11/19/2001

System Components
External Interface
The PA system has these components:
The PA system connects with these components:
- Tape reproducer
- PA amplifier - REU
- Passenger signs panel - Passenger entertainment system
- Attendant handset - Lavatory speakers

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 737-600/700/800/900 TRAINING MANUAL
PA SYSTEM -- GENERAL DESCRIPTION
- Passenger service units - Priority 1 - announcement from the flight
- Pilot PA hand microphone. compartment
- Priority 2 - announcement from an attendant
System Operation - Priority 3 - pre-recorded announcement
- Priority 4 - boarding music.
The PA system audio inputs come from these sources:
The lavatories and passenger service units send
- Tape reproducer discrete signals to the PA amplifier to make chime
- Flight compartment microphone signals.
- Attendant handsets.
The PA amplifier supplies a chime signal when the
The PA amplifier selects the highest priority input. flight crew puts the passenger signs panel NO SMOKING
The amplifier amplifies the audio signal and sends it or FASTEN BELTS switches in the ON position or pushes
to these LRUs and systems: the ATTEND switch.

- REU The chime signals are superimposed on the other PA

- Passenger entertainment system audio in the amplifier.
- Cabin speakers
- Lavatory speakers.

The amplified audio goes from the PA amplifier to the

cabin and lavatory speakers. The audio also goes
through muting circuits in the REU to the FWD and AFT
attendant speakers. The on-side attendant speakers are
muted during attendant announcements to prevent
23-31-00-002.001 Rev 1 11/19/2001

feedback.

The PA audio goes through the REU to the flight crew

headsets as sidetone. It also goes to the flight
compartment speakers.

The PA amplifier sets the priority of the input signal.

These are the PA system audio priorities:

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 737-600/700/800/900 TRAINING MANUAL

AAU OBS F/O CAPT

SVR INT EXT HDPH HDPH
SVR INT ATT FLT FLT
FLT INT SVR SVR
ONE 2 ADJ
DME 1 ADJ
PA SENS
ATT SPEAKERS
PA GAIN
PA ST ATTENTION
OBSERVER PRECAUTIONS
AUDIO POT 1 FOR HANDLING
ELECTROSTATIC
AUDIO POT 2 SENSITIVE
DEVICES

PILOT MOD A[] B[] C[] D[]

REMOTE ELEC ONICS UNIT

RVTECH P/N CABIN AND
BOEING P/N
TSO C50c
LAV SPEAKERS
RTCA 00-16 ENV CAT
B2AKXXXXFX AAZ TONE OPERATE

SERIAL NO.
DATE MFD
WEIGHT 7.75 LBS LOAD LEVEL
(OHMS) (VRMS) PA PTT
REMOTE ELECTRONICS
UNIT PASSENGER
ATTENDANT ENTERTAINMENT
MASTER GAIN SYSTEM

NO FASTEN
SMOKING BELTS
OFF
AUTO
23-31-00-002.001 Rev 1 11/19/2001

ON

GRD
ATTEND CALL

TAPE REPRODUCER LAVATORIES PASSENGER ADDRESS PASSENGER SIGNS

AND PASS AMPLIFIER PANEL
SERVICE
UNITS
PA SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
VHF COMMUNICATION SYSTEM -- GENERAL DESCRIPTION
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23-12-00-002.001 Rev 1 12/05/1998

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 737-600/700/800/900 TRAINING MANUAL
VHF COMMUNICATION SYSTEM -- GENERAL DESCRIPTION
General The VHF transceiver transmit circuits modulate an RF
carrier signal with voice or data audio. The receive
The VHF communication system supplies the flight crew circuits demodulate the incoming RF carrier signal to
with line-of-sight communication. The VHF communication detect the audio from the RF carrier. The detected
system can be used to communicate between airplanes and audio is used by the flight crew and other airplane
between airplanes and ground stations. systems.

The VHF communication radio is tunable in the frequency The VHF antenna transmits and receives RF signals.
range of 118.000 MHz to 136.975 MHz. The VHF radio is
used to transmit and receive voice and data External Interface
communication.
The VHF communication system connects with these
The VHF communication system operates in the frequency components/systems:
range of 118.000 MHz to 136.975 MHz. The 8.33 kHz
spacing is only available for these frequency ranges: - Remote electronics unit (REU)
- Proximity switch electronic unit (PSEU)
- 118.000 to 121.400 - SELCAL decoder unit
- 121.600 to 123.050 - Flight data acquisition unit (FDAU).
- 123.150 to 136.475.
System Operation
System Components
The control panel sends selected frequency signals to
The VHF communication system has these components: the transceiver. The audio control panel sends radio
select signals and receive volume control to the REU.
- Radio communication panel (RCP)
23-12-00-002.001 Rev 1 12/05/1998

- VHF transceiver During transmit, microphone audio and PTT signals go to

- VHF antenna. the VHF transceiver through the REU. The transceiver
uses the microphone audio to modulate an RF carrier
The RCP supplies selected frequency signals to tune the signal made in the transceiver. The transceiver sends
VHF transceivers. You can use the RCP to select the the modulated RF signal to the antenna for transmission
frequency of any VHF communication radio. to other airplanes and ground stations.

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 737-600/700/800/900 TRAINING MANUAL
VHF COMMUNICATION SYSTEM -- GENERAL DESCRIPTION
During transmit, the flight data acquisition unit
receives a PTT signal from the transceiver. The flight
data acquisition unit uses the PTT for key event
marking to record the transmit event.

During receive operation, the antenna receives a

modulated RF signal and sends it to the transceiver.
The transceiver demodulates or removes the audio
information from the RF carrier. The received audio
goes from the VHF transceiver through the REU to the
flight interphone speakers and headsets.

The SELCAL decoder unit receives audio from the VHF

transceiver. The SELCAL decoder unit monitors the audio
for SELCAL calls that come from the ground station.

The VHF transceiver receives an air/ground discrete

from the PSEU. The VHF transceiver uses the discrete to
calculate flight legs for internal fault memory.
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 737-600/700/800/900 TRAINING MANUAL

ACTIVE STANDBY

V
H C
F O
/ PANEL M
H OFF TEST M
F VHF 1 VHF 2 VHF 3 VHF

SEN VHF ANTENNA

HF 1 AM HF 2
GROUND
RADIO COMMUNICATION PANEL 1
AIR

PROXIMITY SWITCH
AAU OBS F/O CAPT
ELECTRONICS UNIT
SVR INT EXT HDPH HDPH
SVR INT ATT FLT FLT
FLT INT
ONE 2 ADJ
SVR SVR
FLIGHT DATA
DME 1 ADJ
PA SENS
ACQUISITION UNIT
PA GAIN
PA ST ATTENTION
OBSERVER PRECAUTIONS
AUDIO POT 1 FOR HANDLING
ELECTROSTATIC
AUDIO POT 2 SENSITIVE
DEVICES

MOD A[] B[] C[] D[]

1 - VHF

REMOTE ELEC ONICS UNIT

RVTECH P/N AUDIO CONTROL PANEL VHF TRANSCEIVER SELCAL DECODER
BOEING P/N
TSO C50c
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RTCA 00-16 ENV CAT

B2AKXXXXFX AAZ
FLIGHT INTERPHONE

MICROPHONES
HEADPHONES
SERIAL NO. OXYGEN MASKS 1 INOP
DATE MFD SPEAKERS
WEIGHT 7.75 LBS INOP PLACARDS ARE OVER THE LEGEND
OF ANY RADIO SELECT SWITCH THAT
REMOTE ELECTRONICS UNIT IS NOT CONNECTED.

VHF COMMUNICATION SYSTEM - GENERAL DESCRIPTION

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HF COMMUNICATION SYSTEM -- GENERAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
HF COMMUNICATION SYSTEM -- GENERAL DESCRIPTION
General the RCP to select amplitude modulated (AM) or upper
side-band (USB) operation. Use the RF sensitivity
The HF communication system supplies the flight crew control to make HF reception better. The RCPs can
with long range voice communication. The HF select and control the frequency of each HF
communication system can be used between airplanes and communication radio.
between airplanes and ground stations.
The HF transceiver transmits and receives information.
The HF communication radio uses frequency select and The transceiver transmit circuits use flight interphone
control signals to transmit and receive voice audio to cause modulation of an RF carrier signal. This
communication. The HF radio causes modulation of an RF voice information goes to other airplanes and ground
carrier signal with voice audio from the flight stations. The receive circuits causes demodulation of
interphone system. During the receive mode, the HF the received RF carrier signal to isolate the audio.
radio causes demodulation of the RF carrier signal. The received audio is used by the flight crew or other
This isolates the voice audio from the RF signal. The airplane systems.
HF transceiver sends the audio to the flight interphone
system. The HF antenna coupler adjusts the antenna impedance to
the transceiver output over the HF frequency range.
The HF system operates in the frequency range of 2.000 During the transmit mode, the antenna coupler receives
MHz to 29.999 MHz. modulated RF from the transceiver and sends it to the
antenna. During the receive mode, the antenna coupler
System Components receives modulated RF from the antenna and sends it to
the transceiver.
The HF communication system has two HF radios. These
are the components: The HF antenna transmits and receives audio modulated
RF signals.
23-11-00-002.001 Rev 1 11/16/2001

- Radio communication panel

- HF transceiver External Interface
- HF antenna coupler
- Common or shared HF antenna. The HF communication system connects with these
components/systems:
The radio communication panel (RCP) supplies selected
frequency information and control signals to tune the - Remote electronics unit (REU)
HF transceivers and make radio selections. You can use - Proximity switch electronics unit (PSEU)

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 737-600/700/800/900 TRAINING MANUAL
HF COMMUNICATION SYSTEM -- GENERAL DESCRIPTION
- SELCAL decoder unit The SELCAL decoder unit receives audio from the HF
- Air/ground relay transceiver. The SELCAL decoder unit monitors the audio
- Flight data acquisition unit (FDAU). for SELCAL calls that come from the ground station.

System Operation The HF transceiver receives an air/ground discrete. The

HF transceiver uses the discrete to calculate flight
The control panel sends selected frequency information legs for internal fault memory.
and control signals to the transceiver. The audio
control panel sends these signals to the REU:

- HF radio select signal

- Receive volume control
- Push-to-talk (PTT).

During transmit, microphone audio and PTT signals go to

the HF transceiver through the REU. The transceiver
uses the microphone audio to cause modulation of an RF
carrier signal generated in the transceiver. The
transceiver sends the modulated RF signal through the
antenna coupler to the antenna for transmission to
other airplanes and ground stations.

Also during transmit, the flight data acquisition unit

receives a PTT signal from the transceiver. The flight
data acquisition unit uses the PTT for key event
23-11-00-002.001 Rev 1 11/16/2001

marking to make a record of the transmit event.

During receive, the antenna receives a modulated RF

signal and sends it through the antenna coupler to the
transceiver. The transceiver causes a demodulation or
isolates the audio from the RF carrier. The received
audio goes from the HF transceiver to the flight
interphone speakers and headsets through the REU.

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 737-600/700/800/900 TRAINING MANUAL

ACTIVE STANDBY
V
H C
F O
/ PANEL M
H OFF TEST M
F VHF 1 VHF 2 VHF 3 VHF

SEN
HF 1 AM HF 2

RADIO COMMUNICATION PANEL

HF ANTENNA

HF ANTENNA
COUPLER
COLLINS

LRU FAIL

AAU OBS F/O CAPT KEY INTERLOCK

SVR INT EXT HDPH HDPH
SVR INT ATT FLT FLT
FLT INT SVR SVR CONTROL INPUT FAIL
FLIGHT DATA
ONE 2 ADJ
DME 1 ADJ
PA SENS SQL/LAMP TEST
PA GAIN
PA ST ATTENTION
OBSERVER PRECAUTIONS
ACQUISITION UNIT
AUDIO POT 1 FOR HANDLING

GROUND
ELECTROSTATIC
AUDIO POT 2 SENSITIVE
DEVICES
PHONE MIC

MOD A[] B[] C[] D[]

AIR
23-11-00-002.001 Rev 1 11/16/2001

REMOTE ELEC ONICS UNIT HF

RVTECH P/N
BOEING P/N PROXIMITY SWITCH HF TRANSCEIVER SELCAL DECODER
TSO C50c
RTCA 00-16 ENV CAT
ELECTRONICS UNIT
B2AKXXXXFX AAZ
FLIGHT INTERPHONE
AUDIO CONTROL
PANEL MICROPHONES
SERIAL NO. HEADPHONES
DATE MFD
WEIGHT 7.75 LBS
OXYGEN MASKS
SPEAKERS
REU
HF COMMUNICATION SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
SELCAL SYSTEM -- GENERAL DESCRIPTION
General REU. This gives an indication to the module to make the
one high/low chime for the aural alert.
Each airplane has a different SELCAL code. A ground
station transmits this code to make a call to an The SELCAL program switch module gives the airplane its
airplane. When the airplane receives its SELCAL code, SELCAL code. When power is applied to the airplane, the
flight compartment indications come on to give an program switch module sends the SELCAL code to the
indication to the flight crew. SELCAL decoder.

System Components External Interface

The selective calling system has these components: The selective calling system connects with these
components:
- SELCAL decoder
- SELCAL control panel - VHF transceiver
- SELCAL program switch module - HF transceiver
- SELCAL aural warning relay. - Remote electronics unit
- Aural warning module.
The SELCAL decoder unit monitors the radio systems for
audio tones. If the tones are the same as the code from The HF and VHF transceivers receive the SELCAL audio
the program switch module, the decoder sends a signal tones from the ground station. The transceivers send
to the control panel to put on the alert light. The the received audio to the SELCAL decoder.
decoder also connects a ground to energize the SELCAL
aural warning relay. The SELCAL aural warning relay connects the REU 28v dc.
The REU connects the 28v dc to the aural warning
When the SELCAL decoder unit receives a call, it module. The aural warning module makes a high/low chime
connects a ground to the SELCAL control panel. The signal for the aural alert.
23-28-00-002 Rev 1 12/05/1998

ground puts on the alert light for the transceiver that

receives the call. You push the alert light switch to
do a reset of the decoder channel.

The SELCAL decoder unit also connects a ground to

energize the aural warning relay. The energized relay
connects 28v dc to the aural warning module through the

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 737-600/700/800/900 TRAINING MANUAL

SELCAL AURAL
HF TRANSCEIVER WARNING RELAY AURAL WARNING MODULE

REMOTE
ELECTRONICS
UNIT
SELCAL

VHF 1 VHF 2 VHF 3 HF 1 HF 2

PRESS TO RESET

SELCAL CONTROL PANEL

1
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VHF TRANSCEIVER SELCAL SELCAL PROGRAM

DECODER UNIT SWITCH MODULE
INOP
1 INOP PLACARDS ARE ON THE LEGEND
OF AN ALERT LIGHT FOR A RADIO
THAT IS NOT CONNECTED
SELCAL SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
EMERGENCY LOCATOR TRANSMITTER SYSTEM -- GENERAL DESCRIPTION
General

The emergency locator transmitter (ELT) system has

these components:

- Control panel
- Transmitter
- Antenna.

The control panel has a switch that you use to start

the ELT manually. It also has a light to show you that
the ELT is in operation.

The ELT transmitter has two transmitter sections. One

transmitter sends a swept tone on the VHF and UHF
emergency channels (121.5 and 243.0 MHz). The other
transmitter sends digital data every 50 seconds on the
406 MHz channel.

The antenna sends the 121.5/243.0 MHz and the 406 MHz
transmit signals.
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 737-600/700/800/900 TRAINING MANUAL

ELT ANTENNA
ELT TRANSMITTER

ELT
ARM

ELT
23-24-00-002 Rev 1 09/21/2001

0N

ELT CONTROL PANEL

EMERGENCY LOCATOR TRANSMITTER SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
ACARS -- GENERAL DESCRIPTION
General - Proximity switch electronics unit to send discrete
signals for out, off, on and in (OOOI) events.
The ACARS is a voice and data communication system to
manage flight plan data and maintenance data between ACARS also connects to these systems to upload
the airplane and the airline. information from the airline operations or download
information to the airline operations:
These are the components of the ACARS:
- Flight management computers
- Control display unit (CDU) - Flight data acquisition unit
- ACARS program switch modules - Data loader control panel
- Management unit (MU).

You use the control display unit (CDU) to control the

operation of the ACARS and to show ACARS messages.

The ACARS program switch modules contain dual inline

package (DIP) switches. These switches identify the
airplane.

The ACARS MU receives the ground-to-air digital

messages (uplink) and controls the transmission of the
air-to-ground digital messages (downlink).

ACARS connects to these components of other systems:

- VHF transceiver to transmit to and receive data

23-27-00-002 Rev 1 03/13/2000

from the ground.

- Printer to print ACARS reports and messages.
- Remote electronics unit to distribute the chime
annunciation and light annunciation signals.
- SELCAL control panel to signal the flight crew of
incoming ACARS message requiring flight crew
attention.

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 737-600/700/800/900 TRAINING MANUAL

UPLINK/
DOWNLINK
DATA

VHF
MU PASS
TRANSCEIVER

HW FAIL

LOAD SW

CONTROL DISPLAY XFER

UNIT BUSY

XFER
COMP
CHIME/ SELCAL
XFER
ANNUNC CONTROL
FAIL
PANEL
APM FAIL

REMOTE
ELECTRONICS
PRINTER UNIT
AURAL
WARNING
MODULE
PROXIMITY SWITCH ELECTRONICS UNIT
PROGRAM SWITCH MODULES
PROGRAM PINS
FLIGHT MANAGEMENT
23-27-00-002 Rev 1 11/13/2001

UPLOAD/
DOWNLOAD COMPUTER SYSTEM
DATA FLIGHT DATA
ACQUISITION UNIT
DATA LOADER
ACARS MANAGEMENT CONTROL PANEL
UNIT

ACARS - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
Flight Deck Entry Video Surveillence System -- Introduction
General

The flight deck entry video surveillance system

(FDEVSS) lets the flight crew identify persons before
they let them into the flight compartment. The
surveillance area is the flight deck door and forward
galley area.

Abbreviations and Acronyms

CIU - camera interface unit

DU - display unit
EFB - electronic flight bag
EU - electronics unit
FDEVSS - flight deck entry video surveillance
system.
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 737-600/700/800/900 TRAINING MANUAL

BRT BRT
MENU PGUP PGDN XFR ENTER DSPL
MAIN VIEW PgUp PgDn ENTER
ON
OFF
MENU
DIM PWR
EFB MAIN MENU 1/1 DIM
VIDEO

EFB DISPLAY UNIT (DU)

COCKPIT DOOR

LEFT GALLEY RIGHT GALLEY

LEFT GALLEY COCKPIT DOOR

START RECORDING RIGHT GALLEY

LOW BAT
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FLIGHT COMPARTMENT EFB DISPLAY UNIT (DU)

Flight Deck Entry Video Surveillence System - Introduction

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 737-600/700/800/900 TRAINING MANUAL
Flight Deck Entry Video Surveillence System -- General Description
General

The flight deck entry video surveillance system

(FDEVSS) has interfaces with the electronic flight bag
display unit (EFB DU). These interfaces are for the
display of the video signals. The system shows the full
door entry area to the flight compartment. This
includes the left and right forward galley areas. The
FDEVSS lets the flight crew identify persons before
they let them into the flight compartment. This is to
prevent possible threats to the flight crew or
airplane.

Access

You use the EFB MAIN MENU and select the VIDEO button
to access the FDEVSS. The captain and first officer can
independently control the upper master display and/or
the lower thumbnail displays.

Operation

The FDEVSS components are three black and white infra-

red (IR) video cameras and a camera interface unit
(CIU). The three cameras point forward, aft, and to the
side. The cameras are in a swivel reading light housing
that allows a change in camera angle. The reading light
housing is a disguise for the camera lens. Video
surveillance is possible in all lighting conditions.
This includes total darkness. The video images go from
23-70-00-002.fm

the CIU to the electronic flight bag electronics unit

(EFB EU). These are displayed on the EFB DU.

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 737-600/700/800/900 TRAINING MANUAL

BRT MAIN BRT MAIN

MENU VIEW PgUp PgDn ENTER MENU VIEW PgUp PgDn ENTER
PWR PWR
DIM DIM

COCKPIT DOOR CAMERA INTERFACE UNIT COCKPIT DOOR

LEFT GALLEY RIGHT GALLEY LEFT GALLEY RIGHT GALLEY

LEFT GALLEY COCKPIT DOOR LEFT GALLEY COCKPIT DOOR

START RECORDING RIGHT GALLEY START RECORDING RIGHT GALLEY

LOW BAT LOW BAT

CAPTAIN EFB DU F/O EFB DU

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CAPTAIN EFB EU VIDEO CAMERAS F/O EFB EU

Flight Deck Entry Video Surveillence System - General Description

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 737-600/700/800/900 TRAINING MANUAL
VOICE RECORDER SYSTEM -- GENERAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
VOICE RECORDER SYSTEM -- GENERAL DESCRIPTION
General keeps voice recorder power on from engine start to
engine shutdown. The time delay relay also keeps power
The voice recorder unit makes a record of flight crew for an additional five minutes after engine shutdown to
communication and flight compartment sounds. It erases let the pilots complete postflight checks.
the communication data automatically so that the memory
stores only recent audio. The ON position lets you apply power to the voice
recorder for maintenance or for preflight tests. In
The voice recorder unit keeps the last 120 minutes of this position, the voice recorder switch latches while
communication data in memory. it supplies the power. It gives this power until an
engine starts or until you put the switch back to AUTO.
The voice recorder unit receives audio from the remote The switch automatically goes to AUTO when an engine is
electronics unit (REU) and the area microphone. The at or above idle.
area microphone is in the cockpit voice recorder panel.
The voice recorder unit collects these audio inputs:
The voice recorder unit receives time from the clock
system for reference. - Captain microphone and headphone
- First officer (F/O) microphone and headphone
Components - First observer (F/OBS) microphone and headphone
- Area microphone on the cockpit voice recorder
The voice recorder system has these components: panel.

- Cockpit voice recorder panel The voice recorder unit also receives time from the
- Voice recorder switch clock system.
- Voice recorder unit.
The inputs from the captain, first officer, and first
23-71-00-002.001 Rev 1 08/09/2001

Functional Description observer microphones go to the REU. The REU mixes each
station microphone audio with that station headphone
The pilot uses the voice recorder switch to control audio. The REU then increases the audio signal and
voice recorder power. The AUTO switch position provides sends it to the voice recorder.
automatic control. In this position, the voice recorder
receives power through the time delay relay. When an The area microphone collects flight compartment sounds,
engine is at or above idle, an engine running relay such as voices and aural warnings. The cockpit voice
energizes the time delay relay. The energized relay

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 737-600/700/800/900 TRAINING MANUAL
VOICE RECORDER SYSTEM -- GENERAL DESCRIPTION
recorder panel increases the audio signal from the area
microphone and sends it to the voice recorder unit.

You can monitor the voice recorder recorded audio if

you connect a headphone to the phone jack at the
cockpit voice recorder panel.

An erase switch on the voice recorder control panel

removes all the audio that the voice recorder keeps.
You can only erase data when the airplane is on the
ground and the parking brake is set.

A test switch on the cockpit voice recorder panel

starts a test of the voice recorder system. A status
indicator LED on the cockpit voice recorder panel shows
the results of the test.

An underwater locator beacon is on the front panel of

the voice recorder unit.
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 737-600/700/800/900 TRAINING MANUAL

COCKPIT VOICE RECORDER MICROPHONE MONITOR PARKING BRAKE SET AND ERASE VOLTAGE
GROUND SENSING RELAY
ERASE TEST ERASE UNDERWATER
TEST LOCATOR
AUDIO BEACON
STATUS HEADPHONE
COCKPIT VOICE RECORDER PANEL TIME
DELAY
RELAY
AUTO
ENG 1 AND 2
RUN RELAYS
ON
VOICE RECORDER
SWITCH

AAU OBS F/O CAPT CLOCK

SVR INT EXT HDPH HDPH
SVR INT ATT FLT FLT
FLT INT
ONE 2 ADJ
SVR

DME 1 ADJ
SVR
MICROPHONE AND
PA SENS
PA GAIN
HEADPHONE AUDIO (3)
ATTENTION
PA ST
AUDIO POT 1
OBSERVER PRECAUTIONS
FOR HANDLING VOICE RECORDER UNIT
CAPTAIN
ELECTROSTATIC
AUDIO POT 2 SENSITIVE
DEVICES

MICROPHONE MOD A[] B[] C[] D[]

REMOTE ELEC ONICS UNIT

RVTECH P/N
BOEING P/N
23-71-00-002.001 Rev 1 08/09/2001

TSO C50c
RTCA 00-16 ENV CAT
B2AKXXXXFX AAZ

FIRST OFFICER
MICROPHONE
SERIAL NO.
DATE MFD
WEIGHT 7.75 LBS

REMOTE ELECTRONICS
FIRST OBSERVER UNIT
MICROPHONE
VOICE RECORDER SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
FDRS -- GENERAL DESCRIPTION
General You can transfer software from a disk in the data
loader to the FDAU through the data loader control
The flight data recorder system (FDRS) receives and panel.
stores airplane parameters from airplane systems and
sensors. The flight data recorder (FDR) keeps this data The control display unit (CDU) controls the ACMS
for use during a flight mishap investigation. The FDR functions in the FDAU.
records parameters that are necessary for regulatory
agencies. The FDRS operates automatically when one of the engines
is in operation or the airplane is in the air. It also
The airline can also set additional parameters to operates on the ground when you put the TEST/NORMAL
record. This data is stored in the FDRS aircraft switch on the flight recorder test module in the TEST
conditioning monitoring system (ACMS). position.

The FDRS has these components: Flight Recorder/Mach Airspeed Warning Test Module

- Flight data recorder (FDR) The flight recorder test module shows the condition of
- Flight data acquisition unit (FDAU) the flight recorder system. If there is a system fault,
- FDAU status relay an amber OFF light comes on. The OFF light also comes
- Flight recorder test module on when the system is off.
- Accelerometer
- Flight control sensors and transducer The flight recorder test module has a TEST/NORMAL
- Flight surface position transmitters switch. When this switch is in the TEST position, the
- System test plug/connector FDR gets power.
- Program switch module.
Input Signals
31-31-00-002.003 Rev 1 05/25/2001

The FDRS uses the printer to print reports and FDRS

status. The flight data acquisition unit (FDAU) processes
analog, digital, and discrete signals from many sensors
ACMS data from the FDAU goes through the data loader and systems.
control panel to a data loader. The data loader can
store data from the FDAU on a disk. The data loader A three-axis accelerometer gives acceleration data
control panel switch lets you select the transfer of along the vertical, lateral, and longitudinal axis. The
ACMS data. flight data recorder system sensors send data about the

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 737-600/700/800/900 TRAINING MANUAL
FDRS -- GENERAL DESCRIPTION
position of the flight surfaces and controls to the The FDAU status relay gets status from the FDAU. The
FDAU. status relay controls the FDRS OFF light.

Aircraft Identification FDR

A program switch module gives the aircraft The FDR gets formatted data from the FDAU and keeps it
identification number to the flight data acquisition in solid state non-volatile memory. The flight recorder
unit (FDAU). has the capacity to keep at least the last 25 hours of
flight data.
FDAU
The FDR is a water tight, fire and crash resistant LRU.
The FDAU collects flight data for the flight data An underwater locator beacon is on the front of the
recorder. This is mandatory data. FDR.

The FDAU also collects ACMS data for airline use. This System Test Plug/Connector
is not mandatory data.
Connect ground support equipment to the system test
The FDAU changes the mandatory data into the Harvard plug to do a test of the FDRS.
biphase format. This data goes to the flight data
recorder.

The FDAU has ACMS software in its memory. This software

selects input data to monitor. The data is changed to a
digital format. The FDAU keeps it in memory. Data can
go to the data loader control panel and then move to a
31-31-00-002.003 Rev 1 05/25/2001

disk in a data loader.

The FDAU has a place to install a personal computer

memory card international association (PCMCIA) card.
This card can record ACMS data as the FDAU is
programmed.

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 737-600/700/800/900 TRAINING MANUAL
PRINTER SYSTEM -- GENERAL DESCRIPTION
General gnd - ground
Hz - Hertz
The purpose of the printer system is to give the flight IDU - interactive display unit
crew and maintenance personnel printed reports when
LED - light emitting diode
they ask for them. The flight compartment printer
receives reports from connected systems. LRU - line replaceable unit
sel - select
Input Signals v ac - volts alternating current
v dc - volts direct current
The printer gets signals and commands from these
systems:

- ACARS
- FDRS FDAU.

Abbreviations and Acronyms

ac - alternating current
A/C - aircraft
ACMS - aircraft conditioning monitoring system
A/D - analog to digital
alt - alternate
ARINC - Aeronautical Radio, Inc.
ATE - automatic test equipment
BITE - built-in test equipment
31-33-00-002 Rev 1 09/30/1997

CPU - central processor unit

dc - direct current
FDAU - flight data acquisition unit
FDR - flight data recorder
FDRS - flight data recorder system
FMCS - flight management computer system

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 737-600/700/800/900 TRAINING MANUAL

SLEW RESET TEST MSG PAPER FAIL

Bendix/King DATA PRINTER

ACARS MANAGEMENT UNIT FULL

EMPTY
PAPER
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FLIGHT DATA ACQUISITION

UNIT PRINTER

PRINTER SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
AURAL WARNING SYSTEM -- GENERAL DESCRIPTION
General

The aural warning module is the only component in the

aural warning system. System monitor circuits detect
incorrect system conditions and flight crew alerts. The
monitor circuits supply discrete signals to the aural
warning module.

These are the discrete inputs to the aural warning

system:

- Unsafe landing warning

- Unsafe takeoff warning
- Cabin pressure warning
- Autopilot disengage
- Overspeed warning
- Fire warning
- SELCAL alert
- ACARS alert
- Crew call.

The aural warning module gives these sounds in the

flight compartment:

- Fire bells
- Chimes
31-51-00-002 Rev 1 12/05/1998

- Overspeed clackers
- Wailer
- Continuous horn
- Intermittent horn.

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 737-600/700/800/900 TRAINING MANUAL

TAKEOFF WARNING
CONTINUOUS HORN
LANDING WARNING
INTERMITTENT HORN
FIRE WARNING
FIRE BELL
AUTOPILOT DISENGAGE
WAILER
OVERSPEED WARNING
OVERSPEED CLACKERS
CABIN PRESSURE WARNING
CHIMES
CREW CALL
31-51-00-002 Rev 1 12/05/1998

SELCAL ALERT

ACARS ALERT

AURAL WARNING MODULE

AURAL WARNING SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
MASTER CAUTION SYSTEM -- GENERAL DESCRIPTION
General - AUTO SLAT FAIL
- MACH TRIM FAIL
The master caution system receives discrete ground - STBY HYD LOW PRESS
signals from many airplane systems. The discrete ground - STBY HYD LOW QUANTITY
signals cause the MASTER CAUTION lights and the system - STBY RUD ON
annunciator lights to come on. This gives a visual - YAW DAMPER.
alert of system failures.
Generator Drive and Standby Power Panel
Hydraulic Panel
The generator drive and standby power panel causes the
The hydraulic panel causes the 2 MASTER CAUTION lights 2 MASTER CAUTION lights and the ELEC light on the left
and the HYD light on the right system annunciator system annunciator lights to come on when one or more
lights to come on when one or more of these hydraulic of these lights come on:
system lights come on:
- BAT DISCHARGE
- System A ELEC 2 LOW PRESSURE - TR UNIT
- System A ELEC 2 OVERHEAT - ELEC
- System A ENG 1 LOW PRESSURE - Gen 2 TRANSFER Bus OFF
- System B ELEC 1 LOW PRESSURE - Gen 2 SOURCE OFF
- System B ELEC 1 OVERHEAT - Gen 1 TRANSFER Bus OFF
- System B ENG 2 LOW PRESSURE. - Gen 1 SOURCE OFF
- STANBY POWER OFF.
Flight Control Panel
APU Indicator Panel
The flight control panel causes the 2 MASTER CAUTION
lights and the FLT CONT light on the left system The APU indicator panel causes the 2 MASTER CAUTION
31-52-00-002 Rev 1 09/13/2001

annunciator lights to come on when one or more of these lights and the APU light on the left system annunciator
flight control system lights come on: lights to come on when one or more of these APU lights
come on:
- SPEED TRIM FAIL
- FEEL DIFF PRESS - APU LOW OIL PRESSURE
- FLT CONTROL A LOW PRESS - APU FAULT
- FLT CONTROL B LOW PRESS - APU OVERSPEED.

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 737-600/700/800/900 TRAINING MANUAL
MASTER CAUTION SYSTEM -- GENERAL DESCRIPTION
Fuel Control Panel - L PACK Off
- R PACK Off
The fuel control panel causes the 2 MASTER CAUTION - CONT CAB ZONE TEMP
lights and the FUEL light on the left system - FWD CAB ZONE TEMP
annunciator lights to come on when one or more of these - AFT CAB ZONE TEMP
fuel system lights come on: - AUTO FAIL
- OFF SCHED DESCENT
- Eng 1 FILTER BY PASS - L WING-BODY OVERHEAT
- Eng 2 FILTER BY PASS - R WING-BODY OVERHEAT
- Tank 1 FWD LOW PRESSURE - L BLEED TRIP OFF
- Tank 1 AFT LOW PRESSURE - DUAL BLEED
- Tank 2 FWD LOW PRESSURE - R BLEED TRIP OFF.
- Tank 2 AFT LOW PRESSURE
- CTR Tank L LOW PRESSURE Window Heat and Probe Heat Panels
- CTR Tank R LOW PRESSURE.
The window heat and probe heat panels cause the 2
Overheat/Fire Protection Panel MASTER CAUTION lights and the ANTI-ICE light on the
right system annunciator lights to come on when one or
The overheat/fire protection panels cause the 2 MASTER more of these lights come on:
CAUTION lights and the OVHT/DET light on the left
system annunciator lights to come on when one or more - CAPT PITOT
of these system lights come on: - F/O PITOT
- L ELEV PITOT
- ENG 1 OVERHEAT - AUX PITOT
- ENG 2 OVERHEAT - TEMP PROBE
- APU Det INOP. - R ELEV PITOT
31-52-00-002 Rev 1 09/13/2001

- L ALPHA VANE
Air Conditioning/Bleed Air Control Panel - R ALPHA VANE
- Eng 1 COWL ANTI-ICE
The air conditioning/bleed air control panel causes the - Eng 2 COWL ANTI-ICE
2 MASTER CAUTION lights and the AIR COND light on the - L FRONT WINDOW OVERHEAT
right system annunciator lights to come on when one or - R FRONT WINDOW OVERHEAT
more of these air conditioning system lights come on: - L SIDE WINDOW OVERHEAT

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 737-600/700/800/900 TRAINING MANUAL
MASTER CAUTION SYSTEM -- GENERAL DESCRIPTION
- R SIDE WINDOW OVERHEAT. IRS Master Caution Unit

Engine Panel The IRS master caution unit causes the 2 MASTER CAUTION
lights and the IRS light on the left system annunciator
The engine panel causes the 2 MASTER CAUTION lights and lights to come on when one or more of these MSU lights
the ENG light on the right system annunciator lights to come on:
come on when one or more of these lights come on:
- GPS Fault
- Eng 1 REVERSER Fault - L FAULT
- Eng 1 EEC ALTN Sw - L ON DC
- Engine 1 ENGINE CONTROL - L DC FAIL
- Eng 2 REVERSER Fault - R FAULT
- Eng 2 EEC ALTN Sw - R ON DC
- Engine 2 ENGINE CONTROL. - R DC FAIL.

System Annunciators Flight Recorder/Mach Airspeed Warning Panel

The system annunciators cause the 2 MASTER CAUTION The flight recorder/Mach airspeed warning panel causes
lights and the DOORS light on the right system the 2 MASTER CAUTION lights and the OVERHEAD light on
annunciator lights to come on when one or more of these the right system annunciator lights to come on when one
lights come on: or more of these lights come on:

- FWD CARGO Door - PASS OXY ON

- AFT CARGO Door - EMER EXIT NOT ARMED
- FWD SERVICE Door - FLIGHT RECORDER OFF
- AFT SERVICE Door - ELT
31-52-00-002 Rev 1 09/13/2001

- FWD ENTRY Door - EQUIP COOLING EXHAUST OFF

- AFT ENTRY Door - EQUIP COOLING SUPPLY OFF
- EQUIP Door - PSEU fault.
- AIR STAIR Door
- Overwing Exit Door.

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 737-600/700/800/900 TRAINING MANUAL

OVHT/DET
FLT CONT ELEC

OVERHEAT/FIRE APU IRS APU

PROTECTION PANEL (P8)
APU INDICATOR IRS FUEL a OVHT/DET a
PANEL (P5)
LEFT SYSTEM ANNUNCIATOR
FLT CONT IRS MASTER LIGHTS
CAUTION UNIT (P61)
FLIGHT CONTROL FUEL
PANEL (P5) MASTER
FUEL CONTROL
PANEL (P5) CAUTION
PUSH TO RESET
ELEC a
GENERATOR DRIVE AND LEFT MASTER
STBY POWER PANEL (P5) CAUTION LIGHT

MASTER
CAUTION
AIR COND
PUSH TO RESET
AIR CONDITIONING/ a
BLEED AIR CONTROL
PANEL (P5) RIGHT MASTER
CAUTION LIGHT
ANTI-ICE
WINDOW HEAT & PROBE
DOORS HEAT PANELS (P5)
31-52-00-002 Rev 1 07/02/2001

OVERHEAD ANTI-ICE ENG

SYSTEM
ANNUNCIATORS (P5) FLIGHT RECORDER/MACH
A/S WARNING PANEL (P5) HYD OVERHEAD
HYD
HYDRAULIC PANEL (P5) DOORS a AIR CONDa
ENG
RIGHT SYSTEM ANNUNCIATOR
ENGINE PANEL (P5) LIGHTS

MASTER CAUTION SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
CLOCKS -- GENERAL DESCRIPTION
Purpose FDAU - flight data acquisition unit
ET - elapsed time
The clocks give a time reference to the flight crew and FMC - flight management computer
other airplane systems.
F/O - first officer
General GMT - Greenwich mean time
GPS - global positioning system
This is the data that the clock shows: hld - hold
LCD - liquid crystal display
- Time and date set manually from the clock man - manual
- Global positioning system (GPS) time and date from
MMR - multi-mode receiver
the multi-mode receiver (MMR)
- Elapsed time MO - month
- Chronograph time. UTC - universal time (coordinated)
YR - year
The captain clock sends time and date to these
components:

- Flight management computer (FMC)

- Flight data acquisition unit (FDAU)
- Voice recorder.

These units use the clock time and date for internal
timing functions.

The flight management computer (FMC) does not use the

31-25-00-002 Rev 1 07/14/1999

clock data if the FMC program uses the global

positioning system (GPS).

Abbreviations and Acronyms

bat - battery
chr - chronograph

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CHR TIME/DATE
MAN

60 SET
TIME
50 10

FMC 2
40 20
MMR 2 ET
30

RESET

FIRST OFFICER CLOCK FMC 1

CHR TIME/DATE
MAN

60 SET FDAU
TIME
50 10

40 20
31-25-00-002 Rev 1 09/21/1999

MMR 1 ET
30
VOICE RECORDER
RESET

CAPTAIN CLOCK

CLOCKS - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
ELECTRONIC FLIGHT BAG -- INTRODUCTION
General FAA -federal aviation administration
FAR -federal aviation regulation
The electronic flight bag (EFB) is a computer based FIND -find identification of network devices
information system for the captain and the first
FMC -flight management computer
officer. It gives the flight crew access to flight
operations data, general purpose computing and GPS -global positioning system
communications. IO -input output
JAA -joint airworthiness authorities
Abbreviations and Acronyms LAN -local area network
LRU -line replaceable unit
ADC -application dispatch controller
LSAP -loadable software airplane parts
ADIRU -air data inertial reference unit
LSK -line select key
ARINC -aeronautical radio, incorporated
MMR -multi-mode receiver
BIT -built in test
NOTAM -notice to airmen (FAA)
BITE -built in test equipment
OAS -operationally approved software
CAT -common administrative tool
OS -operating system
CCA -circuit card assembly
PDL -portable data loader
CD-ROM -compact disk, read only memory
PWR -power
CDS -common display system
SATCOM -satellite communication
CPU -central processing unit
TSO -technical service order
CRC -cyclic redundancy check
VAC -volts, alternating current
DDM -distributed data management
VDC -volts, direct current
DEU -display electronics unit
XFR -transfer
DSPL -display
DU -display unit
EEC -electronic equipment center
EFB -electronic flight bag
46-11-00-001.fm

EICAS -engine indicating and crew alerting

system
EU -electronic unit

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 737-600/700/800/900 TRAINING MANUAL

MENU PGUP PGDN XFR ENTER MENU PGUP PGDN XFR ENTER
BRT BRT
PWR PWR
DIM FAULT MAIN MENU MSG DSPL DIM FAULT MAIN MENU MSG DSPL
MEMO XFR MEMO XFR

AIRPORT MAP MEMO VIDEO AIRPORT MAP MEMO VIDEO

PERFORMANCE DOCUMENTS PERFORMANCE DOCUMENTS

CHARTS CHARTS

IDENT PAGE IDENT PAGE

INITIALIZE INITIALIZE
SYSTEM PAGE FAULT SYSTEM PAGE FAULT
FLIGHT FLIGHT

EFB DISPLAY EFB DISPLAY

(TYPICAL) (TYPICAL)
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ELECTRONIC FLIGHT BAG - INTRODUCTION

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ELECTRONIC FLIGHT BAG -- GENERAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
ELECTRONIC FLIGHT BAG -- GENERAL DESCRIPTION
General - Wireless communications to airport ground
terminals
The electronic flight bag (EFB) is a computer-based - Flight deck entry video surveillance system.
information system for the captain and first officer.
The EFB reduces the amount of paper in the flight deck To install maintenance data and software applications
and improves the quality of information given to the into the EU, you will use an ARINC 615A portable
crew. maintenance access terminal. The recommended and
supported data loader for the EFB is the PMAT 2000
Depending on the airplane components and software
installed, the EFB typically includes these and other Display Unit (DU)
functions:
You operate the EFB through the captain's or first
- Aeronautical maps and charts officer's display unite (DU). The DU functions as a
- Airport maps and charts with real-time position computer monitor and input device. The DU receives
reporting inputs from the touch-sensitive screen and from the
- Manuals or fault reporting and operations line select keys (LSK) in the bezel frame.
procedures
- Minimum equipment lists and logbooks. The DU receives 28V dc power from the same side EU. The
bezel lights receive 5V dc from the P21-1 map light
EFB System module.

The EFB can refer to the overall system or to the Electronics Unit (EU)
equipment on either the captain's or the first
officer's side of the flight deck. The captain's and The EU is a line replaceable computer. There are two;
first officer's EFBs operate separately from each other EU-left and EU-right. The identity is controlled by the
but are linked by ethernet. tray that contains the EU. The EU-L position has some
functions that the EU-R does not have.
The primary hardware components of the EFB are two
display units (DU) and two electronics units (EU). The EU does these functions:
46-11-00-002.fm

There are several optional equipment configurations. - Process airplane interface signals
With approved equipment and software applications, the - Software application and data storage (hard disk
EFB can have these functions: drive)

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 737-600/700/800/900 TRAINING MANUAL
ELECTRONIC FLIGHT BAG -- GENERAL DESCRIPTION
- Ethernet network communications device
- Video input processing
- Convert the video output signal to the DU
- Supply 28V dc power to the onside DU.

EU-L receives 115V ac power from the CAPT EFB circuit

breaker located on the P6 load control center. EU-R
receives 115V ac from the F/O EFB circuit breaker,also
located on the P6 load control center.
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 737-600/700/800/900 TRAINING MANUAL

MENU PGUP PGDN XFR ENTER MENU PGUP PGDN XFR ENTER
BRT DSPL BRT DSPL
ON ON
OFF OFF

KEYBOARD KEYBOARD
DIM DIM

AIR/GND
L DU R DU RELAYS

MMR 1 MMR 2

ADIRU 1 L EU R EU ADIRU 2
46-11-00-002.fm

FLT DK FMC R
FMC L CAMERA INTERFACE
PRINTER
UNIT

ELECTRONIC FLIGHT BAG - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
SMYD -- GENERAL DESCRIPTION
General SMYD Input Data

The stall management yaw damper computer (SMYD) uses These are the components and sensors that send data to
analog and digital inputs signals from airplane systems the SMYDs:
and sensors to calculate commands for these systems:
- DFCS mode control panel (MCP)
- Stall warning system and elevator feel shift (EFS) - Air data inertial reference unit (ADIRU)
- LE autoslat system - Flight management computer system (FMCS)
- Primary yaw damping and turn coordination - Common display system (CDS) DEUs
- WTRIS and standby yaw damping/turn coordination - LVDTs on the rudder power control units (PCU)
- Performance data for display on CDS. - Angle of airflow (AOA) sensors
- Takeoff/go-around (TO/GA) switches
These are part of the stall management function of the - Stall warning test panel
SMYD: - Flight control panel
- Flap slat electronics unit (FSEU)
- Stall warning - Proximity switch electronics unit (PSEU)
- EFS - Trailing edge flap up switches
- Autoslat - TE flap position transmitters
- Performance data. - Control wheel position sensor (capt side only)
- Opposite SMYD.
These are part of the yaw damper function of the SMYD:
Some of these components also receive data from the
- Yaw damping SMYDs.
- Turn coordination
- WTRIS. SMYD Output Data
27-32-00-502 Rev 1 10/20/1999

SMYD 1 does primary yaw damping/turn coordination These are the systems that receive data from the SMYD:
during normal operations. SMYD 2 does WTRIS and standby
yaw damping/turn coordination during standby - Flight control computers (FCC)
operations. - Ground proximity warning computer (GPWC)
- Common display system (CDS) DEUs
- Cabin pressure controllers (CPC)
- Flight data acquisition unit (FDAU)

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 737-600/700/800/900 TRAINING MANUAL
SMYD -- GENERAL DESCRIPTION
- Flight control panel - Vmin and Vmax speeds (red/black barber poles and
- Flap slat electronics unit (FSEU) amber band speed ranges) for airspeed indicators
- Proximity switch electronics unit (PSEU) - PLI symbol (amber) that shows on the ADI.
- Elevator Feel Shift Module (EFSM).
The DEUs send this data to the SMYD on ARINC high speed
ADIRU buses:

The ADIRUs send air data and inertial data to the SMYD - Engine N1 and N2 RPM
for stall management and yaw damping functions. See - Radio altitude
SMYD digital interfaces for more information. - Wing and engine anti-ice switches.

DFCS MCP Rudder PCU LVDT

The MCP sends autopilot engage status to the SMYD. The rudder PCU LVDT sends analog data to the SMYD about
commanded rudder movement for yaw damping or WTRIS for
FMC feedback in the SMYD servo loop.

The FMC sends gross weight to the SMYD for: AOA Sensor

- Calculation of airplane performance data such as The AOA sensor sends analog angle of airflow vane data
Vmin, Vmax, and the PLI to the on-side SMYD. This data is used to find airplane
- Stall management pitch attitude to set the stall warnings and to
- Yaw damping calculate performance data.
- WTRIS.
TO/GA Switches
The FMC also gives buffet margin speeds and landing
27-32-00-502 Rev 1 10/20/1999

flap data to the SMYD. The TO/GA switches send DFCS and A/T engage status to
the SMYD during takeoff when on the ground or during
DEU go-around when in the air.

The SMYD calculates this airplane performance data and

sends the data to the DEUs to show on the CDS:

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 737-600/700/800/900 TRAINING MANUAL
SMYD -- GENERAL DESCRIPTION
Stall Warning Test Panel sent from the nose gear, main gear, and gear handle
position.
The stall warning panel test switches send analog
discretes to their on-side SMYD to start a test of the The SMYD sends analog discrete data to the PSEU for use
control column shaker motors. in the takeoff warning function. The SMYD sends a
ground to the PSEU when the flaps are not in a valid
Flight Control Panel takeoff range, and an open discrete if the flaps are in
a valid takeoff range.
The flight control panel sends analog switch position
signals to the SMYD for the yaw damper engage switch TE Flaps Up Switches
and the flight control switches. When these switches
engage on the flight control panel, the SMYD monitors The trailing edge flaps up limit switches send a signal
yaw damper or WTRIS operation. If there are no faults, to the SMYD for flaps up logic. The SMYD uses this to
the SMYD sends a signal to this panel to put the yaw put a limit on rudder movement for yaw damping and
damper engage light off and gives engage power to hold WTRIS when the flaps are up.
the yaw damper engage switch in the ON position.
TE Flap Position Transmitter
FSEU
The trailing edge flap position transmitters send
The FSEU sends analog discrete data to the SMYD for analog flap position data to the SMYD when the flaps
leading edge device asymmetry and uncommanded motion. are not up.
This data enables the SMYD to put a bias on the stall
warnings so that the warnings occur earlier if there is Control Wheel Position Sensor
asymmetry or uncommanded motion of these devices.
The captain control wheel (CW) position sensor sends an
The SMYD sends analog discrete signals to the FSEU for analog signal to SMYD 2. This is for the WTRIS function
27-32-00-502 Rev 1 10/20/1999

the autoslat command function. so that SMYD 2 can give rudder movement commands in
proportion to pilot aileron input. This helps turns
PSEU during flight control manual reversion when in
operation on standby hydraulics.
The PSEU sends an air/ground discrete to the SMYD to
set the AIR MODE and flight leg count for faults in
non-volatile memory (NVM). These are analog discretes

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SMYD -- GENERAL DESCRIPTION
Opposite SMYD CPC

The opposite SMYD gives data to the other SMYD for The DEUs send engine N1 and N2 RPM data to the SMYD. The
these parameters: SMYD sends this data to the CPC for the takeoff logic
to adjust cabin pressure during the takeoff roll. This
- Mach prevents a pressure bump at rotation.
- TAS
- Impact pressure FDAU
- Autoslat extend signal.
The SMYD sends AOA data and other discrete data to the
FCC FDAU to make a record of stall management and yaw
damper status.
The SMYD sends minimum operation speeds and flap
position data to the FCC computers for the system Stall Warning and Elevator Feel Shift
engage logic. DFCS uses the flight control minimum
operation speeds for its minimum speed calculations to The SMYD sends a 28v dc discrete to its on-side control
change modes when the speed is near a margin above column shaker motor to operate the stick shaker when
stall. airspeed is near stall as calculated by the SMYD.

A/T The SMYD operates the EFSM for the EFS function. EFS
operates through the elevator feel system to increase
The SMYD sends minimum operation speeds and flap elevator feel pressure to push against control column
position data to the A/T computer function in FCC A. elevator up movement when near a stall.
The A/T uses these data for its minimum speed
calculations. Performance Data Displayed on CDS
27-32-00-502 Rev 1 10/20/1999

GPWC SMYD calculates these performance data to show on CDS:

The SMYD sends minimum operation speeds, flap, and AOA - Pitch limit indicator (PLI) symbol
data to the GPWC for windshear alert calculations. - Minimum and maximum operation speed symbols.

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 737-600/700/800/900 TRAINING MANUAL
SMYD -- GENERAL DESCRIPTION
LE Autoslat

Each SMYD sends a signal to the autoslat solenoid valve

to move the autoslats. The autoslat system extends the
leading edge slats from the mid-extend to the full-
extend position for trailing edge flap positions 1, 2,
and 5 when the speed is less than a minimum safe margin
more than stall speed. The autoslat system increases
lift and makes airplane control and maneuverability
better at lower speeds. The autoslat system operates at
lower AOA values than normal stall warning.

Primary Yaw Damping

SMYD 1 sends analog command signals to the main rudder

PCU to operate primary yaw damping and move the rudder
to decrease unwanted yaw motion. Hydraulic system B
pressure is necessary for primary yaw damping.

WTRIS and Standby Yaw Damping

SMYD 2 gives commands to the standby rudder PCU to move

the rudder for WTRIS/standby yaw damping during non-
normal operations. This is only during manual reversion
when flight control systems A and B switches are in OFF
or STBY RUD. At least one switch must be in STBY RUD.
27-32-00-502 Rev 1 10/20/1999

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 737-600/700/800/900 TRAINING MANUAL

A/T
COURSE
ARM
IAS/MACH HEADING ALTITUDE VERT SPEED A A/P ENGAGE B COURSE
VNAV LNAV

STALL WARNING TEST

g g
CMD CMD
w w g g
w w
C/O 10 30
MA VOR LOC DN MA NO.1 NO.2
OFF SPD g
ALT
CWS CWS
F/D INTV w
INTV g g F/D
ON w w ON
N1 SPEED LVL CHG HDG SEL APP ALT HLD V/S DISENGAGE
g g g g g g g

OFF w w w w w w w UP
OFF

MCP STALL WARNING TEST PANEL

STATIC
SENSITIVE

"BITE INSTRUCTIONS"
ON/OFF: Start or stop Bite PRIMARY YAW DAMPER SYSTEM
MENU : To display menu STANDBY YAW DAMPER SYSTEM AND WTRIS
ADIRU YES/NO: In response to
question (?)
OR : To scroll through
menu or results

LE AUTOSLAT SYSTEM

ON
MENU
OFF

YES NO PERFORMANCE
FMC DATA ON CDS
DEU
RUDDER PCU LVDT STALL MANAGEMENT

AOA SENSORS
YAW DAMPER
FCC
27-32-00-502 Rev 1 01/16/1999

TO/GA SWITCHES
P/N 65-52822-XX
S/N XXXXXXXXXXXX GPWC
FLIGHT CONTROL PANEL XXXXXXXXXXX
MOD DEU
FSEU XXXXXXXXXXXX
CPC STALL WARNING SYSTEM
PSEU FSEU AND ELEVATOR FEEL SHIFT
FLAPS UP SWITCHES PSEU
FLAP POSITION TRANSMITTERS FDAU
CW POS SENSOR FLIGHT CONTROL PANEL
OPPOSITE SMYD SMYD COMPUTER (2) EFSM

SMYD - GENERAL DESCRIPTION

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YDS -- GENERAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
YDS -- GENERAL DESCRIPTION
General Main Rudder PCU

The yaw damper system is an autoflight system that There are 2 rudder PCUs, a main and a standby, in the
moves the rudder to decrease airplane yaw movement vertical stabilizer. These PCUs are hydraulic actuators
caused by dutch roll or turbulence. The system operates that move the rudder in relation to pilot rudder pedal
for all phases of flight and normally engages on the inputs. The main rudder PCU is used only during normal
ground before takeoff. operations. The standby rudder PCU is used only during
standby operations.
These are the components for primary yaw damping:
The primary yaw damper uses the main rudder PCU to move
- SMYD 1 the rudder to decrease yaw. For yaw damping, these are
- Yaw damper engage switch the components on the main rudder PCU:
- Yaw damper disengage light
- Yaw damper indicator - Yaw damper solenoid valve
- Yaw damper components on the main rudder PCU. - Yaw damper electro-hydraulic servo valve (EHSV)
- Yaw damper LVDT
Yaw Damper Engage Switch and Disengage Light - Yaw damper actuator.

You engage the yaw damper system with a switch on the ADIRU
flight control panel. For primary yaw damping, system B
hydraulic pressure is necessary, and the FLT CTRL B The air data inertial reference units (ADIRUs) send
switch must be ON. The yaw damper disengage warning this inertial and air data to the SMYDs:
light is above the engage switch. For normal yaw damper
operation, the light is off. The light comes on to show - Airspeed
the yaw damper is not engaged while power is on the - Attitude
airplane. - Yaw and roll rates
22-23-00-002 Rev 1 12/07/1999

- Accelerations.
Yaw Damper Indicator
SMYD 1 uses this data for detection of yaw movement.
The yaw damper indicator shows rudder movement because The SMYD then calculates a command to move the rudder
of SMYD 1 primary yaw damping commands. The indicator in the opposite direction. This decreases unwanted yaw
does not show rudder movement because of rudder pedal movement of the airplane.
inputs. The indicator connects only to SMYD 1.

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YDS -- GENERAL DESCRIPTION
FMC

The FMC gives airplane gross weight to the SMYDs for

yaw damping calculations.

Trailing Edge Flaps Up Limit Switch

The trailing edge flaps up limit switches send data to

the SMYDs to put a limit on rudder movement for yaw
damping when the flaps are up.

SMYD

The 2 SMYDs are the same. When a SMYD LRU is in position

1, it does the primary yaw damper function during
normal operations.

For primary yaw damping, the 2 SMYDs must be in

operation. This is because SMYD 1 compares its yaw
damping calculations with SMYD 2 before it gives a
rudder movement command.

For operation of the WTRIS and standby yaw damping

systems, refer to the wheel-to-rudder section.
22-23-00-002 Rev 1 12/07/1999

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 737-600/700/800/900 TRAINING MANUAL

FLT CONTROL STANDBY HYD

A B LOW a
QUANTITY
STBY STBY
LOW a
RUD RUD PRESSURE
OFF OFF STBY a
RUD ON
FMC
A ON B ON
ALTERNATE FLAPS LEFT AOA SENSOR
OFF TE FLAPS UP LIMIT SWITCHES
LOW a LOW a UP SMYD 2
PRESSURE PRESSURE
OFF
SPOILER ARM
A B DOWN

OFF OFF
FEEL a
DIFF PRESS
ON ON SPEED TRIM
FAIL
a
MACH TRIM
YAW DAMPER FAIL a

YAW AUTO SLAT

DAMPER a FAIL a

OFF
ON

YAW DAMPER
FLIGHT CONTROL PANEL
INDICATOR

SMYD 1
22-23-00-002 Rev 1 08/04/2000

ADIRU (2) RUDDER

MAIN RUDDER PCU
IN VERTICAL STABILIZER

YDS - GENERAL DESCRIPTION

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WTRIS -- GENERAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
WTRIS -- GENERAL DESCRIPTION
General SMYD 2 to calculate a command for left/right rudder
movement for WTRIS.
The wheel-to-rudder interconnect system (WTRIS) moves
the rudder to help turns during flight control manual Yaw Damper Engage Switch and Disengage Light
reversion when on standby hydraulics. For the WTRIS
function SMYD 2 has interfaces with these components: You engage WTRIS and standby yaw damping with the yaw
damper switch on the flight control panel. The
- Control wheel position sensor (captain) disengage warning light is above the switch.
- Yaw damper engage switch
- Yaw damper disengage light Standby Rudder PCU
- Flight control panel switches
- Standby yaw damper solenoid valve The standby rudder PCU is a hydraulic actuator that
- Standby EHSV moves the rudder in response to pilot rudder inputs
- Standby LVDT when on standby hydraulic pressure. During standby
- FMC operation SMYD 2 sends commands to the yaw damper
- Trailing edge flaps up limit switches components on the standby rudder PCU.
- Left flap position transmitter.
ADIRU
Stall Management Yaw Damper
The air data inertial reference units (ADIRUs) send
SMYD 2 gives rudder movement commands for WTRIS and data to the SMYDs. The data includes airspeed,
standby yaw damping and turn coordination during flight attitude, and yaw and roll rates and accelerations.
control manual reversion when on standby hydraulics.
SMYD 2 receives data from airplane sensors, switches FMC
and components. SMYD 2 uses the data to calculate and
send commands to the standby rudder PCU to move the The FMC gives airplane gross weight to the SMYDs.
27-24-00-002 Rev 1 01/16/1999

rudder.
Trailing Edge Flaps Up Limit Switches
Control Wheel Position Sensor
The trailing edge flaps up limit switches send data to
The captain control wheel (CW) position sensor senses the SMYD to put a limit on rudder travel when the flaps
pilot aileron input and sends an analog signal to the are up.

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 737-600/700/800/900 TRAINING MANUAL
WTRIS -- GENERAL DESCRIPTION
Left Flap Position Transmitter

The left flap position transmitter sends data to SMYD

2.
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 737-600/700/800/900 TRAINING MANUAL

FLT CONTROL STANDBY HYD

A B LOW
QUANTITY
STBY STBY
LOW
RUD RUD PRESSURE
OFF OFF STBY
RUD ON
A ON B ON
ALTERNATE FLAPS
OFF

LOW LOW UP
PRESSURE PRESSURE
OFF
SPOILER ARM
A B DOWN

CONTROL WHEEL
OFF OFF
FEEL POSITION SENSOR
ON ON
DIFF PRESS
SPEED TRIM
FWD (CAPT SIDE)
FAIL

MACH TRIM
YAW DAMPER
YAW
FAIL
AUTO SLAT
OTHER SENSORS
DAMPER FAIL
FMC
OFF RIGHT AOA SENSOR
ON TE FLAPS UP LIMIT SWITCHES
LEFT FLAP POSITION TRANSMITTER
FLIGHT CONTROL PANEL
27-24-00-002 Rev 1 01/16/1999

RUDDER
SMYD 2

ADIRU (2) STANDBY RUDDER PCU

WTRIS - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
FMCS -- GENERAL DESCRIPTION
General

The flight management computer system (FMCS) decreases

flight crew workload with automatic control of the
airplane navigation, performance and guidance
functions. It also gives access to the BITE functions
of other systems.

The FMCs receive data from other airplane systems to

calculate navigation and performance data. This data
shows on the common display system (CDS) for use by the
flight crew.

The navigation and performance function data is used by

the guidance sub-function in the FMC. The guidance sub-
function outputs are sent to the enhanced digital
flight control system (EDFCS) to give automatic
ormanual control of the airplane flight path in the
vertical (VNAV) and lateral (LNAV) modes. This is the
guidance function of the FMC.

FMC display data goes directly to CDS and present

position data goes directly to the air data inertial
reference units (ADIRU). The ADIRUs use present
position during the alignment.
34-61-00-002 Rev 1 06/05/1998

All other data goes through two transfer relays to the

user systems.

The FMC input and output data format is ARINC 429

digital data and analog discretes.

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- DFCS MODE CONTROL

FMC MODE ANNUNCIATION
PANEL BOTH CDS
BOTH
- AUTOTHROTTLE ON L ON R
SYSTEM AUTOTUNE DATA
NORMAL
AUTOFLIGHT SYSTEMS VHF NAV/DME CONTROL
FMC SOURCE PANEL
SELECT SWITCH
LOAD FMC DATA AUTOTUNE DATA
AUTOFLIGHT STATUS
DATA LOADER ANNUNCIATOR DME
DFCS
STEERING COMMANDS
EFIS CONTROL
PANEL DISCRETES
TRANSFER
COMMON DISPLAY SYSTEM RELAY (2) THRUST COMMANDS

EDFCS
- ANTI-ICE
- ENGINE BLEED AIR AIRPLANE GROSS
- AIR/GROUND LOGIC ACARS WEIGHT
- FUEL QUANTITY
PROCESSOR UNIT PWR FMC SMYD
ON VALID

AIRPLANE SENSORS POSITION DATA

FDAU
- ADIRU
- GPS TRACK & PRESENT
CDU (2) POSITION DATA
POSITION AND AIR DATA
34-61-00-002 Rev 1 05/27/1999

GPWC
FMC (2)
DISPLAY DATA DOWN LOAD FMC DATA
- DME
- ILS CDS DATA LOADER
- VOR
NAV DATA BITE DATA
RADIO NAVIGATION
SYSTEMS ADIRU FUEL QUANTITY PROCESSOR
UNIT
FMCS - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
FMCS -- DISPLAYS - CDS - MAP DISPLAY
General - T/D altitude profile point (top of descent
position in the active route. Green)
The FMCS provides the navigation data for the MAP mode - E/D altitude profile point (end of descent
displays on the common display system (CDS). There are position in the active route. Green)
two types of navigation data, dynamic data and - S/C altitude profile point (step climb position in
background data. Dynamic data changes as a function of the active route. Green)
time while background data is stationary data that does - Speed profile point (deceleration point in the
not move as a function of time. active route. Green)
- Active waypoint (next waypoint in the active
The FMCS formats and transmits the data (FMC bus 08 and route. Magenta)
FMC bus 09) to show the airplane position with respect - Range to altitude arc (range at which the airplane
to the flight plan and vertical profile. The CDS will reach the MCP altitude. Green)
controls symbol color, size, and brightness. - Trend vector (predicted position of airplane at
the end of 30, 60 or 90 second intervals. White)
Map Mode - Inactive waypoint (waypoint other than the active
waypoint in the active route. White)
The map mode shows the progress of the flight and is - Vertical deviation scale (vertical deviation from
the normal display the crew uses for navigation in the calculated descent profile. Scale is white and
flight. This display may show in either the expanded pointer is magenta)
mode or the centered mode. The display is dynamic and - Map options (options selected on the EFIS control
moves as the airplane moves. panel. Cyan)
- Wind data (wind speed and direction. White)
Symbol Definitions - Map source (source of dynamic and background data.
Green)
This data is shown: - Navaids (navigation stations within the selected
map area. Cyan)
34-61-00-048 Rev 1 07/25/2000

- Active waypoint distance (distance to go to the - Off route waypoints (waypoints within the selected
active waypoint. White) map area but not in the active route. Cyan)
- Active waypoint ETA (estimated time of arrival for - Airports (airports within the selected map area.
the active waypoint. White) Cyan)
- T/C altitude profile point (top of climb position - Route data (altitude constraints and ETAs for the
in the active route. Green) waypoint in the active route. Magenta or white)
- Track angle (airplane track. White).

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 737-600/700/800/900 TRAINING MANUAL

ACTIVE
GROUND SPEED WAYPOINT ETA
GS 351 TAS 338 CHN
336 /15 TRK 140 MAG 0838.4z ACTIVE WAYPOINT
32.5 NM DISTANCE
WIND DATA
SPEED PROFILE
MARK
POINT
INACTIVE
RANGE TO DECE L WAYPOINT
ALTITUDE ARC
IAN
OFF ROUTE
DOT
WAYPOINT
TRACK ANGLE STS
ALTITUDE PROFILE
40 T/D
POINT
ACTIVE
WAYPOINT
MAP OPTIONS ARPT
CHN 2100
WPT
STA KJAN
VERTICAL
AIRPORT DEVIATION
SCALE
ELN
NAVAID
TREND VECTOR

MAP SOURCE
34-61-00-048 Rev 1 07/25/2000

FMC L

EXPANDED MAP MODE

FMCS - DISPLAYS - CDS - MAP DISPLAY

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FLIGHT CONTROLS -- GENERAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
FLIGHT CONTROLS -- GENERAL DESCRIPTION
General control valve. The valve supplies hydraulic pressure to
the ground spoiler actuators to raise the spoilers.
The pilots manually operate the flight controls through
cables. The autopilot automatically operates them. During automatic deployment, the auto speedbrake
actuator gives input to the same cables as above and
Aileron backdrives the speedbrake lever.

The aileron control wheels move cables that give input Elevator
to the aileron feel and centering unit. This controls
the aileron power control units (PCU). The PCUs move The control columns move cables that give input to the
the aileron wing cables and the ailerons. elevator feel and centering unit. This controls the
elevator PCUs. The PCUs move torque tubes that move the
The aileron trim switches give an input to the aileron elevators.
feel and centering unit and change the neutral position
of the ailerons. The autopilot actuators give a mechanical input to the
PCUs through the feel and centering unit. The PCU moves
Aileron PCU movement also goes to the spoiler mixer. the elevators.
The mixer moves the flight spoiler wing cables. The
spoiler wing cables control the flight spoiler Horizontal Stabilizer
actuators. The actuators move the flight spoilers to
help the ailerons for roll control. The stabilizer trim wheels move cables that give an
input to the gearbox. The gearbox moves a jackscrew and
The autopilot actuators give a mechanical input to the moves the stabilizer.
PCUs through the feel and centering unit. The PCUs move
the aileron wing cables and the ailerons. The PCUs also The electric stabilizer trim switches control an
give input to the spoiler mixer. electric motor near the gearbox. The motor moves the
27-00-00-004 Rev 1 11/09/2001

gears to move the stabilizer. The autopilot also

Spoilers and Speedbrakes controls the stabilizer trim motor.

The speedbrake lever moves cables that control the When the stabilizer moves, it also moves the elevators
spoiler mixer and ratio changer. The ratio changer through the elevator feel and centering unit.
moves the spoiler wing cables that control the flight
spoiler actuators. The mixer moves the ground spoiler

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 737-600/700/800/900 TRAINING MANUAL
FLIGHT CONTROLS -- GENERAL DESCRIPTION
Rudder

The rudder pedals move cables that give an input to the

rudder feel and centering unit. This controls the
rudder PCUs. The rudder PCUs move the rudder.

The rudder trim switch gives an input to the rudder

feel and centering unit. This changes the neutral
position of the rudder.

Flaps and Slats

The flap control lever moves the trailing edge flap

control valve. Hydraulic pressure goes through the
valve and drives the hydraulic motor. The hydraulic
motor supplies power to the flap drive system and the
flaps move. Follow-up cables give feedback to the
trailing edge flap control valve to stop the flaps at
the commanded position.

The follow-up cables also give an input to the leading

edge flaps control valve. This controls the position of
the leading edge devices. Then hydraulic pressure goes
to the actuators and moves the leading edge flaps and
slats.
27-00-00-004 Rev 1 11/09/2001

The alternate flap switches electrically control the

trailing edge flaps. They also control the standby
hydraulic system to extend the leading edge flaps and
slats.

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 737-600/700/800/900 TRAINING MANUAL

RUDDER FEEL AND

CENTERING UNIT PCU (2) RUDDER

AILERON FEEL AND

CENTERING UNIT PCU (2) AILERON (2)

AUTO RATIO
SPEEDBRAKE MIXER CHANGER
15 10
RUDDER TRIM
5 0 5 10 15
ACTUATOR
LEFT RIGHT
GND ACTUATOR (8) FLIGHT
AILERON

NOSE NOSE SPOILER SPOILERS (8)

CNTL VLV
LEFT RIGHT
R
U
D
LEFT RIGHT D
WING WING E
R
DOWN DOWN
GND
SPOILER GROUND
ACTUATOR (6) SPOILERS (4)
INTL VLV

TE FLAPS PDU
CNTL VLV TE FLAPS (4)

LE FLAPS ACTUATOR (12) LE FLAPS (4)

CNTL VLV & SLATS (8)
27-00-00-004 Rev 1 11/09/2001

AUTOPILOT AUTOPILOT ELEVATOR FEEL AND

INPUTS ACTUATORS CENTERING UNIT PCU (2) ELEVATOR (2)

(STAB INPUT TO ELEVATOR)

ELECTRICAL CONNECTION
MECHANICAL CONNECTION ELECTRIC STABILIZER HORIZONTAL
MOTOR GEARBOX STABILIZER
HYDRAULIC CONNECTION
FLIGHT CONTROLS - GENERAL DESCRIPTION

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FLIGHT CONTROLS MULTIPLE USE SYSTEMS/UNITS -- FLIGHT CONTROL PANEL
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 737-600/700/800/900 TRAINING MANUAL
FLIGHT CONTROLS MULTIPLE USE SYSTEMS/UNITS -- FLIGHT CONTROL PANEL
Purpose - Ailerons
- Elevators
The flight control panel has hydraulic control switches - Elevator feel computer
and caution lights for some of the flight control - Rudder.
systems.
Each flight control LOW PRESSURE light monitors the
Location position of the standby rudder shutoff valve when the
flight control switch is in the STDBY RUD position.
The flight control panel is in the flight compartment
on the P5 forward overhead panel. Flight SPOILER Switch (2)

FLT CONTROL Switch (2) There are two flight SPOILER switches, one for
hydraulic system A and one for hydraulic system B. Each
There are two FLT CONTROL switches, one for hydraulic flight SPOILER switch has these positions:
system A and one for hydraulic system B. Each FLT
CONTROL switch has these positions: - OFF - removes system pressure from the flight
spoilers
- STDBY RUD position - removes system pressure from - ON - system pressure is on to the flight spoilers;
ailerons, elevators, elevator feel computer, and this position is normal with the guard closed.
rudder; operates the standby pump and pressurizes
the standby rudder power control unit Yaw Damper Switch and Warning Light
- OFF position - removes system pressure from
ailerons, elevators, elevator feel computer, and The yaw damper switch controls the yaw damper system
rudder operation. The YAW DAMPER warning light comes on when
- ON position - system pressure is on to the the system disengages.
ailerons, elevators, elevator feel computer, and
27-09-00-003 Rev 1 10/29/1997

rudder; this position is normal with the guard See the yaw damper system section for more information
closed. (ATA 22-23).

Flight Control LOW PRESSURE Light Standby Hydraulic System Lights

Each flight control LOW PRESSURE light monitors the These are the indications shown on the panel:
pressure to:

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 737-600/700/800/900 TRAINING MANUAL
FLIGHT CONTROLS MULTIPLE USE SYSTEMS/UNITS -- FLIGHT CONTROL PANEL
- The STBY RUDDER ON light comes on when the standby The SPEED TRIM FAIL light comes on when the speed trim
rudder system is in operation function in the flight control computers (FCCs) is not
- The standby hydraulic LOW QUANTITY light comes on available.
when the standby reservoir quantity is low
- The standby hydraulic LOW PRESSURE light comes on See the digital flight control system section for more
when the standby system pressure is low. information (ATA 22-11).

See the standby hydraulic system section for more The MACH TRIM FAIL light comes on when the mach trim
information (ATA 29-22). function in the flight control computers (FCCs) is not
available.
ALTERNATE FLAPS Arm Switch and Control Switch
See the digital flight control system section for more
You use the ALTERNATE FLAPS arm switch and the information (ATA 22-11).
alternate flaps control switch for alternate flaps
operation. The AUTO SLAT FAIL light comes on when the autoslat
function is not available.
See the TE flap system section for more information
about the alternate flaps switches and the functional See the LE autoslat system section for more information
description of alternate operation (ATA 27-51). about the LE autoslat system functional description
(ATA 27-83).
See the LE flap and slat control system section for
more information about alternate operation (ATA 27-81).

Flight Control Panel Warning Lights

The FEEL DIFF PRESS light comes on when there is a

27-09-00-003 Rev 1 10/29/1997

difference between the system A and system B metered

pressures in the elevator feel computer.

See the elevator and tab control system section for

more information about the elevator feel computer
functional description (ATA 27-31).

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 737-600/700/800/900 TRAINING MANUAL

SYSTEM A FLIGHT STANDBY HYDRAULIC

CONTROL SWITCH FLT CONTROL STANDBY HYD LOW QUANTITY LIGHT
A B LOW a STANDBY HYDRAULIC
SYSTEM B FLIGHT STBY STBY
QUANTITY
LOW PRESSURE LIGHT
CONTROL SWITCH RUD RUD
LOW a
PRESSURE
OFF OFF STBY a
STANDBY RUDDER ON
A ON B ON
RUD ON LIGHT
SYSTEM A FLIGHT ALTERNATE FLAPS
CONTROL LOW ALTERNATE FLAPS
OFF
PRESSURE LIGHT ARM SWITCH
UP
LOW
PRESSURE
a
LOW
PRESSURE
a
ALTERNATE FLAPS
SYSTEM B FLIGHT OFF CONTROL SWITCH
SPOILER ARM
CONTROL LOW A B DOWN
PRESSURE LIGHT
SYSTEM A FLIGHT OFF OFF
FEEL DIFFERENTIAL
SPOILER SWITCH FEEL
DIFF PRESS
a
PRESSURE LIGHT
ON ON SPEED TRIM

SYSTEM B FLIGHT
FAIL
a
SPEED TRIM FAIL LIGHT
MACH TRIM
SPOILER SWITCH YAW DAMPER FAIL a

YAW AUTO SLAT

FAIL a
MACH TRIM FAIL LIGHT
DAMPER a
YAW DAMPER LIGHT
AUTO SLAT FAIL LIGHT
OFF

YAW DAMPER SWITCH ON

27-09-00-003 Rev 1 03/24/1997

FLIGHT CONTROL PANEL

P5 FORWARD OVERHEAD PANEL

FLIGHT CONTROLS MULTIPLE USE SYSTEMS/UNITS - FLIGHT CONTROL PANEL

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DFCS -- GENERAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
DFCS -- GENERAL DESCRIPTION
Mode Control Panel The FCCs also use the data to calculate these commands
and alerts:
The mode control panel (MCP) is the primary interface
between the flight crew and the flight control - Speed trim commands
computers (FCCs). The crew uses the MCP to do these - Mach trim commands
functions: - Altitude alerts
- Autopilot disengage warnings.
- Engage the autopilots
- Put the flight directors on Autopilot Commands
- Select the mode of operation
- Select course and heading The autopilot can be in the command (CMD) or the
- Select target speeds and altitude. control wheel steering (CWS) mode. In the CMD mode, the
FCC calculates the commands that go to the autopilot
Other crew inputs to the FCCs are from these actuators. The actuators move the inputs to the power
components: control units (PCU) that control the ailerons and
elevator. In the CWS mode, force transducers below the
- Autopilot (A/P) disengage switches control columns sense control wheel and control column
- Takeoff/go-around (TO/GA) switches forces from the pilots and send these signals to the
- Control wheel steering (CWS) force transducers FCC. The FCC sends the commands to the autopilot
- Autoflight status annunciators (ASAs). actuators to control the ailerons and elevator. The FCC
also sends commands to the stabilizer trim electric
FCC A and B actuator to do a trim of the stabilizer.

The FCCs use data from the MCP, sensors, and these The autopilot mode shows on the common display system
systems to calculate the autopilot and flight director (CDS) above the attitude indicator. To disengage the
commands: autopilot, the pilot pushes the disengage switches on
22-11-00-002 Rev 1 12/17/1998

the control wheel. When the autopilot disengages, there

- Radio navigation systems is an aural warning from the aural warning module, and
- Air data inertial reference system (ADIRS) the red A/P light on the autoflight status annunciator
- Flight management computer system (FMCS) (ASA) goes on and off. The ASA warning and aural alert
- Control surface position sensors can get a reset if the pilot pushes the red A/P
- Autopilot actuator position sensors. annunciator on the ASA or pushes the A/P disconnect
switch.

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 737-600/700/800/900 TRAINING MANUAL
DFCS -- GENERAL DESCRIPTION
Flight Director Commands Mach Trim

When the flight directors are on, the FCC calculates The FCCs send Mach trim signals to a Mach trim actuator
the guidance commands that show on the CDS. There is no to control the elevator movements. As the Mach trim
movement of the control surfaces and no alert if the actuator output shaft moves, it turns the feel and
flight directors are put to off. When you set the centering unit that moves the input to the elevator
flight director mode on the MCP, the mode and its PCUs. This moves the elevator. The Mach trim signal
status also show on the CDS display. keeps the nose up at high air speeds. The Mach trim
actuator also causes the elevator to be in a more nose
Altitude Alert down position during takeoff. This lets the pilots move
the stabilizer to a more nose up position. This gives a
The altitude alert function uses the altitude set on more nose up attitude if there is an engine failure
the MCP. The FCCs give an indication to the flight crew during takeoff. This is the FCC controlled neutral
when the airplane gets near to or moves away from the shift enable (FCNSE) region.
set altitude. The autopilot and flight directors can be
on or off for this alert to operate. There is an aural Built-In-Test-Equipment (BITE)
indication from the remote electronic unit (REU) and a
visual indication on the CDS displays. The DFCS has interfaces with the FMCS to show the BITE
condition on the control display units (CDU). The BITE
Speed Trim function lets you find failures.

The FCCs send speed trim signals to the stabilizer trim

primary electric actuator to control the horizontal
stabilizer movements. This control increases the
airplane stability at low air speeds. As the airplane
speed slows, the stabilizer moves to a more nose down
22-11-00-002 Rev 1 12/17/1998

position to increase the speed. As the speed increases,

the stabilizer moves to a more nose up position to
decrease the speed. This function only operates if the
autopilot is not engaged.

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 737-600/700/800/900 TRAINING MANUAL
COURSE A/T IAS/MACH HEADING ALTITUDE VERT SPEED A A/P ENGAGE B COURSE
ARM VNAV LNAV
g g CMD CMD
w w g g
w w
C/O 10 30
MA VOR LOC DN MA
OFF g CWS CWS
SPD ALT
F/D INTV
w
INTV g g F/D
ON w w
ON
N1 SPEED LVL CHG HDG SEL APP ALT HLD V/S DISENGAGE
g g g g g g g

OFF w w w w w w w UP OFF

MODE CONTROL PANEL

FMCS
ADIRU
NAV SENSORS
POSITION SENSORS CONTROL COLUMN
SWITCHES AND CWS FORCE
TRANSDUCERS
REU
Rockwell
Collins

AUTOPILOT AILERON AND

J2
ELEVATOR ACTUATORS
J3

THE BOEING CO.

FCC-730

AUTOFLIGHT STATUS
ANNUNCIATOR (2)
FCC (2)

THR HLD LNAV VNAV ALT

VOR/LOC G/S
138 5100
22-11-00-002 Rev 1 02/02/2001

200
110.90/123o
DME 25.3
STAB TRIM ELECTRIC
CMD ACTUATOR
180 6
5 000 2

160 10 10 1

3
142 4800
AURAL WARNING
MODULE COMMON DISPLAY SYSTEM MACH TRIM ACTUATOR

DFCS - GENERAL DESCRIPTION

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DFCS -- MODE CONTROL PANEL - FUNCTIONAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
DFCS -- MODE CONTROL PANEL - FUNCTIONAL DESCRIPTION
General channel through the bus select logic. When a failure on
one channel causes its displays and output bus to
The mode control panel has a front panel and two operate from the other channel, the first officer
channels that operate independently. Each channel has course window is blank.
these parts:
Mode Selector and Toggle Switches
- Microprocessor
- ARINC 429 capability Each channel can operate the MCP front panel. During
- Discrete inputs normal conditions (no faults), the A side operates
- Discrete outputs these parts:
- Memory
- Program control - Captain course window
- Test access. - IAS/Mach window
- Heading window
The front panel has these parts: - Altitude window
- Control back light luminance level.
- Displays
- Display back light The B side operates the vertical speed and first
- Switches officer course windows. The side-in-charge logic
- Knobs controls these functions.
- Push-buttons.
Each channel can independently put on the push-button
Each channel has interfaces with the flight control indicator lights and receives inputs from each button,
computers on a dedicated ARINC 429 bus. Each channel switch, and encoder.
has its own power supply. A third power supply gives
power for the front panel. Autopilot Engage Logic
22-11-00-029 Rev 1 10/09/96

ARINC 429 Bus Selector The engage enable signals, high and low, come from the
FCCs. When the crew selects an autopilot mode, the MCP
During conditions with no faults, each processor sends one of these engage signals to the FCCs:
channel independently operates its own ARINC 429 output
bus. When one channel has a failure, it gives control - CWS only
of its displays and ARINC 429 output bus to the other - CMD only

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 737-600/700/800/900 TRAINING MANUAL
DFCS -- MODE CONTROL PANEL - FUNCTIONAL DESCRIPTION
- CWS and CMD.

The MCP also sends a signal that shows if the flight

directors are on.

Warning Logic

If you disengage the autopilot, it causes warning logic

to send a discrete signal to the autoflight status
annunciator.
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 737-600/700/800/900 TRAINING MANUAL

APP ANNUNCIATOR ENGAGE

g
w DRIVERS SIGNAL
28V DC-A
PROCESSOR CHANNEL A ENGAGE
ENABLE
MCP-A
LED MCP-A
BACKLIGHT

HEADING
LCD
DRIVERS

CONTROL SIDE IN C
SIGNALS MULTIPLEXER BUS WARN
CHARGE POWER
SELECT LOGIC
LOGIC SUPPLY
BEZEL
LIGHT
SENSOR
A/D
REMOTE
LIGHT
SENSOR MCP-B
MCP-B
ENGAGE
22-11-00-029 Rev 1 10/09/96

PROCESSOR CHANNEL B ENABLE

28V DC-B
SWITCHES ENGAGE
& ENCODERS SIGNAL
FRONT PANEL

DFCS - MODE CONTROL PANEL - FUNCTIONAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
DFCS -- MODE CONTROL PANEL - CONTROLS AND DISPLAYS
General master light above the F/O F/D switch is on, FCC B
controls the mode selection.
There are many switches, knobs, and push-buttons on the
MCP that the crew uses to control the FCC. There are Autothrottle (A/T) Arm Switch
also many displays to show selected parameter values.
When you put the switch to the ARM position, the A/T
Course Selectors system arms. An electrical solenoid holds the switch in
the ARM position. You disconnect the A/T if you put the
The course selectors 1 and 2 select the VHF switch to the OFF position.
omnidirectional range (VOR) course or the instrument
landing system (ILS) course. Course selector 1 is for A/T Arm Light
the captain VOR or ILS system. Course selector 2 is for
the first officer (F/O) VOR or ILS system. The light comes on when the A/T is in the arm mode.

Course Displays IAS/MACH Selector

The two course displays show the VOR or ILS course you The IAS/MACH selector sets the MCP airspeed or mach.
select. The display range is from 000 to 359 degrees.
IAS/MACH Display
Flight Director (F/D) Switches
The display shows indicated airspeed (IAS) or the mach
Two F/D switches operate the F/D function in the FCCs. number. The IAS shows from 100 to 399 kts in one knot
The captain F/D switch usually controls FCC A, and you increments. The mach shows from 0.60 to 0.89 mach in
usually only see the F/D commands on the captain 0.01 mach increments.
display. The F/O F/D switch usually controls FCC B, and
you usually only see the F/D commands on the F/O The display has a warning flag that goes on and off for
22-11-00-030 Rev 1 01/14/1999

display. underspeed and overspeed conditions. The left position

in the LCD shows this flag.
Master Lights (2)
The IAS/MACH display is blank when the VNAV mode is
The master light shows which FCC controls the mode active.
selection. If the master light above the captain F/D
switch is on, FCC A controls the mode selection. If the

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 737-600/700/800/900 TRAINING MANUAL
DFCS -- MODE CONTROL PANEL - CONTROLS AND DISPLAYS
IAS/MACH Change/Over Switch Altitude Selector

When you push this switch, and the airspeed is more The altitude selector sets the reference altitude for
than mach 0.6, it changes the display from IAS in knots the DFCS. One turn of the knob changes the altitude
to mach or from mach to IAS in knots. If the airspeed is 6400 feet.
less than mach 0.6, the display only shows knots and
the change over switch does not cause a change. Altitude Display

Heading Selector The altitude display shows the altitude the flight crew
selects. The altitude range is from 0 to 50,000 feet.
The heading selector changes the flight crew selected
heading for the airplane. Vertical Speed Thumbwheel

Heading Display To set the vertical speed, turn the vertical speed
thumbwheel. Turn the thumbwheel UP to make a nose up
The display shows the heading the flight crew selects. change in the value. Turn the thumbwheel DN to make a
The display range is from 000 to 359 degrees. nose down change in the value. The thumbwheel has
increments of 50 feet per minute (fpm) from 0 to 1000
Bank Angle Selector fpm and 100 fpm for more than 1000 fpm.

The bank angle selector lets the flight crew set the Vertical Speed Display
maximum allowable bank angle. You can set the maximum
bank angle to one of these angles: This display shows that the flight crew selected
vertical speed. The vertical speed range is from -7900
- 10 degrees fpm to +6000 fpm.
- 15 degrees
22-11-00-030 Rev 1 01/14/1999

- 20 degrees Autopilot (A/P) Engage Switches

- 25 degrees
- 30 degrees. There are four A/P engage switches. Two switches are
for FCC A, and two are for FCC B. The switches engage an
The variable bank angle only has an effect in the VOR autopilot to command (CMD) or control wheel steering
and heading select modes. (CWS).

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DFCS -- MODE CONTROL PANEL - CONTROLS AND DISPLAYS
The switches are push-button/light type switches. If Light Sensors
the pre-engage logic is correct, the A/P engages, and
the switch light comes on when you push the switch. If Two photo diode light sensors on the MCP front panel
the pre-engage logic is not correct, the A/P does not monitor the light in the crew compartment area. The
engage, and the switch light does not come on when you sensors control the brightness of the LCDs.
push the switch.

After you engage the A/P, some conditions must stay

correct, or the autopilot disengages. If the A/P
disengages, the switch light goes off.

A/P Disengage Bar

You disengage the A/P when you push the A/P disengage
bar down.

Mode Selector Switches

These are the mode selector switches:

- Autothrottle N1
- Autothrottle speed
- Level change
- Heading select
- Approach
- VNAV
22-11-00-030 Rev 1 01/14/1999

- LNAV
- VOR LOC
- Altitude hold
- Vertical speed.

If a mode selector switch light is on, you can set that

mode off when you push the switch again.

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 737-600/700/800/900 TRAINING MANUAL

IAS/MACH
CHANGE/OVER IAS/MACH
SWITCH DISPLAY
IAS/MACH SELECTOR
AUTOTHROTTLE
ARM LIGHT SPEED INTERVENTION PUSH-BUTTON
HEADING DISPLAY
AUTOTHROTTLE HEADING SELECTOR ALTITUDE INTERVENTION
ARM SWITCH ALTITUDE PUSH-BUTTON
COURSE DISPLAY VERTICAL SPEED MASTER
DISPLAY (2) DISPLAY LIGHT (2)
COURSE A/T IAS/MACH HEADING ALTITUDE VERT SPEED A A/P ENGAGE B COURSE
ARM VNAV LNAV
g g
CMD CMD
w w g g
w w
C/O 10 30
MA VORLOC DN MA
OFF CWS CWS
SPD g
ALT
F/D INTV w
INTV g g F/D
ON w w ON
N1 SPEED LVLCHG HDGSEL APP ALTHLD V/S DISENGAGE
g g g g g g g

OFF w w w w w w w UP OFF

COURSE ALTITUDE AUTOPILOT

BANK ANGLE DISENGAGE BAR
SELECTOR (2) SELECTOR SELECTOR AUTOPILOT
VERTICAL ENGAGE
22-11-00-030 Rev 1 01/14/1999

FLIGHT DIRECTOR MODE SELECTOR SPEED SWITCHES (4)

SWITCH (2) SWITCHES (10) THUMBWHEEL

DFCS - MODE CONTROL PANEL - CONTROLS AND DISPLAYS

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DFCS -- OPERATION - OVERVIEW
General They can engage the A/Ps and F/Ds in the go-around
mode.
The DFCS calculates autopilot (A/P) and flight director
(F/D) commands for these flight sequences: The pilot can also engage an A/P in the CWS mode. The
pilot can use roll and pitch CWS in these flight
- Climb sequences:
- Cruise
- Descent - Climb
- Approach - Cruise
- Go-around. - Descent
- Approach.
The DFCS calculates only F/D commands for the takeoff
and only A/P commands for flare. Autoland

DFCS Modes The autoland function has these three flight sequences:

The pilots engage the A/P in CMD and put the F/Ds on. - Approach
The pilots use these mode selector switches on the MCP - Flare
to select the roll and pitch modes for the flight - Go-around.
sequences:
The DFCS only goes into autoland if the crew selects
- Lateral navigation (LNAV) the APP mode selector switch and engages A/P A and A/P
- Vertical navigation (VNAV) B in the CMD mode.
- Level change (LVL CHG)
- VHF omnirange (VOR)
- Localizer (LOC)
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- Heading select (HDG SEL)

- Altitude hold (ALT HLD)
- Vertical speed (V/S)
- Approach (APP).

The takeoff/go-around (TO/GA) switches on the thrust

levers can engage only the F/Ds in the takeoff mode.

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 737-600/700/800/900 TRAINING MANUAL

COURSE A/T IAS/MACH HEADING ALTITUDE VERT SPEED A A/P ENGAGE B COURSE
ARM VNAV LNAV
g g CMD CMD
w w g g
w w

MA
C/O 10 30
VORLOC DN MA TO/GA
F/D
OFF SPD
INTV
g
w
ALT
INTV
CWS
g
CWS
g F/D
SWITCH
ON w w ON
N1 SPEED LVLCHG HDGSEL APP ALTHLD V/S DISENGAGE
g g g g g g g

OFF w w w w w w w UP OFF

MODE CONTROL PANEL

MODE SELECTOR SWITCHES (TYP) THRUST LEVERS

CRUISE

DESCENT

CLIMB
22-11-00-080 Rev 1 11/19/1997

GO-AROUND
APPROACH

TAKEOFF FLARE

DFCS - OPERATION - OVERVIEW

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A/T SYSTEM -- GENERAL DESCRIPTION
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 737-600/700/800/900 TRAINING MANUAL
A/T SYSTEM -- GENERAL DESCRIPTION
General A/T Interfaces

The autothrottle (A/T) function in flight control The A/T receives digital data from these components to
computer A (FCC A) receives inputs from airplane calculate servo motor rate commands to control engine
systems, sensors, and flight compartment switches to thrust:
calculate and control engine thrust.
- Mode control panel (MCP)
Operator interface with the A/T system is through - Flight control computers (FCCs)
switches on the thrust levers and the DFCS MCP. A/T - Electronic engine controller (EEC)
modes of operation can be selected in these ways: - Flight management computer (FMC)
- Radio altimeter (RA)
- Manual mode selection from the DFCS MCP - Stall management yaw damper (SMYD)
- Automatic mode selection by DFCS when engaged - Air data inertial reference system (ADIRS)
- Manual selection from thrust lever TO/GA switches. - Autothrottle servo motors (ASM).

The A/T system can engage in N1 mode or speed mode in The A/T receives analog discrete inputs from these
relation to the mode selected and the DFCS mode of components:
operation. A/T operational modes show on the flight
mode annunciation (FMA) on the common display system. - Mode control panel (MCP)
- Thrust lever TO/GA switches
A/T System Components - Thrust lever A/T disconnect switches
- Autoflight status annunciators (ASAs).
The A/T system has interfaces with these components:
The A/T sends mode data and control signals to these
- A/T servomotors (ASMs) components:
- Thrust resolver (TR) packs
22-31-00-002 Rev 1 09/24/1999

- Gearbox with friction brake and clutches - ASAs

- Mechanical linkages to connect T/Ls to ASMs - ASMs
- A/T Arm switch and mode select switches on MCP - FDAU
- Thrust lever takeoff/go-around (TO/GA) switches - FCCs
- Thrust lever A/T disconnect switches. - FMCS
- DEUs.

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 737-600/700/800/900 TRAINING MANUAL
A/T SYSTEM -- GENERAL DESCRIPTION
DFCS Mode Control Panel (MCP) You push the red ASA A/T light or one of the A/T
disconnect switches on the thrust levers to cancel the
The DFCS MCP has these switches for the A/T system: warning. This sends an analog signal to the A/T to do a
reset of the warning. There are no aural alerts when
- A/T ARM switch the A/T disengages.
- N1 mode selector
- Speed mode selector. Autothrottle Servo Motors (ASM)

The A/T ARM switch puts the A/T on. The ASMs are below the aisle control stand and flight
compartment floor. The ASMs receive digital thrust rate
You can manually select the A/T N1 and speed modes from commands from the A/T and change the data to electrical
the MCP. When DFCS engages, the FCC selects the A/T pulses to move the servo motors. The motors move the
modes with a mode request through the MCP to the A/T. thrust resolver (TR) packs through a gearbox and slip
In DFCS VNAV mode the FCC uses FMC flight plan data to clutch to move the thrust levers (T/Ls) to a necessary
select the A/T modes. thrust resolver angle (TRA). TRA is sent digitally from
the TR pack to the EECs to set thrust.
The MCP sends discretes for the selected A/T mode, N1
or speed, to the A/T. The MCP also sends the selected The ASMs send tachometer data and feedback signals to
speed or FMC target speed to the A/T to use during the the A/T.
speed mode.
Display Electronics Units (DEU)
TO/GA Switches
The A/T sends mode data to the DEUs to show A/T modes of
The thrust lever TO/GA switches send analog discretes operation on the FMA on the CDS.
to the A/T. The TO/GA switches select the takeoff or
go-around mode. On the ground the TO/GA switches select The FMC calculates engine N1 limits and N1 targets
22-31-00-002 Rev 1 09/24/1999

the takeoff mode. In the air the TO/GA switches select during each flight phase and sends the data to the
the go-around mode if this mode is armed. DEUs. The DEUs show N1 limits on the engine display.
The DEUs send N1 targets to the EECs.
Autoflight Status Annunciators (ASA)

When the A/T disengages, it sends a signal to the ASAs

to show a red that goes on and off for a visual alert.

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 737-600/700/800/900 TRAINING MANUAL
A/T SYSTEM -- GENERAL DESCRIPTION
SMYD takeoff and max thrust go-around the A/T uses EEC TRA
targets and FMC N1 targets to set thrust.
The stall management yaw damper (SMYD) 1 and 2 send
these data to the autothrottle: During takeoff, climb, and max thrust go-around the FMC
N1 targets are the same as the N1 limits. During
- Flap angle reduced thrust climb and cruise operations the FMC N1
- Flight control minimum operating speed targets are less than the N1 limits.
- SMYD discretes.
The FMC calculates gross weight and sends it to the A/T
Flap angle is used to calculate retard mode. to use in calculation of thrust and T/L rate commands.

Flight control minimum operating speed is used to The FMC has an interface for A/T BITE.
compute minimum speed.
FCC
SMYD discretes include flaps up, main gear down and the
air/ground discrete. These are used in the minimum The FCCs send mode request discretes to the A/T to
speed and retard mode calculations. select A/T modes in relation to the active DFCS mode.
The A/T sends mode status to the FCC.
Radio Altimeter
ADIRU
During approach the radio altimeter (RA) sends radio
altitude data to the A/T. This data causes the go- The ADIRUs send this data to the A/T:
around mode to arm below 2000 feet, and during Flare
RETARD mode to move the T/Ls back to idle for landing. - Altitude
- Baro corrected altitude
FMC - Mach
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- Computed airspeed
The FMC calculates thrust N1 limits and N1 targets for - Static air temperature
each flight phase. The data goes to the DEUs. The DEUs - Altitude rate
show the N1 limits on the engine display. The DEUs send - True airspeed
the N1 targets to the EECs, which calculate equivalent - Static pressure
TRA targets to send to the A/T to set thrust. The FMC - Indicated angle of attack
also sends N1 targets directly to the A/T. During - Max airspeed (VMO/MMO)

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 737-600/700/800/900 TRAINING MANUAL
A/T SYSTEM -- GENERAL DESCRIPTION
- Pitch angle
- Roll angle
- Body longitudinal acceleration
- Body normal acceleration
- Ground speed
- Body pitch rate
- Inertial vertical speed.

The A/T uses ADIRU data when calculating throttle lever

rate commands to set engine thrust for precise thrust
adjustments during changing flight conditions.

EEC

The DEUs send FMC N1 targets to the EECs. The EECs use
the data to calculate equivalent TRA targets. The A/T
uses the EEC TRA targets to set thrust during takeoff,
climb, and max thrust go-around. For takeoff and max
thrust go-around the A/T initially uses EEC TRA targets
to move the T/Ls forward. As the T/Ls get to between 4
and 6 degrees of the FMC N1 limit, the A/T then uses FMC
N1 targets to make final T/L adjustments to the FMC N1
limit.
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 737-600/700/800/900 TRAINING MANUAL

COURSE A/T IAS/MACH

ARM

C/O

MA OFF
F/D
ON
N1 SPEED
g g
w w
OFF
MCP

RA 2
SMYD 2 1
A/P A/T FMC
P/RST P/RST P/RST
r r a 2
TEST

ASA
FCC B

FMC RA 1 DEU
SMYD 1
ADIRU 1
ADIRU 2
TOGA 1 FMC SPD LNAV ALT HOLD
TOGA 2
A/T DISCONNECT 1
A/T DISCONNECT 2 CMD
DEU
PFD ON CDS
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EEC FLIGHT DATA RECORDER SYSTEM

AUTOTHROTTLE

FCC A
AUTOTHROTTLE SERVO MOTOR
AND RESOLVER
A/T SYSTEM - GENERAL DESCRIPTION

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 737-600/700/800/900 TRAINING MANUAL
A/T SYSTEM -- FUNCTIONAL DESCRIPTION - MODE SELECTION
General N1 Mode

The A/T computer function in flight control computer A You use the N1 mode during these flight phases:
(FCC A) receives digital and analog data from different
systems and sensors to set operation modes. This data - Takeoff
comes to the mode management software in lane 2 through - Climb
the input devices and the sensor signal management - Maximum thrust go-around.
circuits.
In N1 mode the A/T controls thrust to the EEC TRA
The A/T has two primary modes of operation, speed target calculated by the EEC for the equivalent FMC N1
control and N1 control. These are the only two A/T target. Selection of the N1 mode is in these four ways:
modes that you can select on the MCP. In relation to
the flight phase and mode selected the A/T can go to - Pilot selects N1 mode from the MCP
these other modes: - DFCS makes an N1 mode request when DFCS is engaged
- Pilot pushes TO/GA switch for takeoff (on ground)
- Arm - Pilot pushes TO/GA switch a second time during
- Retard reduced thrust go-around (in the air).
- Throttle hold
- Go-around When DFCS engages in VNAV climb or LVL CHG climb, the
- Test (on the ground). FCCs give the A/T an N1 mode command. When the DFCS is
not engaged, the pilot can push the N1 selector switch
After the A/T goes to a mode, it puts mode selection on the MCP to select the N1 mode.
data on the general ARINC output bus. These systems use
the mode selection data: Throttle Hold Mode

- DEUs to show A/T modes The A/T goes into throttle hold mode during the takeoff
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- FDAU for data download and storage to the FDR ground roll. In this mode the A/T removes power to the
- FCCs for A/T mode status. ASMs so the A/T can not move the T/Ls during the
takeoff roll and initial climbout. The A/T uses two
The A/T controls power to the ASMs. The A/T removes different functions to remove power from the ASMs. One
power from the ASMs during throttle hold mode operation is a software function, and the other is a hardware
during takeoff. function. When the throttle hold functions agree and

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A/T SYSTEM -- FUNCTIONAL DESCRIPTION - MODE SELECTION
remove power to the servos, the A/T mode shows THR HLD Selection of the A/T speed mode can be automatic or
on the FMA. manual. If the DFCS engages, the DFCS selects the A/T
speed mode, FMC SPD or MCP SPD, in relation to the
Arm Mode active DFCS pitch mode. The pilot can also push the A/T
speed mode selector switch on the MCP to select A/T MCP
In ARM mode no active A/T mode is selected. In the ARM SPD mode.
mode the A/T is enabled and can receive commands. The
ASMs have power, but the A/T control logic does not let Retard Mode
the servo motors move the thrust levers. The A/T goes
to ARM mode during these conditions: In the RETARD mode the A/T moves the T/Ls to the aft
stops. These are the two retard modes.
- On the ground when A/T arms during preflight
- After THR HOLD mode above 800 feet barometric alt - Descent RETARD
- During descent RETARD when T/Ls get to the aft - Flare RETARD.
stops.
Descent RETARD occurs during descent from altitude.
Speed Mode Flare RETARD occurs during flare to landing. These
modes show as RETARD on the FMA on CDS.
In the speed mode the A/T controls engine thrust to
control airplane speed. To do this, the A/T compares Descent RETARD occurs during DFCS VNAV SPD decent, or
the actual computed airspeed (CAS) from the ADIRU to when the pilot selects LVL CHG descent on the MCP.
the target speed from the MCP. These are the two A/T During DFCS VNAV SPD descent the A/T usually starts a
speed modes: retard of the T/Ls to idle at the FMC top of descent
(TOD). When the T/Ls get to the aft stops, the A/T mode
- FMC SPD from the FMC target speed changes from RETARD to ARM. The A/T stays in the ARM
- MCP SPD from the speed selected on the MCP. mode until selection of a new mode.
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In FMC SPD mode the A/T controls thrust to control Flare RETARD occurs during landing flare. During flare
airplane speed to the FMC flight plan target speed. retard the A/T does a retard of the T/Ls to idle, and
When the A/T is in MCP SPD mode, it controls thrust to RETARD shows on the FMA. The T/Ls move back to the aft
control airplane speed to the target speed selected on stops as the airplane does a flare for landing and
the MCP. touchdown. The A/T disengages 2 seconds after
touchdown.

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 737-600/700/800/900 TRAINING MANUAL
A/T SYSTEM -- FUNCTIONAL DESCRIPTION - MODE SELECTION
Go-Around Mode

During approach when you push a TO/GA switch once, the

A/T gives a reduced thrust go-around command. The A/T
mode on the FMA shows GA.

During go-around if you push a TO/GA switch a second

time, the A/T gives a maximum thrust go-around command
to the FMC go-around N1 limit. The A/T mode on the FMA
changes from GA to N1.

The go-around mode does a reset if the N1 or the speed

mode is selected on the MCP.
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 737-600/700/800/900 TRAINING MANUAL

ARM MODE RETARD MODE

- A/T IS ENABLED BUT NO - DESCENT RETARD OCCURS IN DFCS
ACTIVE MODE IS SELECTED VNAV DESCENT OR LVL CHG DESCENT
I
N S - FLARE RETARD OCCURS AT 24 FT RA
P E AFTER DFCS GOES TO FLARE MODE
U N - IF DFCS IS NOT ENGAGED
T S FLARE RETARD OCCURS AT 27 FT RA
O IF IN SPEED MODE AND ON
A R GLIDESLOPE AND FLAPS >12.5 DEG
N S
ANALOG D I
DISCRETES G N1 MODE SPEED MODES
O N - DFCS N1 MODE REQUEST - FMC SPEED OR MCP SPEED
U A
T L - MANUAL N1 MODE REQUEST - DFCS SELECTS THE SPEED MODE
P M - TO/GA SWITCH PUSHED OR IT MAY BE SELECTED
U A FOR TAKEOFF (ON GROUND) MANUALLY ON THE MCP
DIGITAL T N - TO/GA PUSHED SECOND TIME
DATA A DURING GO-AROUND (IN AIR)
D G
E E
V M THROTTLE HOLD MODE GO-AROUND MODES
I E - STARTS WHEN AIRSPEED - REDUCED THRUST G/A WHEN
C N IS >80 KNOTS CAS, AND BELOW 2,000 FEET AND TO/GA
E T ANNUNCIATES AT 84 KNOTS IS PUSHED ONCE (GA MODE)
S
- ENDS WHEN BARO ALT >800 - MAX THRUST G/A WHEN TO/GA
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FEET AND MORE THAN 10 IS PUSHED A SECOND TIME

SECONDS AFTER LIFT-OFF DURING GO-AROUND (N1 MODE)
MODE MANAGEMENT
LANE 2

FCC A

A/T SYSTEM - FUNCTIONAL DESCRIPTION - MODE SELECTION

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 737-600/700/800/900 TRAINING MANUAL
A/T SYSTEM -- OPERATION - OVERVIEW
General

The A/T operates on the ground for takeoff and during

flight. The A/T system controls engine thrust for these
flight sequences:

- Takeoff
- Climb
- Cruise
- Descent
- Approach
- Flare
- Go-around.

For each flight phase the pilot can select the A/T N1
or speed modes from the MCP. If the DFCS engages, it
selects the A/T mode. The N1 or speed mode select
switch light comes on to show the mode is active. When
the light is on, a second push removes the mode from
active status.

You use the TO/GA switches to start the takeoff or go-

around modes.
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 737-600/700/800/900 TRAINING MANUAL

COURSE A/T IAS/MACH HEADING ALTITUDE VERT SPEED A/P ENGAGE COURSE
A B
ARM VNAV LNAV
g g
CMD CMD
w w g g
w w
C/O 10 30
MA VOR LOC DN MA
CWS CWS
OFF SPD g
ALT
F/D
ON INTV
w
INTV
g
w
g
w
F/D
ON
TO/GA
N1 SPEED LVL CHG HDG SEL APP ALT HLD V/S
DISENGAGE SWITCHES
g g g g g g g

OFF w w w w w w w UP OFF

MODE CONTROL
PANEL
MODE SELECT
SWITCHES
THRUST LEVERS

CRUISE

DESCENT

CLIMB
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GO-AROUND
APPROACH

TAKEOFF FLARE

A/T SYSTEM - OPERATION - OVERVIEW

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