B737--600/700/800/900
General Familiarization
One Stop Airline
MRO Support Pvt. Ltd
Training Manual
One Stop Airline
MRO Support Pvt. Ltd
Boeing
B737--600/700/800/900
ATA DIVERSE
General Familiarization
Level 1
OSA B737--6_DIVERSE_L1
Issue:
Jul 2007
Author:
OSA
For Training Purposes Only
E OSA 2007
Training Manual
One Stop Airline
MRO Support Pvt. Ltd
For training purposes and internal use only.
E Copyright by One Stop Airline MRO Support Pvt. Ltd (OSA).
OSA is the owner of all rights to training documents and training
software.
Any use outside the training measures, especially reproduction
and/or copying of training documents and software -- also extracts
there of -- in any format all (photocopying, using electronic systems
or with the aid of other methods) is prohibited.
Passing on training material and training software to third parties
for the purpose of reproduction and/or copying is prohibited without
the express written consent of OSA.
Copyright endorsements, trademarks or brands may not be
removed.
A tape or video recording of training courses or similar services is
only permissible with the written consent of OSA.
In other respects, legal requirements, especially under copyright
and criminal law, apply.
B737-- 600/700/800/900
GENERAL FAMILIARIZATION
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
One Stop Airline
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ATA DOC
Page 1
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
INTRODUCTION
GENERAL AIRCRAFT
One Stop Airline
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B737-- 600/700/800/900
GENERAL DESCRIPTION
The design of the B737 NG (Next Generation) is based on the B737 Classic
family: B737--300/-400/-500.
The Boeing B737 NG is a twin engine airplane. It is designed for short to
medium range operation and consists of four models:
S B737--600
S B737--700
S B737--800
S B737--900
In this document, the use of the designator B737 NG without a reference to a
specific model indicates that this information applies to all four models.
Evaluation
The Boeing 737 NG programme was launched in June 1993, starting with the
B737--700 (22cm (9in) longer than the original B737--300 and a seating up to
149).
The B737--800 project was launched in September 1994 and is based on the
B737--400 but is significantly longer at 39.4m (129ft 6in) and seats up to 189.
The --800 has been available with winglets since May 2001. These reduce
aerodynamic drag thereby reducing fuel consumption by up to 7%.
The B737--600 was the third of the NG’s to be built and started in March 1995
and originated as the B737--500 with a similar length fuselage, seating between
108--132.
Boeing began work on the stretched B737--900 in April 1997 and opted to use
the same (-800) emergency exit layout, with 4 main exit doors and 4 overwing
exits, thereby still restricting the maximum passenger load to 189.
FRA US/E GiM
Mai 10, 2006
INTRO
Page 2
OSA MRO Support Pvt. Ltd
INTRODUCTION
GENERAL AIRCRAFT
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MRO Support Pvt. Ltd
B737-- 600/700/800/900
35,80 mtr
12,60 mtr
FOR TRAINING PURPOSES ONLY!
14,30 mtr
B737--600
B737--700
B737--800
B737--900
31,20 mtr
33,60 mtr
39,50 mtr
42,10 mtr
Figure 1
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Mai 10, 2006
Dimension
INTRO
Page 3
OSA MRO Support Pvt. Ltd
INTRODUCTION
GENERAL AIRCRAFT
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
B737--600
B737--700
B737--800
B737--900
Taxi
56530
60550
78460
79243
Take-off
56250
60330
78220
79016
Landing
54650
58060
65310
66360
Zero-fuel
51480
54660
61690
62730
Model
CFM56--7
CFM56--7
CFM56--7
CFM56--7
Type
B18
B20 / B22 / B24
B24 / B26 / B27
B24 / B26 / B27
Static Thrust (lb)
19500
20600 / 22700 / 24200
24200 / 26400 / 27300
24200 / 26400 / 27300
Bypass Ratio
5.5 : 1
5.4 : 1
5.3 : 1
5.1 : 1
132
149
189
189
23.30
30.20
47.10
52.40
20536
20536
20536
20536
2926
2726
Maximum weight (kg):
Powerplant:
Accomodation:
Max. Seating (single class)
Hold Volume (m3)
Fuel (kg):
Standard
FOR TRAINING PURPOSES ONLY!
Optional (BBJ)
30170
Long Range Cruise:
Range with max. payload (nm)
3153
3299
Figure 2
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Mai 10, 2006
Aircraft Data
INTRO
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OSA MRO Support Pvt. Ltd
INTRODUCTION
GENERAL AIRCRAFT
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
P7
P1
P2
P3
P8
P9
P7 (GLARESHIELD)
1
FOR TRAINING PURPOSES ONLY!
1
P1
Figure 3
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Mai 10, 2006
P2
FLIGHT DECK PANEL - FRONT VIEW
INTRO
P3
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OSA MRO Support Pvt. Ltd
INTRODUCTION
GENERAL AIRCRAFT
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MRO Support Pvt. Ltd
B737-- 600/700/800/900
P8
FOR TRAINING PURPOSES ONLY!
P8
P9
PILOTS’ CONTROL STAND
P9
Figure 4
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FLIGHT DECK PANEL - PEDESTAL
INTRO
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OSA MRO Support Pvt. Ltd
INTRODUCTION
GENERAL AIRCRAFT
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
1
P 5 AFT
P 5 AFT
FOR TRAINING PURPOSES ONLY!
P 5 FWD
P 5 FWD
Figure 5
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Mai 10, 2006
FLIGHT DECK PANEL - OVERHEAD
INTRO
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OSA MRO Support Pvt. Ltd
INTRODUCTION
GENERAL AIRCRAFT
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
GROUND OPERATIONS
The doors, service connections and access panels on the B737 NG are located
to facilitate simultaneous ground operations and minimum ground operations
and turn around times.
FOR TRAINING PURPOSES ONLY!
Self--Sufficiency
The 737 can operate from modern and non--modern airports. These are the
Systems that make the airplane self sufficient:
S The APU supplies on--ground or in--flight electrical power
S The APU supplies air for engine starting
S The APU maintains an air--conditioned cabin during ground operations
S The APU is started from the airplane battery
S The airplane has large fuel and water capacity
S Alternative Systems allow dispatch with inoperative Systems
S Two or more Systems which have equal function but one System operates
at a time which allows more rapid fault dispatching
S Self--contained airstairs (Option)
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INTRO
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OSA MRO Support Pvt. Ltd
INTRODUCTION
GENERAL AIRCRAFT
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
FUELING
GALLEY
SERVICE
BAGGAGE
HANDLING
BAGGAGE
HANDLING
POTABLE WATER
SERVICE
ELECTRICAL
POWER
APU
2
1
FOR TRAINING PURPOSES ONLY!
FORWARD
AIRSTAIRS
STARTING
AIR
1
1
2
NOT REQUIRED IF APU IS IN USE.
AUXILIARY POWER UNIT CAN PROVIDE:
w ELECTRICAL POWER
w ENGINE START
w AIR CONDITIONING
AIR
CONDITIONING
1
POSITION)
Figure 6
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VACUUM GALLEY
LAVATORY SERVICE
SERVICE (SECOND
Servicing
INTRO
Page 9
OSA MRO Support Pvt. Ltd
MAINTENANCE DOCUMENTS
One Stop Airline
MRO Support Pvt. Ltd
MAINTENANCE DOCUMENTS - INTRODUCTION
General
The maintenance documents will help you to do scheduled and unscheduled
maintenance work.
B737-- 600/700/800/900
Dispatch Deviation Guide
The Dispatch Deviation Guide (DDG) supplies Boeing’s recommended
minimum equipment required for dispatch in the Master Minimum Equipment
List (MMEL). It also supplies the procedures for dispatch with a fault if
permitted.
Training Information Point
Each maintenance document has an introduction to show you how to use that
document.
System Schematics Manual
The System Schematic Manual (SSM) gives the user an understanding of
system operation and helps in the fault isolation process.
It supplies the interconnection of all LRUs of a system or subsystem.
It also supplies a general know-ledge about system operation.
Standard Wiring Practices Manual
The Standard Wiring Practices Manual has instructions for maintenance and
repair of the wiring of all Boeing airplanes.
It is not customized.
FOR TRAINING PURPOSES ONLY!
Fault Reporting Manual
The flight crew uses the Fault Reporting Manual (FRM) to improve
communication with maintenance personnel and for future automatized fault
reporting.
The flight crew uses the FRM to get fault codes for airplane faults.
These faults can be flight deck effects or other faults.
The FRM has standard log book write-ups for each fault code.
FRM fault codes refer you to the FIM - Task.
Structural Repair Manual
The Structural Repair Manual (SRM) supplies descriptive information and
specific instructions to help in field repair of airplane structure. The SRM is not
customized. It has data relative to these areas:
S Allowable damage evaluation
S Typical repairs
S Material identification
S Material substitution
S Fastener installation
S Alignment check
S Planning.
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Documentation
Page 10
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
NOTE:
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
MAINTENANCE DOCUMENTS
THE SHADOWED DOCUMENTS CAN BE FOUND IN
THE BOEING PORTABLE MAINTENANCE AID (PMA)
PMA
Figure 7
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Mai 10, 2006
MAINT. DOCUMENTS - INTRODUCTION
Documentation
Page 11
OSA MRO Support Pvt. Ltd
MAINTENANCE DOCUMENTS
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
Scheduled Maintenance
These are examples of scheduled maintenance work:
S Through stop checks
S Airplane turn around
S Daily checks
S Planned checks.
Unscheduled Maintenance
These are examples of unscheduled maintenance work:
S Flight faults
S Ground faults
S Service problems
S Structural damage.
You use these documents to do scheduled maintenance:
S Maintenance Planning Document (MPD)
S Airplane Maintenance Manual (AMM).
You use these documents to do unscheduled maintenance:
S Fault Reporting Manual (FRM)
S Fault Isolation Manual (FIM) (PMA)!
S Structural Repair Manual (SRM)
S Dispatch Deviations Guide (DDG)
S Airplane Maintenance Manual (AMM) (PMA)!
These documents supply supporting data to do scheduled maintenance:
S System Schematics Manual (SSM)
S Wiring Diagram Manual (WDM)
S Structural Repair Manual (SRM)
S Illustrated Parts Catalog (IPC).
S Maintenance Planning Document
NOTE:
NOTE: SOME OF THIS DOCUMENTS CAN BE FOUND IN THE
DIGITAL BOEING PORTABLE MAINTENANCE AID (PMA)!
FOR TRAINING PURPOSES ONLY!
The Maintenance Planning Document (MPD) defines the tasks for each type of
scheduled maintenance check.
Airlines use the MPD to make task cards that the technician uses during the
maintenance checks.
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Mai 10, 2006
Documentation
Page 12
One Stop Airline
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SCHEDULED MAINTENANCE
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
MAINTENANCE DOCUMENTS
B737-- 600/700/800/900
UNSCHEDULED MAINTENTANCE
NOTE:
THE SHADOWED DOCUMENTS CAN BE FOUND IN
THE BOEING PORTABLE MAINTENANCE AID (PMA)
Figure 8
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Mai 10, 2006
PMA
MAINT. DOCUMENTS - MAINTENANCE
Documentation
Page 13
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
ELECTRICAL POWER
ATA 24
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ELECTRICAL POWER
POWER AND CONTROL
The electrical power system makes and supplies AC and DC power to airplane.
The system has automatic and manual controls and protection.
A standby AC and DC system gives normal and emergency power.
AC Power
The electrical power system has four main AC power sources and one standby
power source.
These are the main AC power sources and their supply capacity:
S Left integrated drive generator (IDG 1) (90 KVA)
S Right integrated drive generator (IDG 2) (90 KVA)
S APU starter-generator (90 KVA below 32,000 feet/9,753 meters, and goes
down to 66 KVA at 41,000 feet/12,496 meters)
S External power (90 KVA).
The IDGs and APU starter-generator supply a 3 phase,115/200 volts (nominal)
at 400 Hz. The AC power system design prevents two sources to the same
load at the same time.
The static inverter supplies a one phase, 115v ac output to the AC standby
bus.
DC Power
Three transformer rectifier units (TRUs) change 115v ac to 28v dc.
The airplane also has these DC power sources:
S Main battery
S Main battery charger
S Auxiliary battery
S Auxiliary battery charger.
The batteries are the backup DC source if other sources do not operate.
The standby power control unit (SPCU) controls the distribution of dc power.
Standby Power
With the loss of norma power, the standby power system supplies a minimum
of 60 minutes of AC and DC power to systems necessary to maintain safe
flight. The batteries supply DC power. The static inverter uses battery power to
FRA US/E GiM
Mai 10, 2006
B737-- 600/700/800/900
24-- 00
make AC power. The SPCU controls the distribution of AC and DC standby
power.
Protection
The electrical power system uses automatic control to protect the system from
source failure or load failure. These line replaceable units (LRUs) supply the
system with protection and control logic:
S Left generator control unit (GCU 1)
S Right generator control unit (GCU 2)
S APU generator control unit (AGCU)
S Bus power control unit (BPCU)
S Standby power control unit (SPCU)
S Start converter unit (SCU).
The GCUs monitor the system to control and protect the IDGs.
The APU GCU and the starter converter unit (SCU) work together to control
and protect the APU starter-generator.
The bus power control unit (BPCU) controls and monitors the use of external
power. The BPCU protects the airplane from external power whose quality is
out of limits.
Control
These modules on the P5 panel give manual control of the electrical power
system:
S Electrical meters, battery and galley power module (P5-13)
S Generator drive and standby power module (P5-5)
S 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 only when power is good and no other power source is on the bus.
These are the main breakers:
S External power contactor (EPC)
S APU power breaker (APB)
S Generator control breaker (GCB)
S Bus tie breakers (BTBs).
ATA 24 Electric
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OSA MRO Support Pvt. Ltd
ELECTRICAL POWER
DC AMP
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
24-- 00
CPS FREQ
A
SYS
DATA
EPC
DC VOLTS / AC AMPS / AC VOLTS
BPCU
BAT
TR1
GEN1
TR2
BAT
BUS
TR3
GRD
PWR
INV
STBY
PWR
TEST
STBY
PWR
TEST
OFF
OFF
BAT
GALLEY
ON
ON
A
EXTERNAL POWER
APU GEN
GEN2
STATIC
INV
TRU 1
TO
SYS
GCB 2
AC
DC
P5--13
2
1
STANDBY POWER
DISCONNECT
DISCONNECT
BAT
OFF
GCU 2
SYS
STATUS
IDG 2
AUTO
TO
SYS
A
SCU
P5--5
APB
ON
BUS TRANSFER
A
O
U
F
T
F
O
OFF
ON
GEN 1
SYS
STATUS
AGCU
APU
STARTER--GENERATOR
CHARGER
A
DC
BUSES
SPCU
OFF
APU GEN
APU
ON
GEN 2
GCB 1
P5--4
GCU 1
Figure 9
FRA US/E GiM
DC STDBY
TRU 3
GRD
PWR
OFF
FOR TRAINING PURPOSES ONLY!
AC STDBY
TRU 2
Mai 10, 2006
IDG 1
AC
BUSES
BATTERY
POWER / CONTROL - GEN. DESCRIPTION
ATA 24 Electric
Page 15
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
ELECTRICAL POWER
One Stop Airline
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EL. METERS, BATTERY & GALLEY POWER MODULE
General
You use the electrical meters, battery and galley power module (P5-13) for
these functions:
S See electrical power parameters for AC and DC components or buses
S Connect battery power to electrical buses with the battery switch
S Supply and remove power to the galleys with the galley switch.
The module also has these BITE functions:
S Supplies DC and standby power system failure indication
S Monitors the dc and standby power and saves fault messages in memory.
S Shows fault messages on the LED alphanumeric display.
See the training information point page in this section for more information on
BITE.
AC Meter Selector
The AC meter selector is a rotary selector with seven positions.
Each position, except the TEST position, is related to an AC power source or
AC bus.
The alphanumeric display shows these parameters for the three generators:
S Voltage (AC VOLTS)
S Load (AC AMPS)
S Output frequency (CPS FREQ).
The alphanumeric, display shows only voltage and frequency when you select
one of these:
S STBY PWR
S GRD PWR
S INV.
The selector must be in the TEST position to use the P5-13 BITE.
FRA US/E GiM
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B737-- 600/700/800/900
24-- 00
DC Meter Selector
The DC meter selector is a rotary selector with seven positions. Each position,
except the TEST position, is related to a DC power source or DC bus.
Voltage (DC VOLTS) and load (DC AMPS) show on the alphanumeric display
when you put the selector in any of the TR positions or any of the BAT
positions.
Only voltage shows when you put the selector to the BAT BUS or STBY PWR
positions.
The selector must be in the TEST position to use the P5-l3 BITE.
BAT DISCHARGE Light
The amber BAT DISCHARGE light gives indication of main battery discharge
or auxiliary battery discharge. The
BAT DISCHARGE light temporarily comes on during an APU start with battery
power.
See the APU chapter for more information on APU starting.(AMM PART I 49)
TR UNIT Light
The amber TR UNIT light gives indication of transformer rectifier unit (TRU)
failure.
The TR UNIT light comes on for any one of these reasons:
S Any TRU fails on the ground, or
S TRU 1 fails in flight, or
S TRU 2 and TRU 3 fail in flight.
ELEC Light
The ELEC light gives indication that the DC system or standby power system
has a failure. You use BITE to find the failure.
The amber ELEC light comes on only when the airplane is on the ground.
MAINT Switch
You use the maintenance switch during BITE. The BITE operates only on the
ground.
The maintenance switch is a momentary push-button switch.
ATA 24 Electric
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OSA MRO Support Pvt. Ltd
ELECTRICAL POWER
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
ELECTRICAL METERS,
BATTERY, AND GALLEY
POWER MODULE (P5)
DC AMP
24-- 00
CPS FREQ
LED
ALPHANUMERIC
DISPLAY
DC VOLTS / AC AMPS / AC VOLTS
BAT
DISCHARGE
a
FLIGHT COMPARTMENT
DC METER
SELECTOR
TR UNIT
a
FOR TRAINING PURPOSES ONLY!
OFF
OFF
ON
ON
BATTERY SWITCH
(BEHIND COVER)
TR1
TR2
STBY
PWR TEST
TR3
GEN1
MAINT
APU GEN
GEN2
GRD
PWR
DC
AC METER
SELECTOR
INV
STBY
PWR
TEST
OFF
ON
IFE/PASS
SEAT
a
OFF
BAT
CAB/UTIL
ELEC
AUX BAT
BAT
BAT
BUS
2
MAINTENANCE
SWITCH
GALLEY
ON
GALLEY
POWER
SWITCH
1
AC
ELECTRICAL METERS, BATTERY, AND GALLEY POWER MODULE (P5)
1
AIRPLANES WITH GALLEY SWITCH
2
AIRPLANES WITH CABIN UTILITY AND IFE SWITCHES
Figure 10
FRA US/E GiM
Mai 10, 2006
EL. METERS / BATTERY / GALLEY PWR MODULE
ATA 24 Electric
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OSA MRO Support Pvt. Ltd
ELECTRICAL POWER
One Stop Airline
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B737-- 600/700/800/900
24-- 00
LED Alphanumeric Display
The LED alphanumeric display shows this type of information:
S DC parameters (amps, volts)
S AC parameters (amps, volts, frequency)
S As many as two lines of maintenance fault messages.
The selectors and the maintenance switch control what shows on the
alphanumeric display.
Battery Switch
The main battery energizes these buses and components when you put the
battery switch to the ON position:
S Switched hot battery bus
S Battery bus
S Static inverter
S AC standby bus
S DC standby bus
S P5-13 alphanumeric display.
The battery switch is a two-position switch. The cover, when down, is a guard
for the switch in the ON position. You must lift the cover before you move the
switch to the OFF position.
FOR TRAINING PURPOSES ONLY!
Galley Switch
The galley switch controls galley electrical power. The switch is a two-position
switch.
Cab/Util Switch and IFE / Pass Seat Switches
Airplanes with CAB/UTIL and IFE/PASS SEAT switches; the CAB/UTIL switch
controls galley and some utility’s electrical power.
A second switch, the IFE/PASS SEAT switch, controls electrical power to
passenger in--flight entertainment, cabin phones and passenger seat outlets.
The two cabin power control switches are two--position switches
FRA US/E GiM
Mai 10, 2006
ATA 24 Electric
Page 18
OSA MRO Support Pvt. Ltd
ELECTRICAL POWER
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
ELECTRICAL METERS,
BATTERY, AND GALLEY
POWER MODULE (P5)
DC AMP
24-- 00
CPS FREQ
LED
ALPHANUMERIC
DISPLAY
DC VOLTS / AC AMPS / AC VOLTS
BAT
DISCHARGE
a
FLIGHT COMPARTMENT
DC METER
SELECTOR
TR UNIT
a
FOR TRAINING PURPOSES ONLY!
OFF
OFF
ON
ON
BATTERY SWITCH
(BEHIND COVER)
TR1
TR2
STBY
PWR TEST
TR3
GEN1
MAINT
APU GEN
GEN2
GRD
PWR
DC
AC METER
SELECTOR
INV
STBY
PWR
TEST
OFF
ON
IFE/PASS
SEAT
a
OFF
BAT
CAB/UTIL
ELEC
AUX BAT
BAT
BAT
BUS
2
MAINTENANCE
SWITCH
GALLEY
ON
GALLEY
POWER
SWITCH
1
AC
ELECTRICAL METERS, BATTERY, AND GALLEY POWER MODULE (P5)
1
AIRPLANES WITH GALLEY SWITCH
2
AIRPLANES WITH CABIN UTILITY AND IFE SWITCHES
Figure 11
FRA US/E GiM
Mai 10, 2006
EL. METERS / BATTERY / GALLEY PWR MODULE
ATA 24 Electric
Page 19
OSA MRO Support Pvt. Ltd
ELECTRICAL POWER
One Stop Airline
MRO Support Pvt. Ltd
GENERATOR DRIVE AND STBY POWER MODULE
General
The generator drive and standby power module (P5-5) has these indications
and manual controls:
S IDG low oil pressure indication (DRIVE lights)
S Indication that the battery bus or either standby bus do not have power
(STANDBY PWR OFF light)
S Generator drive disconnect switches
S Standby power switch.
B737-- 600/700/800/900
24-- 00
Standby Power Switch
The standby power switch gives you manual control of the AC and DC standby
power bus sources.
The switch is a three-position switch.
The switch is usually in the AUTO position. The cover is a guard for the switch
in the AUTO position.
DRIVE Light
The amber DRIVE light comes on when the IDG oil pressure is less than the
operation limit.
FOR TRAINING PURPOSES ONLY!
Generator Drive Disconnect Switch
The generator drive disconnect switch operates the disconnect mechanism for
its (IDG) when the respective engine start lever is in the idle position.
This removes engine accessory gearbox power from the IDG.
There is one witch for each IDG. Each switch is spring-loaded to the NORMAL
position.
The DISCONNECT position is a momentary position.
The cover is a guard for the switch in the NORMAL position.
Break-away wire usually keeps the cover down.
You must lift the cover and break the wire to move the switch.
STANDBY PWR OFF Light
The amber STANDBY PWR OFF light comes on when any of these buses do
not have power:
S AC standby bus
S DC standby bus
S Battery bus.
FRA US/E GiM
Mai 10, 2006
ATA 24 Electric
Page 20
OSA MRO Support Pvt. Ltd
ELECTRICAL POWER
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
24-- 00
STANDBY POWER SWITCH
(BEHIND GUARD)
1
DRIVE
A
STANDBY
PWR OFF A
2
STANDBY POWER
DRIVE A
DISCONNECT
DISCONNECT
FOR TRAINING PURPOSES ONLY!
GENERATOR DRIVE DISCONNECT
SWITCH (BEHIND GUARD)
BAT OFF AUTO
R
R
GENERATOR DRIVE AND STANDBY POWER MODULE (P5)
Figure 12
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Mai 10, 2006
GEN. DRIVE / STBY POWER MODULE
ATA 24 Electric
Page 21
OSA MRO Support Pvt. Ltd
ELECTRICAL POWER
One Stop Airline
MRO Support Pvt. Ltd
General
The upper part of the AC systems, generator and APU module (P5-4) has
these lights:
S GRD POWER AVAILABLE
S TRANSFER BUS OFF
S SOURCE OFF
S GEN OFF BUS
S APU GEN OFF BUS.
The upper part of the module also has these manual controls:
S Ground power switch
S Engine generator switches
S APU generator switches
S Bus transfer switch.
FOR TRAINING PURPOSES ONLY!
GROUND POWER AVAILABLE Light
The GRD POWER AVAILABLE light is on when external AC power is
connected and the quality is good.
The light is bright blue when on.
Ground Power Switch
You use the ground power switch to control external power to the AC transfer
buses.
See Electrical Power - Operation - General Description in this section for more
information.
TRANSFER BUS OFF Light
The amber TRANSFER BUS OFF light comes on when the AC transfer bus
does not have power.
There is one light for each AC transfer bus.
Mai 10, 2006
24-- 00
SOURCE OFF Light
The amber SOURCE OFF light supplies indication that an AC transfer bus is
not energized by the selected source.
The left SOURCE OFF light is related to these sources:
S IDG 1 (GEN 1 switch)
S APU (left APU GEN switch)
S External power (ground power switch).
The right SOURCE OFF light is related to these sources:
S IDG 2 (GEN 2 switch)
S APU (right APU GEN switch)
S External power (ground power switch).
The SOURCE OFF light does not indicate that the AC transfer bus is
de-energized. For example, in flight the left SOURCE OFF light comes on
when GCB 1 trips.
However, the bus transfer function lets IDG 2 power AC transfer bus 1
S IDG1 fails
S The bus transfer function closes the BTBs, and
S Both AC transfer buses receive power from IDG2.
AC SYSTEMS, GENERATOR AND APU MODULE
FRA US/E GiM
B737-- 600/700/800/900
GEN OFF BUS Light
The blue GEN OFF BUS light comes on when the engine generator control
breaker (GCB) is open.
This shows that the IDG is not a power source in use. The light goes off when
the GCB closes.
APU GEN OFF BUS Light
The blue APU GEN OFF BUS light shows that the APU is running, but its
generator is not a power source in use.
The light is on when the APU is running and the auxiliary power breakers
(APBs) is open.
The light goes off when the APB closes or you shut down the APU.
ATA 24 Electric
Page 22
OSA MRO Support Pvt. Ltd
ELECTRICAL POWER
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
24-- 00
GRD POWER
AVAILABLE
GRD
PWR
OFF
GROUND POWER
SWITCH
ON
BUS TRANSFER
TRANSFER
BUS OFF A
O
F
F
SOURCE
OFF A
FOR TRAINING PURPOSES ONLY!
GEN OFF
BUS B
TRANSFER
BUS OFF A
BUS TRANSFER
SWITCH
(BEHIND COVER)
SOURCE
OFF A
GEN OFF
BUS B
APU GEN
OFF BUS B
OFF
OFF
ON
ON
GEN 1
APU GENERATOR
SWITCH (2)
A
U
T
O
APU GEN
ENGINE GENERATOR
SWITCH (2)
GEN 2
APU
B
MAINT
LOW OIL A
PRESSURE
FAULT
A
OVER
SPEED A
AC SYSTEMS, GENERATOR, AND APU MODULE (P5--4)
Figure 13
FRA US/E GiM
Mai 10, 2006
AC SYSTEMS / GENERATOR / APU MODULE
ATA 24 Electric
Page 23
OSA MRO Support Pvt. Ltd
ELECTRICAL POWER
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
24-- 00
Engine Generator Switches
The engine generator switches give manual control for IDG power source
selection.
Each switch is a three-position switch and is spring-loaded to the center
(neutral) position.
The ON and OFF positions are momentary positions.
You put a generator switch momentarily to the ON position to make that IDG
the power source for its AC transfer bus.
If IDG power quality is good, the electrical power system will first remove the
present power source (open its generator breaker).
Then, the generator breaker for the IDG will close and the IDG will now supply
power.
See Electrical Power - Operation - General Description in this section for more
information.
FOR TRAINING PURPOSES ONLY!
APU Generator Switches
The APU engine generator switches give manual control for APU generator
power source selection.
There are two switches because there are two bus tie breakers (BTBs).
The switches operate like the engine generator switches.
See Electrical Power - Operation - General Description in this section for more
information.
Bus Transfer Switch
The bus transfer switch gives you manual control of the BTBs and the DC bus
tie relay.
The switch has two positions.
The switch is usually in the AUTO position. A cover is a guard for the switch in
the AUTO position.
In the AUTO position, the BTBs and the DC bus tie relay work automatically as
necessary.
The BTBs and the DC bus tie relay open when the switch is put to the OFF
position.
See Electrical Power - Operation - General Description in this section for more
information.
FRA US/E GiM
Mai 10, 2006
ATA 24 Electric
Page 24
OSA MRO Support Pvt. Ltd
ELECTRICAL POWER
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
24-- 00
GRD POWER
AVAILABLE
GRD
PWR
OFF
GROUND POWER
SWITCH
ON
BUS TRANSFER
TRANSFER
BUS OFF A
O
F
F
SOURCE
OFF A
FOR TRAINING PURPOSES ONLY!
GEN OFF
BUS B
TRANSFER
BUS OFF A
BUS TRANSFER
SWITCH
(BEHIND COVER)
SOURCE
OFF A
GEN OFF
BUS B
APU GEN
OFF BUS B
OFF
OFF
ON
ON
GEN 1
APU GENERATOR
SWITCH (2)
A
U
T
O
APU GEN
ENGINE GENERATOR
SWITCH (2)
GEN 2
APU
B
MAINT
LOW OIL A
PRESSURE
FAULT
A
OVER
SPEED A
AC SYSTEMS, GENERATOR, AND APU MODULE (P5--4)
Figure 14
FRA US/E GiM
Mai 10, 2006
AC SYSTEMS / GENERATOR / APU MODULE
ATA 24 Electric
Page 25
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
ELECTRICAL POWER
One Stop Airline
MRO Support Pvt. Ltd
GENERATOR DRIVE - GENERAL DESCRIPTION
Purpose
The generator drive makes the normal source of AC power in flight.
There are two IDGs on the airplane.
Each supplies 115/200v ac, 400 Hz power.
Each IDG can supply up to 90 KVA.
General Description
The engine accessory gearbox turns the IDG. Because engine speed changes,
the gearbox speed also changes. The IDG takes the variable input speed and
changes it into a constant speed (24,000 rpm) for its internal AC generator.
The IDG uses a combination of internal mechanical and hydraulic components
to supply the constant speed to the generator.
The IDG uses oil for these purposes:
S Hydromechanical
S Lubrication
S Cooling.
The IDG has an oil cooling system. The cooling system has two external
cooling components:
S Air/oil cooler
S Fuel/oil heat exchanger.
The generator drive and standby power module gives indication and control of
the AC generator drive system.
The amber DRIVE light comes on when the IDG oil pressure is less than the
minimum operating limit.
You use the generator drive switch to manually operate the disconnect
mechanism of the IDG.
The IDG stops turning after the disconnect. You can reconnect the IDG on the
ground only while then engine is not turning.
The IDG also has an automatic thermal disconnect which occurs when the oil
temperature gets too hot.
You must remove the IDG to reset this type of disconnect.
FRA US/E GiM
Mai 10, 2006
B737-- 600/700/800/900
24-- 00
IDG
The IDG is an assembly that has a hydromechanical constant speed drive
(CSD) section and an oil-cooled brushless AC generator section.
The IDG also includes a permanent magnet generator (PMG) for control and
excitation power to the main generator section.
The generator control unit (GCU) rectifies the PMG AC output to DC. See the
AC generation section for more information on the generator.(AMM PART I
24-20)
The GCU monitors IDG output power quality at two places:
S A neutral current transformer (NCT) on the IDG, between the generator and
ground
S A line current transformer (LCT) between the generator and generator
control breaker.
The GCU uses DC power to excite the generator.
The GCU controls the excitation power to control the output power of the IDG
main generator.
The GCU controls the generator control breaker (GCB) as a function of power
quality or manual control input.
IDG Oil System
Pumps inside the IDG move the oil through the IDG and out through two
external coolers.
The air/oil cooler first uses engine fan air to decrease the temperature of the
IDG oil. The air/oil cooler has an internal bypass which opens if the cooler
becomes clogged.
The oil leaves the air/oil cooler and goes to the fuel/oil heat exchanger.
This cooler uses fuel to decrease the temperature of the IDG oil.
See the fuel distribution system section for more information on the fuel/oil heat
exchanger.(AMM PART I 73-11)
The oil returns to the IDG from the air/oil cooer.
The high pressure bypass valve opens if the fuel/oil heat exchanger becomes
clogged.
The amber DRIVE light comes on if the IDG oil pressure decreases below the
minimum operating limit.
The GCU receives a low oil pressure input from the IDG to control this light.
ATA 24 Electric
Page 26
OSA MRO Support Pvt. Ltd
ELECTRICAL POWER
1
DRIVE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
STANDBY
PWR OFF
24-- 00
2
STANDBY POWER DRIVE
DISCONNECT
DISCONNECT
BAT OFF AUTO
GCU
ENG START
LEVER
RELAY
GENERATOR DRIVE AND STANDBY POWER
MODULE (P5)
TO AC
TRANSFER
BUS
OIL OUT
DPCT
GCB
IDG
FOR TRAINING PURPOSES ONLY!
OIL IN
HIGH
PRESSURE
BYPASS
VALVE
ENGINE
FAN
AIR
IDG OIL COOLER
AIR/OIL COOLER
Figure 15
FRA US/E GiM
Mai 10, 2006
GENERATOR DRIVE - GENERAL
ATA 24 Electric
Page 27
OSA MRO Support Pvt. Ltd
FIRE WARNING
ATA 26
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
26-- 00
FIRE PROTECTION - GENERAL
FIRE PROTECTION - INTRODUCTION
Purpose
The fire protection systems monitor the airplane for these conditions:
S Fire
S Smoke
S Overheat
S Pneumatic duct leaks.
FOR TRAINING PURPOSES ONLY!
Fire/Overheat Detection
The airplane has these fire/overheat detection systems:
S Lavatory smoke detection
S Engine fire/overheat detection
S APU fire detection
S Wheel well fire detection
S Wing/Body overheat detection.
S Cargo compartment smoke detection
Extinguishing
The airplane has these fire extinguishing systems:
S Lavatory fire extinguishing bottles
S Engine fire extinguishing bottles
S APU fire extinguishing bottle
S Portable fire extinguishers.
S Cargo compartment fire extinguishing bottle.
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 28
OSA MRO Support Pvt. Ltd
FIRE WARNING
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
26-- 00
WHEEL WELL
FIRE DETECTION
APU
-- APU FIRE DETECTION
-- APU FIRE EXTINGUISHING
ENGINES
-- ENGINE OVERHEAT
AND FIRE DETECTION
-- ENGINE FIRE EXTINGUISHING
CARGO COMPARTMENT
-- CARGO COMPARTMENT SMOKE DETECTION
-- CARGO COMPARTMENT FIRE EXTINGUISHING
FOR TRAINING PURPOSES ONLY!
LAVATORIES
-- LAVATORY SMOKE DETECTION
-- LAVATORY FIRE EXTINGUISHING
PORTABLE FIRE
EXTINGUISHERS
WING/BODY
OVERHEAT
DETECTION
CARGO COMPARTMENT
-- CARGO COMPARTMENT SMOKE DETECTION
-- CARGO COMPARTMENT FIRE EXTINGUISHING
Figure 16
FRA US/E GiM
Mai 10, 2006
ENGINES
-- ENGINE OVERHEAT
AND FIRE DETECTION
-- ENGINE FIRE EXTINGUISHING
FIRE PROTECTION - INTRODUCTION
ATA 26 Fire Warning
Page 29
OSA MRO Support Pvt. Ltd
FIRE WARNING
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
26-- 00
FIRE PROTECTION - FIRE ALARMS
Description
Purpose
The fire alarms provide visual and aural indication to the flight crew about a fire
in any of these systems:
S Engine 1
S Engine 2
S APU
S Forward cargo compartment
S Aft cargo compartment
S Main wheel well.
When there is a fire in the engine,
the engine and APU fire detection module provides a ground for the two red
FIRE WARN lights and the bell.
When there is a fire in the APU,
the engine and APU fire detection module provides a ground for the two red
FIRE WARN lights and the bell.
The same module provides power for the red light and horn on the P28 panel.
When there is a fire in the main wheel well,
the compartment overheat detection controller provides a ground for the two
red FIRE WARN lights and the bell.
When there is smoke in the forward or aft cargo compartment,
the cargo electronic unit provides a ground for the two red FIRE WARN lights
and the bell.
The two red FIRE WARN lights, bell, and horn are reset by removal of the
ground.
The reset is done by a momentary push on one of these:
S Left FIRE WARN light
S Right FIRE WARN light
S Bell cutout switch on P8
S Horn cutout switch on the P28 panel
FOR TRAINING PURPOSES ONLY!
Visual and Aural Indications
When there is a fire, these are the visual and aural indications:
S Two red FIRE WARN lights on the P7 panel come on
S Bell in the aural warning unit comes on
S Red light and horn on alternatly in the right main wheel well come on (APU
fire only). (The horn does not come on in flight.)
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 30
OSA MRO Support Pvt. Ltd
FIRE WARNING
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
26-- 00
FWD
P7 PANEL
APU FIRE
DETECTORS
ENGINE FIRE
DETECTORS
FIRE & OVERHEAT DETECTION
FAULT AREA
A
ENGINE 1
B
LOOP
A
ENGINE 2
B
LOOP
APU
FAULT
APU FIRE
SHUTDOWN
SEE F.I.M. FOR
MULTIPLE FAULTS OR
FAULT CODE INFO.
FAULT DISPLAY
FAULT
CODES
OVHT DET
A
WHEEL
WELL
A
DISCH
NORMAL
FOR TRAINING PURPOSES ONLY!
ENG 1
OVERHEAT
F
A
U
L
T
I
N
O
P
TEST
O F
V I
H R
T E
OVHT DET
BELL CUTOUT
B
L
L BOTTLE
DISCHARGED
B
DISCH
FAULT
ENG 2
OVERHEAT
APU DET
INOP
APU BOTTLE
DISCHARGED
R BOTTLE
DISCHARGED
ENGINES
DISCH
NORMAL
R
WIRING OPEN OR
DETECTOR(S) FAULT
WIRING SHORT TO GND
LOOP POWER
LOW DET. RESISTANCE
CLEAN CONNECTIONS
DETECTOR FAULT
FOR 737--600/700/800 ONLY
ENGINE
APU
CORE LEFT
UPPER
CORE RIGHT LOWER
FAN LOWER TAILPIPE
FAN UPPER
L
R
FIRE SWITCHES
(FUEL SHUTOFF)
PULL WHEN ILLUMINATED
LOCK OVERRIDE: PRESS
BUTTON UNDER HANDLE
ENGINE AND APU
FIRE CONTROL
PANEL (P8)
T
E
E1
X
S
T
T
2
L
R
APU
FIRE
FAULT/INOP TEST
PRESS AND
HOLD 5 SEC
TEST PASSES
IF ALL 8 LIGHTS ON
APU ELECTRONIC
CONTROL UNIT
A.P.U.
FIRE
CONTROL
TEST
ENGINE AND APU FIRE
DETECTION MODULE
AURAL WARNING UNIT
P28 APU GROUND
CONTROL PANEL
Figure 17
FRA US/E GiM
Mai 10, 2006
Engine and APU Fire Warning
ATA 26 Fire Warning
Page 31
OSA MRO Support Pvt. Ltd
FIRE WARNING
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
26-- 00
ENGINE FIRE EXTINGUISHING
Purpose
The engine fire extinguishing system extinguishes fires in the
engine compartment.
General Description
The engine fire extinguishing system floods the engine compartments with
halon gas to extinguish the fire.
Two fire extinguisher bottles supply the agent to either engine.
FOR TRAINING PURPOSES ONLY!
Physical Description
These are the components of the engine fire extinguishing system:
S Engine and APU fire controt module
S Two fire extinguisher bottles
S Engine fire extinguishing ports.
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 32
OSA MRO Support Pvt. Ltd
FIRE WARNING
OVHT DET
WHEEL
WELL R
BELL CUTOUT
FAULT
DISCH
B
A
OVHT DET
A
DISCH
NORMAL
ENG 1 A
L
R
A
O F
V I
H R
T E
A
R
A
R
A
R BOTTLE
DISCHARGED
B
DISCH
L
R
OVERHEAT
APU BOTTLE
DISCHARGED
26-- 00
L BOTTLE
DISCHARGED
NORMAL
ENG 2 A
APU DET
INOP A
OVERHEAT
F
I TEST
A
N
U
O
L
P
T
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
FIRE SWITCHES
(FUEL SHUTOFF)
PULL WHEN ILLUMINATED
LOCK OVERRIDE: PRESS
BUTTON UNDER HANDLE
ENGINES
T
E
E 1
X
S
T
T
L
R
2
G
APU
G
R
G
ENGINE AND APU FIRE CONTROL PANEL (P8)
ENGINE AND APU FIRE CONTROL PANEL (P8)
ENGINE FIREEXTINGUISHER
BOTTLES
FOR TRAINING PURPOSES ONLY!
ENGINE FIRE
EXTINGUISHING PORTS
MAIN WHEEL WELL
Figure 18
FRA US/E GiM
Mai 10, 2006
ENGINE FIRE EXTINGUISHING - INTRODUCTION
ATA 26 Fire Warning
Page 33
OSA MRO Support Pvt. Ltd
FIRE WARNING
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
26-- 00
APU FIRE EXTINGUISHING
Purpose
The APU fire extinguishing system extinguishes fires in the APU compartment.
General Description
When you operate the APU fire extinguishing system, it fills the APU
compartment with halon gas to extinguish the fire.
Physical Description
The APU fire extinguishing system has these components:
S Fire extinguisher bottle
S Overheat/fire protection panel
S APU ground control panel.
FOR TRAINING PURPOSES ONLY!
Location
The APU fire extinguisher bottle is in the section 48 horizontal stabilizer
accessory compartment.
The overheat/fire protection panel is in the flight compartment on the PS panel.
The APU ground control panel is in the right main wheel well, on the aft
bulkhead.
Operation
When there is a fire condition, the APU fire warning switch unlocks.
You can also use the warning switch override under the handle to unlock the
switch.
When you pull the APU fire warning switch up, the APU systems are shutdown
and isolated.
Turn the APU fire warning switch clockwise or counter-clockwise.
This causes the APU fire extinguisher bottle to discharge halon gas.
You can also use the APU ground control panel to operate the APU fire
extinguisher bottle.
When the APU fire extinguisher bottle is empty, the APU BOTTLE
DISCHARGED light on the overheat/fire protection panel panel comes on.
The APU DET INOP light and MASTER CAUTION lights come on if the APU
fire detection circuits do not operate.
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 34
OSA MRO Support Pvt. Ltd
FIRE WARNING
OVHT DET
WHEEL
WELL R
A
DISCH
NORMAL
ENG 1 A
L
R
FAULT
A
O F
V I
H R
T E
R
APU BOTTLE
DISCHARGED
A
A
R BOTTLE
DISCHARGED
B
DISCH
NORMAL
ENG 2 A
OVERHEAT
R
26-- 00
A
L BOTTLE
DISCHARGED
DISCH
APU DET
INOP A
OVERHEAT
F
I TEST
A
N
U
O
L
P
T
OVHT DET
BELL CUTOUT
B
A
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
FIRE SWITCHES
(FUEL SHUTOFF)
PULL WHEN ILLUMINATED
LOCK OVERRIDE: PRESS
BUTTON UNDER HANDLE
L
ENGINES
T
R E E 1
X
S
T
T
L
R
2
G
APU
G
R
G
PRESSURE SWITCH
WARNING SWITCH
OVERRIDE
APU
FIRE
CONTROL
1.PULL HANDLE DOWN
2.DISCHARGE BOTTLE
FOR TRAINING PURPOSES ONLY!
BOTTLE DISCHARGE
FWD
BOTTLE
DISCHARGE
HORN
CUTOUT
EXTINGUISHING
BOTTLE SQUIB
FIRE WARNING SWITCH
(TYPICAL)
APU FIRE CONTROL PANEL (P28)
Figure 19
FRA US/E GiM
Mai 10, 2006
APU FIRE EXT. - GEN. DESCR.
ATA 26 Fire Warning
Page 35
OSA MRO Support Pvt. Ltd
FIRE WARNING
One Stop Airline
MRO Support Pvt. Ltd
26-- 14 LAVATORY SMOKE DETECTION
Purpose
The Lavatory smoke detection system aterts the flight crew to smoke
conditions in the lavatories.
General Description — Smoke Detector
A green indicator light comes on when a smoke detector has power.
When there is smoke in the lavatory, the detector red alarm indicator light
comes on and the detector horn sounds.
B737-- 600/700/800/900
26-- 00
Physical Description
The smoke detector assembly has these components:
S Alarm horn
S Electrical connector
S Power indicator
S Power/reset switch
S Sensor unit.
The sensor unit has a red alarm indicator. It supplies a visual indication when
the unit detects smoke.
FOR TRAINING PURPOSES ONLY!
Control Panel
A green indicator light comes on when a smoke detector has power.
When there is smoke in the lavatory, the detector sends a signal to cause
these indications on the controt panet:
S Red alarm indicator light comes on
S Control panel horn sounds
S Location indicator shows the location of the smoke detector under warning
condition.
Purpose
The lavatory smoke detection system monitors for smoke in the lavatories.
General Description
A green indicator light comes on when a smoke detector has power.
When there is smoke in a lavatory, the detector gives these alarm indications:
S Detector alarm indicator light comes on.
S Detector gives a horn sound.
S Optional P5 panel SMOKE light comes on.
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 36
OSA MRO Support Pvt. Ltd
FIRE WARNING
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
26-- 00
LAVATORY SMOKE
DETECTOR (TYPICAL)
LOCK RELEASE
LEVER
POCKET SCALE
MOUNTING
BRACKET
FOR TRAINING PURPOSES ONLY!
ELECTRICAL
CONNECTOR
CASE
COVER
COVER SCREW
SMOKE SENSOR
LAVATORY (TYPICAL)
FILTER
(INTERNAL)
PLUGGED HOLES
ALARM LED (RED)
Figure 20
FRA US/E GiM
Mai 10, 2006
LAV. SMOKE DET. - INTRO
ATA 26 Fire Warning
Page 37
OSA MRO Support Pvt. Ltd
FIRE WARNING
One Stop Airline
MRO Support Pvt. Ltd
LAVATORY SMOKE DETECTION - GENERAL DESCRIPTION
General
The smoke detection system gives aural and visual alarm indications when
smoke is detected in a lavatory.
Interfaces
The lavatory smoke detector has these interfaces:
S Lavatory call circuitry
S Flight data recorder system
S Lavatory smoke detection control panel
S Electrical power.
B737-- 600/700/800/900
26-- 00
Control Panel Interface
The control panel lets you test the smoke detectors and gives indications when
a detector finds smoke.
These indications show on the control panel when a smoke detector finds
smoke:
S SMOKE DETECT indicator (red)
S Location indicator (red)
S Internal horn turns on.
S Electrical Power
The smoke detection system uses 28v dc from bus 1.
FOR TRAINING PURPOSES ONLY!
Lavatory Call Circuitry
The lavatory call light/reset switch (amber) on the outside of the lavatory and
above the door flashes when the detector inside of that lavatory finds smoke.
The smoke condition overrides the usual lavatory call indications.
See the passenger and lavatory call lights section in the lights chapter for more
information about the usual lavatory call indications (SECTION 33--27).
The master lavatory call light (amber) on the forward exit locator sign flashes
when a detector finds smoke in a forward lavatory.
The master lavatory call light (amber) on the aft exit locator sign flashes when
a detector finds smoke in an aft lavatory.
The passenger address system turns on a chime that cycles on/off when a
smoke detector finds smoke in a lavatory.
Flight Data Recorder System
The smoke detection system gives data to the flight data recorder system
when any lavatory smoke detector finds smoke.
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 38
OSA MRO Support Pvt. Ltd
FIRE WARNING
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
26-- 00
28V DC
BUS 1
FLIGHT DATA RECORDER SYSTEM
SMOKE
DETECTR
LAVATORY CALL LIGHT/RESET SW
G
POWER
MASTER LAVATORY CALL LIGHTS
HORN
INTERRUPT
PA SYS -- HIGH TONE CHIME
LAVATORY CALL CIRCUITRY
FAULT R
FOR TRAINING PURPOSES ONLY!
TEST
RESET
LAVATORY SMOKE DETECTOR CONTROL PANEL
LAVATORY SMOKE DETECTOR
(ONE IN EACH LAVATORY)
Figure 21
FRA US/E GiM
Mai 10, 2006
LAV. SMOKE DET. - GEN. DESCRIPTION
ATA 26 Fire Warning
Page 39
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
26-- 00
WHEEL WELL OVERHEAT DETECTION - INTRO
Purpose
The wheel well fire detection system uses overheat sensing elements in the
main wheel well.
It monitors the wheel well for fire condition.
When the system senses a fire condition, alarm indications operate in the flight
compartment.
The indications are on the glareshield panel P7 and on the engine and APU fire
control panel P8.
A bell also operates in the flight compartment.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
FIRE WARNING
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 40
OSA MRO Support Pvt. Ltd
FIRE WARNING
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
26-- 00
FIRE WARN LIGHTS
(P7)
OVERHEAT SENSING
ELEMENT
FOR TRAINING PURPOSES ONLY!
ENGINE AND APU
FIRE CONTROL PANEL
(P8)
BELL
FWD
MAIN WHEEL WELL
Figure 22
FRA US/E GiM
Mai 10, 2006
WHEEL WELL OVERHEAT DET. - INTRO
ATA 26 Fire Warning
Page 41
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
FIRE WARNING
One Stop Airline
MRO Support Pvt. Ltd
NOTE:
GENERAL DESCRIPTION
Physical Description
These are the major components of the wheel well fire detection system:
S Wheel well fire detector elements
S Compartment overheat detection control module
S Overheat/fire protection panel.
B737-- 600/700/800/900
26-- 00
DURING THE WHEEL WELL FIRE TEST, THE ENGINE
OVERHEAT-, THE ENGINE FIRE- AND THE APU FIRE SYSTEMS
DO A TEST ALSO.
General Description
These are the components for the wheel well fire detection:
S Main wheel well fire (overheat) sensing element
S Compartment overheat detection controller
S P7 glareshield panel
S Engine and APU fire control panel
S Aural warning unit.
Fire (overheat) sensing element in the main wheel well supplies the wheel well
fire detection signal.
The signal goes to the compartment overheat detection controller.
This unit supplies the fire alarms.
These are the flight compartment indications of a wheel well fire:
S Two red FIRE WARN lights on P7 panel come on
S Bell sounds in the aural warning unit
S Red WHEEL WELL light on engine and APU fire control panel comes on.
If the wheel well fire alarms come on due to a real fire or a fault, the
MAINT ADV light on the compartment overheat detection controller
comes on.
Use the module to do a check for real alarm or a fault condition.
You use the test switch on engine and APU fire control module panel to the
OVHT/FIRE position to do a test of the wheel well sensing element.
If the test passes, the indications in the flight compartment are the same as for
a real fire condition.
If the test fails, use the compartment overheat detection controller to isolate the
fault.
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 42
OSA MRO Support Pvt. Ltd
FIRE WARNING
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
26-- 00
WHEEL WELL FIRE, WING & BODY
OVERHEAT DETECTION
FIRE
MASTER FLT CONT
WARN
CAUTION
BELL CUTOUT
PUSH TO RESET IRS
FUEL
ELEC
ANTI--ICE
APU
HYD
OVHT/DET
DOORS
MASTER
FIRE
ENG
WARN
CAUTION
OVERHEAD
BELL CUTOUT
PUSH TO RESET
AIR COND
REFER TO MAINT. MANUAL FOR COMPLETE
EXPLANATION OF SYSTEM CHARACTERISTICS
MAIN WHEEL WELL
WHEEL WELL FIRE ALARM
TEST
DEPRESS AND HOLD ”DISP TEST” SWITCH UNTIL DISPLAY
DISPLAY SHOWS ”88”. THEN RELEASE AND DISPLAY WILL BLANK.
DEPRESS AND RELEASE ”MEM READ” SWITCH TO DISPLAY
READ
FIRST FAULT. REPEAT FOR ADDITIONAL FAULTS UNTIL CODE
MEMORY ”97” IS DISPLAYED. DEPRESS ”MEM READ” TO BLANK.
DEPRESS AND RELEASE ”LOC TEST” CODE. ”90” WILL BE
PERFORM DISPLAYED WHILE TEST IS IN PROGRESS. IF NO FAULTS EXIST,
SYSTEM ”99” WILL BE DISPLAYED. IF FAULTS ARE DISPLAYED, THEN
DEPRESS AND RELEASE ”LOC TEST” SWITCH UNTIL ALL FAULTS
TEST
HAVE BEEN DISPLAYED OR UNTIL DISPLAY IS BLANK.
(1)
DEPRESS AND RELEASE ”LOC TEST” SWITCH UNTIL ”99” IS
ERASE DISPLAYED. WHILE ”99” IS DISPLAYED, DEPRESS AND RELEASE
”MEM READ” SWITCH THEN DEPRESS AND RELEASE ”MEM CLEAR”
MEMORY
SWITCH FOR EACH FAULT UNTIL CODE ”97” IS BLANKED. (2)
ABORT
OVHT DET
A
WHEEL
WELL R
B
A
DISCH
FOR TRAINING PURPOSES ONLY!
NORMAL
ENG 1 A
OVERHEAT
F
I TEST
A
N
U
O
L
P
T
O F
V I
H R
T E
OVHT DET
BELL CUTOUT
L
FAULT
R
A
DISCH
DISCH
NORMAL
ENG 2 A
OVERHEAT
APU DET
INOP A
R
APU BOTTLE
DISCHARGED
A
B
A
L BOTTLE
DISCHARGED
R
L
FIRE SWITCHES
(FUEL SHUTOFF)
PULL WHEN ILLUMINATED
LOCK OVERRIDE: PRESS
BUTTON UNDER HANDLE
R
A
R BOTTLE
DISCHARGED
ENGINES
T
E 1
E
X
S
T
T
L
R
2
R
G
APU
DEPRESS AND RELEASE ”DISP TEST” SWITCH.
MEM
READ
MEM
CLEAR
G
G
MAINT.
ADV.
FAULT & ALARM CODE
MAINT. ADV. LIGHT WILL BE
ON DURING FAULTS AND
ALARMS--OFF AFTER
ERASURE
00 FAILURE IN CONTROL OR
POWER SUPPLY CARDS
01.02 115VAC FAILURE OR
CONTROL CARD FAILURE
03.04.05 FAILED CONTROL CARD
FWD
P7 PANEL
A
LOC
TEST
NOTES: 1. ALARMS BECOME ALARM HISTORY
AFTER ERASURE.
2. EXISTING FAULTS CAN NOT BE
ERASED UNTIL CORRECTED.
LOCAL TEST
ZONE/ SITUATION
ALARM
OPEN SHORT
LEFT WING LE
14
12
10
LEFT AC PACK BAY
24
22
20
KEELBEAM
32
34
30
AFT CARGO SECT
44
40
42
RIGHT WING LE AND
64
62
60
AC PACK BAY
WHEEL WELL FIRE
84
--IN
NOT
LOCAL PROGRESS COMPLETE COMPLETE
TEST
90
98
99
ENGINE AND APU FIRE CONTROL PANEL (P8)
DISP
TEST
AURAL WARNING UNIT
Figure 23
FRA US/E GiM
Mai 10, 2006
COMPARTMENT OVERHEAT DETECTION
CONTROLLER
WW-FIRE WARNING - GENERAL. DESCR.
ATA 26 Fire Warning
Page 43
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
26-- 00
WING AND BODY OVERHEAT DET.- INTRO
Purpose
The wing and body overheat detection system monitors for overheat conditions
caused by pneumatic duct leaks.
When it’s detectors sense this condition, they are shown in the flight
compartment on the P5 and P7 panels.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
FIRE WARNING
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 44
OSA MRO Support Pvt. Ltd
FIRE WARNING
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
26-- 00
AIR CONDITIONING/
BLEED AIR CONTROLS
PANEL (P5)
WHEEL WELL FIRE, WING & BODY
OVERHEAT DETECTION
RAM DOOR
FULL OPEN
DUAL
BLEED
RAM DOOR
FULL OPEN
OFF
RECIRC FAN
OFF
AUTO
AUTO
L RECIRC FAN
60
40
20
L PACK
MASTER CAUTION
LIGHTS (P7)
OFF
AUTO
HIGH
WING
ANTI
ICE
FOR TRAINING PURPOSES ONLY!
FAULT & ALARM CODE
MAINT. ADV. LIGHT WILL BE
ON DURING FAULTS AND
ALARMS--OFF AFTER
ERASURE
00 FAILURE IN CONTROL OR
POWER SUPPLY CARDS
01.02 115VAC FAILURE OR
CONTROL CARD FAILURE
03.04.05 FAILED CONTROL CARD
TEST
TEST
DISPLAY
R PACK
DEPRESS AND RELEASE ”MEM READ” SWITCH TO DISPLAY
READ
FIRST FAULT. REPEAT FOR ADDITIONAL FAULTS UNTIL CODE
MEMORY
”97” IS DISPLAYED. DEPRESS ”MEM READ” TO BLANK.
OFF
AUTO
HIGH
AUTO
OPEN
TRIP
RESET
WING
ANTI
ICE
PACK
OFF
OFF
ON
ON
DEPRESS AND HOLD ”DISP TEST” SWITCH UNTIL DISPLAY
SHOWS ”88”. THEN RELEASE AND DISPLAY WILL BLANK.
DEPRESS AND RELEASE ”LOC TEST” CODE. ”90” WILL BE
PERFORM DISPLAYED WHILE TEST IS IN PROGRESS. IF NO FAULTS EXIST,
SYSTEM ”99” WILL BE DISPLAYED. IF FAULTS ARE DISPLAYED, THEN
TEST
DEPRESS AND RELEASE ”LOC TEST” SWITCH UNTIL ALL FAULTS
HAVE BEEN DISPLAYED OR UNTIL DISPLAY IS BLANK.
A
WING--BODY
OVERHEATA
BLEED
TRIP OFFA
APU
EXPLANATION OF SYSTEM CHARACTERISTICS
OVHT
ISOLATION
VALVE
PACK
A
WING--BODY
OVERHEATA
BLEED
TRIP OFFA
1
80
DUCT
PRESS
PSI
0
MAINT.
ADV.
A
REFER TO MAINT. MANUAL FOR COMPLETE
DEPRESS AND RELEASE ”LOC TEST” SWITCH UNTIL ”99” IS
(1)
DISPLAYED. WHILE ”99” IS DISPLAYED, DEPRESS AND RELEASE
ERASE
”MEM READ” SWITCH THEN DEPRESS AND RELEASE ”MEM CLEAR”
MEMORY SWITCH FOR EACH FAULT UNTIL CODE ”97” IS BLANKED. (2)
ABORT
DEPRESS AND RELEASE ”DISP TEST” SWITCH.
MEM
READ
2
MEM
CLEAR
BLEED
AIR CONDITIONING PANEL (P5)
WING AND BODY OVERHEAT
SENSING ELEMENTS (TYP)
LOC
TEST
NOTES: 1. ALARMS BECOME ALARM HISTORY
AFTER ERASURE.
2. EXISTING FAULTS CAN NOT BE
ERASED UNTIL CORRECTED.
ZONE/ SITUATION
ALARM
LEFT WING LE
LEFT AC PACK BAY
KEELBEAM
AFT CARGO SECT
RIGHT WING LE AND
AC PACK BAY
WHEEL WELL FIRE
14
24
34
44
LOCAL TEST
OPEN SHORT
12
10
22
20
32
30
40
42
64
62
84
--
LOCAL
TEST
IN
PROGRESS
90
NOT
COMPLETE
98
60
-COMPLETE
99
DISP
TEST
COMPARTMENT OVERHEAT DETECTION
CONTROLLER
Figure 24
FRA US/E GiM
Mai 10, 2006
WING & BODY OVERHEAT DET.- INTRO
ATA 26 Fire Warning
Page 45
OSA MRO Support Pvt. Ltd
FIRE WARNING
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
26-- 00
CARGO COMP. SMOKE DETECTION - INTRO
Purpose
The lower cargo compartment smoke detection system gives warnings in the
flight deck if there is smoke in a lower cargo compartment.
The warnings are for the forward and aft lower cargo compartments.
FOR TRAINING PURPOSES ONLY!
Abbreviations and Acronyms
CEU ---- cargo electronics unit
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 46
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
26-- 00
AFT CARGO COMPARTMENT
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
FIRE WARNING
FORWARD CARGO COMPARTMENT
Figure 25
FRA US/E GiM
Mai 10, 2006
CARGO SMOKE DET. - INTRO
ATA 26 Fire Warning
Page 47
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
FIRE WARNING
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
26-- 00
GENERAL DESCRIPTION
Component Location
These are the components in the flight deck that have an interface with the
lower cargo compartment smoke detection system:
S Aural warning unit
S Cargo smoke detection and fire suppression module, P8--75
S Fire warning lights on P7.
General Description
These are the functions of the lower cargo compartment smoke detection
components on the cargo smoke detection and fire suppression module:
S DETECTOR FAULT amber light is on if one or more of the detectors has a
power failure.
S A three--position (A, NORM, B) DET SELECT SWITCH, one for each cargo
compartment.
S NORM position lets both detectors or with one detector failed sense smoke
and give fire alarm.
S A or B lets the selected detector sense smoke and give fire alarm.
S TEST push button switch, does a test of cargo smoke detectors and
extinguishing system.
S FWD, AFT red cargo fire warning switchlight is on if smoke is detected in
the related cargo compartment.
S Smoke detection in the forward or aft cargo compartment puts on the two
fire lights on the P7 panel and operates the fire bell in the aural warning unit.
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 48
OSA MRO Support Pvt. Ltd
FIRE WARNING
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
26-- 00
FIRE LIGHT (2)
EXT
FWD AFT
G
C
A
R
G
O
DET SELECT
NORM
A
NORM
B
B
A
DETECTOR
FAULT
A
G
FWD
TEST
ARM
AFT
ARMED
W
ARMED
W
FWD
AFT
R
F
I
R
E
DISCH
R
DISCH
A
FOR TRAINING PURPOSES ONLY!
CARGO SMOKE DETECTION AND FIRE SUPPRESSION MODULE (P8)
AURAL WARNING UNIT
Figure 26
FRA US/E GiM
Mai 10, 2006
CARGO SMOKE DET. - GENERAL DESCR.
ATA 26 Fire Warning
Page 49
OSA MRO Support Pvt. Ltd
FIRE WARNING
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
26-- 00
LAV FIRE EXTING BOTTLE AND TEMP INDICATOR
Purpose
The lavatory fire extinguishing system extinguishes fires under the wash basin
and trash bin area.
Physical Description
The lavatory extinguishing system has these components:
S Fire extinguisher bottle
S Temperature indicators.
Location
The lavatory fire extinguishing systems are in the lavatories under the wash
basin.
Operation
The extinguisher bottle has two discharge ports.
The ports have eutectic plugs. These plugs melt at high temperatures.
When there is an overheat or fire condition, this occurs:
-- Temperature indicators change color (white to black)
-- Eutectic plug melts
-- Extinguisher releases halon to stop the fire.
FOR TRAINING PURPOSES ONLY!
Training Information Point
You must weigh the lavatory extinguisher bottle at regular intervals.
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 50
OSA MRO Support Pvt. Ltd
FIRE WARNING
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
26-- 00
LAVATORY FIRE
EXTINGUISHER
BOTTLE
FOR TRAINING PURPOSES ONLY!
DISCHARGE
NOZZLES
TEMPERATURE INDICATOR STRIP
BLACK WHEN EXPOSED
TO TEMPERATURE IS
EXCEEDED
LAVATORY
(TYPICAL)
180
F
200
F
230
F
250
F
TEMPERATURE INDICATORS
Figure 27
FRA US/E GiM
Mai 10, 2006
LAVATORY FIRE EXT. - BOTTLE AND TEMP-INDIC.
ATA 26 Fire Warning
Page 51
OSA MRO Support Pvt. Ltd
FIRE WARNING
One Stop Airline
MRO Support Pvt. Ltd
PORTABLE FIRE EXTINGUISHING
Purpose
There are portable fire extinguishers to extinguish fires inside the airplane.
There are two types of extinguishers, water-type and halon.
The Halon extinguishers are for electrical and flammable liquid fires.
The water-type extinguishers are for solid combustible fires.
FOR TRAINING PURPOSES ONLY!
Location
There are extinguishers in these areas:
S Flight compartment
S Galley
S Passenger compartment.
Placards identify all of the extinguisher locations.
B737-- 600/700/800/900
26-- 00
Operation
To operate the water-type extinguisher, turn the handle and push the trigger.
To operate the Halon extinguisher, remove the handle lock pin and push the
handle.
Training Information Point
After you use the water-type extinguisher, you must fill it again and replace the
cartridge.
If the handle lock pin on the Halon extinguisher is not there, you must weight
the extinguisher to find out if it is not full.
The pressure gage is not a satisfactory check of the extinguisher.
Physical Description
The water—type extinguishers contain a water and anti-freeze mixture.
Each water extinguisher has these parts:
S Trigger (discharge valve)
S Water cylinder
S Handle with internal gas cartridge
S Discharge nozzle
S Quick—release mounting strap.
Each Halon extinguisher has these parts:
S Pressure gage
S Halon cylinder
S Trigger
S Discharge nozzle
S Handle lock pin
S Handle.
FRA US/E GiM
Mai 10, 2006
ATA 26 Fire Warning
Page 52
OSA MRO Support Pvt. Ltd
FIRE WARNING
One Stop Airline
MRO Support Pvt. Ltd
DISCHARGE
NOZZLE
TRIGGER
B737-- 600/700/800/900
26-- 00
HANDLE
HANDLE
PRESSURE
INDICATOR
DISCHARGE
NOZZLE
QUICK RELEASE
STRAP
HANDLE
LOCK PIN
TRIGGER
(DISCHARGE VALVE)
FOR TRAINING PURPOSES ONLY!
WATER
CYLINDER
HALON
CYLINDER
WATER--TYPE FIRE EXTINGUISHER
HALON FIRE EXTINGUISHER
Figure 28
FRA US/E GiM
Mai 10, 2006
PORTABLE FIRE EXT.
ATA 26 Fire Warning
Page 53
OSA MRO Support Pvt. Ltd
ANTI ICE
ATA 30
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
30-- 00
ICE AND RAIN PROTECTION
ICE AND RAIN PROTECTION - GEN. DESCRIPTION
Control Panel
The controls and indications for the ice and rain protection system are on the
P-5 panel.
Wing and Engine Thermal Anti-ice Systems
The wing thermal anti—ice and the engine inlet cowl thermal anti—ice systems
use hot engine bleed air to prevent ice formation.
Probe Heat
The air data probes use electric heat to prevent ice.
Flight Deck Windows
Flight deck windows use electric heat to do these things:
S Prevent ice formation on the windows
S Prevent fog on the windows
S Improve windshield impact strength.
PITOT AND STATIC - INTRODUCTION
The pitot and static anti—icing system keeps ice off the air data probes.
This prevents false air data signals that ice causes.
General
The air data probes use electric power for heat. The probes have integral
heaters.
The pitot and static anti—icing system supplies heat to these probes:
— Alpha vanes(2)
— Total air temperature probe (1)
— Pitot probes (5).
The static system sense ports are not part of the probe heat system.
These ports are flush with the fuselage and heat is not necessary.
You control the air data probe heat from the control module on the P—5 panel.
FOR TRAINING PURPOSES ONLY!
The windshields have these features to improve forward vision in heavy rain:
-- Windshield wipers
-- Hydrophobic (rain repellent) coatings.
Drain and Water line Heating
Electric heaters prevent freezing in the water and waste systems components.
FRA US/E GiM
Mai 10, 2006
ATA 30 Anti Ice
Page 54
OSA MRO Support Pvt. Ltd
ANTI ICE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
30-- 00
FOR TRAINING PURPOSES ONLY!
ELEVATOR
PROBE HEAT
WATER AND
WASTE LINES
AND DRAINS
HEAT
ICE AND RAIN
CONTROLS AND
INDICATIONS
FLIGHT
COMPARTMENT
WINDOWS
PITOT
PROBE (3)
ANGLE OF ATTACK
SENSOR (2)
TOTAL AIR
TEMPERATURE
PROBE
Figure 29
FRA US/E GiM
Mai 10, 2006
INLET COWL
THERMAL
ANTI--ICE
WING THERMAL
ANTI--ICE
ICE & RAIN - GENERAL DESCRIPTION
ATA 30 Anti Ice
Page 55
OSA MRO Support Pvt. Ltd
ANTI ICE
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
30-- 00
PITOT AND STATIC - CONTROL PANEL
Purpose
The pitot and static control panel (P5—9) does these things:
S Controls the electric power to the pitot and static anti—icing systems
S Gives the flight crew indication of the pitot and static anti—icing system
status.
Location
The panel is on the P5 overhead panel.
FOR TRAINING PURPOSES ONLY!
General Description
The panel has control and indication circuitry for the pitot and static anti—icing
system.
The air data probe heaters are divided into two systems, A and B.
Two toggle switches let the crew turn on the heat systems:
— PITOT HEAT A
— PITOT HEAT B.
The system indication lights are divided into two banks, one for A system and
one for B system.
The lights come on when the probe heaters do not draw electrical current.
TAT test switch
This is a customer option:
This switch is only installed in airplanes with aspirated TAT-probe.
On airplanes with aspirated TAT-probe installed, the flight management
computer uses even on ground the ambient airtemperature for performance
calculations.
Probe heating on ground would result wrong performance calculations.
So on ground, even with left heater switch in ON, the TAT-probe is not heated.
Nevertheless, the amber OFF-light extinguishes.
With airplane air, the probe automatically is heated.
FRA US/E GiM
Mai 10, 2006
ATA 30 Anti Ice
Page 56
OSA MRO Support Pvt. Ltd
ANTI ICE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
CAPT
PITOT
FOR TRAINING PURPOSES ONLY!
L ELEV
PITOT
30-- 00
PROBE
A
A
B
OFF
A
ON
F/O
PITOT
A
AUX
PITOT
A
L ALPHA
VANE A
HEAT
R ELEV
PITOT A
TEMP
PROBE A
TAT TEST
R ALPHA
VANE A
WINDOW/PITOT HEAT MODULE (P5)
Figure 30
FRA US/E GiM
Mai 10, 2006
PITOT AND STATIC - CONTROL PNL
ATA 30 Anti Ice
Page 57
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
ANTI ICE
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
30-- 00
CABIN WINDOW ANTI-ICING (CWAI) INTRO
Purpose
The control cabin window anti-icing system improves window impact strength
and prevents ice formation on the flight compartment windows.
General Description
The control cabin anti-icing system uses electrical power to heat the flight
compartment windows.
The controls and indications for the control cabin window anti-icing system are
on the P5—9 panel.
Window heat control units (WHCUs) are part of the control cabin window
anti-icing system.
The WHCUs do these things:
S Monitor window temperatures
S Supply ON and OVERHEAT system indication
S Test the system
S Program power output to the windows.
The WHCUs control power to these windows:
-- No. 1 Left and right
-- No. 2 left and right.
Thermal switches monitor window temperature and control power to these
windows:
-- No. 3 left and right
-- No. 4 left and right
-- No. 5 left and right.
Windows in the thermal switch control systems are not part of the P5—9
indication and test functions.
FRA US/E GiM
Mai 10, 2006
ATA 30 Anti Ice
Page 58
OSA MRO Support Pvt. Ltd
ANTI ICE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
OVERHEAT
OVERHEAT
OVERHEAT
OVERHEAT
OFF A
OFF A
OFF A
OFF A
A
A
A
WINDOW HEAT
L
FWD
FWD
SIDE
OFF
OFF
ON
A
R
OVHT
SIDE
5L
30-- 00
PWR TEST
ON
4R
4L
1L
5R
1R
2R
2L
3L
FLIGHT COMPARTMENT
3R
FOR TRAINING PURPOSES ONLY!
WINDOWS
WHCU
WHCU
WHCU
WHCU
WINDOW HEAT CONTROL UNITS
Figure 31
FRA US/E GiM
Mai 10, 2006
CWAI SYSTEM - INTRODUCTION
ATA 30 Anti Ice
Page 59
OSA MRO Support Pvt. Ltd
ANTI ICE
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
30-- 00
WINDSHIELD WIPER SYSTEM
Purpose
The windshield wiper system removes rain, sleet and snow from the No. 1 and
No. 2 flight compartment windows.
This improves the pilots’ forward vision.
General
Two WIPER control switches on the P5 forward overhead panel give the flight
crew control of the system.
The system has two windshield wiper and drive assemblies.
FOR TRAINING PURPOSES ONLY!
Location
The WIPER control switches are on the P5 forward overhead panel.
The two windshield wiper assemblies are on the No. 1R and No. 1L flight
compartment windows.
The two windshield wiper drive assemblies are on the No. 1R and No. 1L
window sills.
You get access to the windshield wiper drive assemblies from panels under the
P7 glareshield.
FRA US/E GiM
Mai 10, 2006
ATA 30 Anti Ice
Page 60
OSA MRO Support Pvt. Ltd
ANTI ICE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
30-- 00
WIPER
PARK
INT
LOW
HIGH
CONTROL SWITCH
FOR TRAINING PURPOSES ONLY!
WINDSHIELD WIPER ASSEMBLY
WINDSHIELD WIPER DRIVE ASSEMBLY
Figure 32
FRA US/E GiM
Mai 10, 2006
WINDSHIELD WIPER - INTRO
ATA 30 Anti Ice
Page 61
OSA MRO Support Pvt. Ltd
ANTI ICE
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
30-- 00
30--43 RAIN REPELLENT SYSTEM
HYDROPHOBIC WINDSHIELD COATING
Purpose
The hydrophobic windshield coating improves visibility in heavy rain.
Location
Hydrophobic windshield coatings are on the outside surface of the left and right
number 1 flight compartment windows.
FOR TRAINING PURPOSES ONLY!
General Description
Hydrophobic (water repellent) windshield coatings are transparent films.
The coatings repel water.
This causes water drops to bead up and roll off the windshields.
The coatings do not affect windshield strength or optical clarity.
The hydrophobic coatings wear down over time.
Wear depends on these things:
-- Wiper use
-- Route structure
-- Windshield maintenance practices.
As the coatings wear, they do not repel water droplets as satisfactorily.
When this happens, apply a new hydrophobic coating on the windshield.
It is not necessary to remove the windshield to do this.
Training Information Point
For maintenance of the hydrophobic coatings, regularly clean the windshields.
Use a 50 percent solution of isopropanol in distilled water and a soft cloth to
clean the windshields.
Do not use abrasive cleaning pads or cleaners.
Do not use cleaning solutions with fluorides.
Make sure the force of the blades on the window is proper.
Worn or incorrectly set--up windshield wipers wear the coatings.
FRA US/E GiM
Mai 10, 2006
ATA 30 Anti Ice
Page 62
OSA MRO Support Pvt. Ltd
ANTI ICE
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
30-- 00
WINDOW NO. 1
FOR TRAINING PURPOSES ONLY!
HYDROPHOBIC
(RAIN REPELLENT)
WINDSHIELD
COATING
Figure 33
FRA US/E GiM
Mai 10, 2006
HYDROPHOBIC WINDSHIELD COATING
ATA 30 Anti Ice
Page 63
30--10
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MRO Support Pvt. Ltd
B737-- 600/700/800/900
30-- 00
WING THERMAL ANTI-ICING SYSTEM
The wing anti-ice system (WTAI) keeps ice from forming on the Leading edge
of the wing.
General Description
The WTAI system uses hot air from the pneumatic system to heat the 3
inboard leading edge slats of the wing.
Switches in the flight deck control the operation of the WTAI system.
The WTAI system may operate in flight or on the ground. The controls and
indicators are on the P-5 panel.
When the system is ON, the valves open, hot air from the pneumatic ducts
goes to the leading edge of the wing. The heated air flows to the three inboard
leading edge slat spray tubes. The air sprays into the slat cavities and
exhausts overboard through holes in the bottom of the slats.
Overheat switches in each wing leading edge, protect the slats from overheat.
This overheat protection works only when the airplane is on the ground.
Switches on the autothrottle switchpacks automatically close the WTAI valves
when you advance the engine thrust levers. This conserves engine thrust for
takeoff. This thrust conservation protection only works when the airplane is on
the ground.
The proximity sensor electronic unit (PSEU) gives the wing anti-ice control
module (P5-11) air ground sense feedback. The engine and wing anti-ice
module uses this feedback to enable overheat and thrust conservation
protection for the wing anti-ice system. It also resets (switches off) the WTAI
system during takeoff.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
ANTI ICE
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Mai 10, 2006
ATA 30 Anti Ice
Page 64
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
30-- 00
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
ANTI ICE
Figure 34
FRA US/E GiM
Mai 10, 2006
Wing Anti Ice System Schematic
ATA 30 Anti Ice
Page 65
30--20
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
30-- 00
INLET COWL ANTI-ICING SYSTEM
The inlet cowl anti-icing system keeps ice from forming on the engine inlet
cowl.
Each engine has an inlet cowl anti-icing system. The sytems operate in flight
and on the ground.
The inlet cowl anti-icing system controls and indications are on the P5—11
panel. The system uses 28v dc power.
When the system is ON, the inlet cowl thermal anti-ice (TAI) valve opens. Hot
air from the engine bleed air manifold flows through the valve into the hollow
inlet cowl. The warm air increases the temperature in the inlet cowl. The warm
air then flows overboard through a vent at the bottom of the cowl.
Each engine is the source of its inlet cowl thermal anti-icing air. Thermal
anti-icing air is from the engine bleed air manifold, upstream of the pressure
regulator and shutoff valve.
An inlet cowl TAI pressure switch monitors the pressure in the duct
downstream of the inlet cowl anti-icing valve. It causes the COWL ANTI-ICE
(P5) light to come ON if pressures in the duct are greater than 65 psi.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
ANTI ICE
FRA US/E GiM
Mai 10, 2006
ATA 30 Anti Ice
Page 66
OSA MRO Support Pvt. Ltd
ANTI ICE
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
30-- 00
FOR TRAINING PURPOSES ONLY!
65 PSI
Figure 35
FRA US/E GiM
Mai 10, 2006
ICAI System Schematic
ATA 30 Anti Ice
Page 67
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INSTRUMENTS
ATA 31
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
31-- 00
INSTRUMENTS
CLOCKS - GENERAL DESCRIPTION
Purpose
The clocks give time reference to the flight crew and other airplane systems.
General
This is the data that the clock shows:
S Time and date set manually from the clock
S Global positioning system (GPS) time and date from the multi--mode
receiver (MMR)
S Elapsed time
S Chronograph time.
The captain clock sends time and date to these components:
S Flight management computer (FMC)
S Flight data acquisition unit (FDAU)
S Voice recorder.
These units use the clock time and date for internal timing functions.
The flight management computer (FMC) does not use the
clock data if the FMC is programmed to use the global
positioning system (GPS).
FOR TRAINING PURPOSES ONLY!
NOTE:
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Mai 10, 2006
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INSTRUMENTS
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
CHR
31-- 00
TIME/DATE
MAN
GPS-TIME
60
TIME
MMR 2
50
SET
TIME-DATE
10
FMC 2
P3 F/O INSTRUMENT PANEL
-- F/0 CLOCK
20
40
ET
30
RESET
FIRST OFFICER CLOCK
FMC 1
TIME/DATE
CHR
MAN
FOR TRAINING PURPOSES ONLY!
60
TIME
FDAU
SET
50
10
40
20
P1 CAPT INSTRUMENT PANEL
-- CAPT CLOCK
TIME-DATE
ET
30
GPS-TIME
VOICE RECORDER
RESET
MMR 1
CAPTAIN CLOCK
Figure 36
FRA US/E GiM
Mai 10, 2006
Clocks - General, Location
ATA 31 Instruments
Page 69
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
31-- 00
INTRODUCTION
Purpose
The flight data recorder system (FDRS) stores airplane parameters and system
data for the last 25 hours of operation (minimum memorize-time).
The flight data recorder (FDR) protects the parameters and the system data.
If there is an airplane accident, these parameters supply data on flight
conditions and ai rp lane systems operat ion.
Airline personneI can also use the data to make an analysis of system
performance during airplane maintenance.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
INSTRUMENTS
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ATA 31 Instruments
Page 70
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
31-- 00
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
INSTRUMENTS
Figure 37
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FDRS - INTRODUCTION
ATA 31 Instruments
Page 71
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
INSTRUMENTS
One Stop Airline
MRO Support Pvt. Ltd
General
The FDRS receives and stores aip[ane parameters from airplane systems and
sensors.
The flight data recorder (FDR) keeps this data and protects it if the airplane has
an accident.
It records parameters that are necessary for regulatory agencies.
The airlines can also set additional parameters to record.
According to shop maintenance information, in 2004, there are 1275
parameters recorded on the flight data recorder of a 737--NG.
Each parameter is appr. 50hrs memorized in the FDR.
In the following training manual, you will not find all the components
and their location which provide data to be recorded on the FDR!
Each airline may request additional parameters to be recorded for
customized purposes like system-trendmornitoring!
The FDRS has these components:
S Flight data recorder (FDR)
S Flight data acquisition unit (FDAU)
S FDAU status relay
S Flight recorder test module
S Printer
S System test plug/connector
S Program switch module.
The FDRS operates automatically when one of the engines is in operation or
the airplane is in the air. It also operates while you do tests on the ground.
Aircraft Identification
A program switch module gives the aircraft identification number to the flight
data acquisition unit.
FDAU
The FDAU collects mandatory and recommended flight data for the flight data
recorder.
The FDAU also collects aircraft condition monitoring system (ACMS) data for
airline use.
The FDAU changes the mandatory and the recommended flight parameters
into the Harvard 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 disk in a data loader.
FDR
The FDR gets formatted data from the FDAU and keeps it in solid state
non--volatile memory. The flight recorder has the capacity to keep the last 25
hours of flight data.
The FDR records the data in a fire and crash resistant LRU.
An underwater locator beacon is on the front of the FDR.
System Test Plug/Connector
Connect ground support equipment to the system test plug to test the FDRS.
Data Loader Control Panel
ACMS data from the FDAU goes through the data loader control panel to a
data loader. The data loader can store data from the FDAU on a disk.
The data loader control panel switch lets you select the transfer of ACMS data.
You can transfer software from a disk in the data loader to the FDAU through
the data loader control panel.
Flight Recorder/Mach Airspeed Warning Test Module
The flight recorder test module shows the condition of the flight recorder
system. If there is a system fault, an amber OFF light comes on.
The OFF light also comes on if the system is off.
The flight recorder test module also has a TEST/NORMAL switch.
When this switch is in the TEST position, the FDR gets power.
Input Signals
The fliqht data acquisition unit (FDAU) processes arralog, digital, ard discrete
signals from many sensors and systems.
Mai 10, 2006
31-- 00
A three axis accelerometer gives acceleration data along the vertical, lateral,
and longitudinal axis.
FDRS - GENERAL DESCRIPTION
FRA US/E GiM
B737-- 600/700/800/900
Printer
A printer gives printed ACMS reports. The FDAU sends report data to the
printer. The printer sends status and bus control signals to the FDAU.
ATA 31 Instruments
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OSA MRO Support Pvt. Ltd
INSTRUMENTS
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
FLIGHT RECORDER
TEST NORMAL
31-- 00
FLIGHT DATA
RECORDER
MACH
AIRSPEED
WARNING
TEST
NO 1 NO 2
OFF A
FLIGHT RECORDER/MACH AIRSPEED
WARNING TEST MODULE
115V AC
FDAU
STATUS
RELAY
SYSTEM TEST
PLUG/CONNECTOR
CAGE CODE: 97895
PN: 967--0212
FOR TRAINING PURPOSES ONLY!
ACCELEROMETER
ACMS WEIGHT 19.0 LBS (8.63 KGS) MAX
DFDR POWER: 35W MAX, 115V. 400HZ
DFDAU SERIAL NO.
MFR DATE
MOD STATUS
CONTROL DISPLAY UNITS
DISCRETE DATA
ACMS
ANALOG DATA
DFDAU
1 2 3 4 5 6 7 8 9 10
11121314151617181920
DIGITAL DATA
Figure 38
Mai 10, 2006
DATA LOAD SELECTOR
SINGLE SYS
C
L
R
CAPT
F/O
UPR
LWR
SYSTEM SELECT
NORMAL
DFDAU ACMS
DATA LOADER
CONTROL PANEL
FLIGHT DATA ACQUISITION UNIT
FRA US/E GiM
OPTICAL
FDR:
(CUSTO
MER
OPTION)
PRINTER
FDRS - GENERAL DESCRIPTION
ATA 31 Instruments
Page 73
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
31-- 00
FDRS - COMPONENT LOCATION FLT. COMPT
Flight Compartment
The flight recorder/mach airspeed warning test module is on the P5 aft
overhead panel.
The system test plug/connector is on the P l8 panel.
The data loader control panel is on the P 6l pare I.
The printer is on the aft electronic panel P 8.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
INSTRUMENTS
FRA US/E GiM
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ATA 31 Instruments
Page 74
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INSTRUMENTS
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
31-- 00
P5 AFT OVERHEAD PANEL
-- FLIGHT RECORDER/MACH AIRSPEED
WARNING TEST MODULE
P7 GLARESHIELD PANEL
-- MASTER CAUTION LIGHTS
-- OVERHEAD ANNUNCIATOR
P9 FORWARD ELECTRONICS PANEL
-- CONTROL DISPLAY UNITS
FOR TRAINING PURPOSES ONLY!
P8 PANEL
-- PRINTER
P61 PANEL
-- DATA LOADER
CONTROL PANEL
FLIGHT COMPARTMENT
(LOOKING FORWARD)
BEHIND P18 PANEL
-- SYSTEM TEST
PLUG/CONNECTOR
FLIGHT COMPARTMENT
(LOOKING AFT)
Figure 39
FRA US/E GiM
Mai 10, 2006
FLIGHT COMP. - LOCATION
ATA 31 Instruments
Page 75
OSA MRO Support Pvt. Ltd
INSTRUMENTS
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
31-- 00
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.
FOR TRAINING PURPOSES ONLY!
Inputs
These are the discrete inputs to the aural warning system:
S Unsafe landing warning
S Unsafe takeoff warning
S Cabin pressure warning
S Autopilot disengage
S Overspeed warning
S Fire warning
S Crew call.
Sounds
The aural warning module gives these sounds in the flight compartment:
S Fire bells
S Chimes
S Overspeed clackers
S Wailer
S Continuous horn
S Intermittent horn.
NOTE:
This section only describes in general the types of warnings
available in the 737NG.
more detailed descriptions and functions are described in the
particular system-description.
(example: fire bell is described in chapter 26--fire warning
system).
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Mai 10, 2006
ATA 31 Instruments
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INSTRUMENTS
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
31-- 00
P5 OVERHEAD PANEL
-- ALTITUDE HORN CUTOUT SWITCH
P7 GLARESHIELD PANEL
-- MASTER FIRE WARNING LIGHTS
P9 FORWARD ELECTRONIC PANEL
-- AURAL WARNING MODULE
P10 CONTROL STAND
-- LANDING GEAR WARNING
HORN CUTOUT SWITCH
AURAL WARNING
MODULE
TAKEOFF WARNING
FOR TRAINING PURPOSES ONLY!
P8 AFT ELECTRONIC PANEL
-- FIRE WARNING BELL
CUTOUT SWITCH
CONTINUOUS HORN
LANDING WARNING
INTERMITTENT HORN
FIRE WARNING
FIRE BELL
AUTOPILOT DISENGAGE
WAILER
OVERSPEED WARNING
OVERSPEED CLACKERS
CABIN PRESSURE WARNING
CHIMES
CREW CALL
AURAL WARNING MODULE
Figure 40
FRA US/E GiM
Mai 10, 2006
AURAL WARNING - GENERAL
ATA 31 Instruments
Page 77
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
31-- 00
MASTER CAUTION SYSTEM - INTRODUCTION
General
The purpose of the master caution system is to inform the flight crew that
system warnlights, located behind pilots or out of view of the captain and
copilot, are illuminated.
Example: With a hydraulic low-pressure light illuminated, (which is located on
the aft overhead panel and therefor out of view of the pilots), on the glareshield
the system annunciator HYDR and both MASTER CAUTION lights will
illuminate.
Reset of master caution lights:
S Press captains or copilots master caution light.
Master caution lights and master caution system annunciator lights will
extinguish.
Recall of the master caution lights:
S Press any master caution six--pack.
If pilots want to know if there is still a system warn-light out of their illuminated
and pilots don’t want to turn their heads to see it, they simply press one of the
master caution system annunciators. Six pack lights whose system warn light
is still on will illuminate again.
Six--pack system lights will illuminate.
FOR TRAINING PURPOSES ONLY!
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INSTRUMENTS
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ATA 31 Instruments
Page 78
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INSTRUMENTS
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
31-- 00
SYSTEM ANNUNCIATOR LIGHT
(EXAMPLE:
HYDRAULIC LOW PRESSURE
FOR TRAINING PURPOSES ONLY!
MASTER CAUTION LIGHT
FIRE
WARN
MASTER
CAUTION
BELL CUTOUT PUSH TO RESET
MASTER CAUTION LIGHT
FLT CONT
ELEC
ANTI--ICE
ENG
IRS
APU
HYD
OVERHEAD
FUEL
OVHT/DET
DOORS
AIR COND
MASTER
CAUTION
FIRE
WARN
PUSH TO RESET BELL CUTOUT
MASTER CAUTION SYSTEM ANNUNCIATOR
(COMMONLY CALLED: SIX-PACK)
Figure 41
FRA US/E GiM
Mai 10, 2006
MASTER CAUTION - GENERAL
ATA 31 Instruments
Page 79
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
INSTRUMENTS
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
31-- 00
MASTER CAUTION SYSTEM - GENERAL DESCRIPTION
The following should give a very general about the master caution system only!
What we want to point out is:
S Master Caution is not a centralized system with a „big black box“
downstairs.
S Master Caution is individually integrated in the individual system module or
-panel.
S The panel triggers the master caution lights and the system lights in the
master caution annunciator (commonly called „six-pack“).
S So according to which system light illuminates together with the master
lights, the crew knows from the beginning, which system malfunctions.
S The master caution reset, by pressing a master caution light, is achieved in
the system module (flight control module, fuel module, elec. module and so
on).
S The master caution recall, by pressing a master caution system six-pack, is
also done in the system module.
S To operate a system, for example a fuel pump including its warning, there
are at least 4 circuit breaker necessary. Power reduncy not included.
The circuit breakers are (example fuel pump):
-- Fuel pump CB
-- MASTER CAUTION ANNUNCIATOR CONT 1 CB (for the Fuel Module)
-- SECT (for the system module annunciator lights)
-- At least one MASTER CAUTION ANNUNCIATOR CB
Please keep in mind, that each individual system controls its master caution by
its module.
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Mai 10, 2006
ATA 31 Instruments
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INSTRUMENTS
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
MODULE
POWER
MASTER CAUTION ANNUNCIATOR CONT 1
31-- 00
FUEL MODULE
P5 (TYPICAL)
SECT 1
LOW
PRESSURE
FUEL PUMP
MASTER CAUTION LOGIC
P
RECALL RESET
PRESS.
SWITCH
(TYPICAL)
FUEL PUMP
(TYPICAL)
FOR TRAINING PURPOSES ONLY!
SET
TO ALL OTHER
SYSTEM MODULES WHO
HAVE INTERFACE TO
MASTER CAUTION
FIRE
WARN
MASTER CAUTION
MASTER
CAUTION
FLT CONT
ELEC
ANTI--ICE
ENG
IRS
APU
HYD
OVERHEAD
FUEL
OVHT/DET
DOORS
AIR COND
BELL CUTOUT PUSH TO RESET
MASTER
CAUTION
FIRE
WARN
BELL CUTOUT
PUSH TO RESET
ALTERNATE POWER SOURCE
MASTER CAUTION ANNUNCIATOR
Figure 42
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Mai 10, 2006
MASTER CAUTION - BASIC INTRODUCTION
ATA 31 Instruments
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INSTRUMENTS
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
31-- 00
TAKEOFF WARNING
General
The takeoff warning function gives an aural warning sound if the airplane is in
an unsafe condition during takeoff or if the ground spoiler interlock valve
remains open after takeoff.
Abbreviations and Acronyms
S asym -- asymmetry
S FSEU -- flap/slat electronics unit
S gnd -- ground
S LE -- leading edge
S PSEU -- proximity switch electronic unit
S SMYD -- stall management yaw damper
S spdbk -- speedbrake
S sw -- switch
S TE -- trailing edge
S TO -- takeoff
S UCM -- uncommanded motion
S warn -- warning
FOR TRAINING PURPOSES ONLY!
NOTE:
in this document the take-off and landing warning is only shown
in a very brief form.
for more details see type-rating courses.
FRA US/E GiM
Mai 10, 2006
ATA 31 Instruments
Page 82
OSA MRO Support Pvt. Ltd
INSTRUMENTS
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
31-- 00
SPDBK LEVER NOT DOWN
PARKING BRAKE SET
AIRPLANE ON GROUND
PRESSURE TO GROUND SPOILERS
THRUST LEVERS
AT TAKEOFF
LE FLAPS AND SLATS
NOT EXTENDED, OR UCM
TE FLAPS NOT AT TAKEOFF,
OR SKEW, ASYM, UCM
STAB
TRIM
FOR TRAINING PURPOSES ONLY!
STABILIZER OUT OF GREEN BAND
GROUND SPOILER INTERLOCK
VALVE NOT CLOSED
INTERMITTENT
HORN
LANDING GEAR
TAKEOFF
WARNING
CUTOFF
16
LE FLAPS AND SLATS
NOT EXTENDED
Figure 43
FRA US/E GiM
Mai 10, 2006
17
18
LANDING GEAR TAKEOFF
WARNING CUTOFF CIRCUIT
BREAKER NOT OPEN
AIRPLANE IN AIR
LANDG. WARNING - GENERAL
ATA 31 Instruments
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OSA MRO Support Pvt. Ltd
INSTRUMENTS
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
31-- 00
COMMON DISPLAY SYSTEM
General Introduction
The common display system (CDS) shows performance, navigation and engine
information in many different formats on six display units in the flight
compartment.
In the following description is only a very brief introduction to the
common display system CDS.
For more details see the training manual „31--62 CDS“
in type-rating courses.
FOR TRAINING PURPOSES ONLY!
NOTE:
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ATA 31 Instruments
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One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
31-- 00
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
INSTRUMENTS
Figure 44
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Mai 10, 2006
COMMON DISPL. SYSTEM - GENERAL
ATA 31 Instruments
Page 85
OSA MRO Support Pvt. Ltd
INSTRUMENTS
One Stop Airline
MRO Support Pvt. Ltd
CDS - GENERAL DESCRIPTION
Purpose
The purpose of the common display system (CDS) is to supply navigation and
engine information to the flight crew.
External Interfaces
The computer for the CDS is the display electronics unit (DEU). Many avionic
and airframe systems interface with the DEUs.
These systems send ARINC 429, analog, and discrete data to the DEUs.
The DEUs send ARINC 429, analog, and discrete data to these systems.
B737-- 600/700/800/900
31-- 00
Functional Description
The DEUs collect data from many avionic and airframe systems.
The DEU changes this data into a video signal and sends the data out on a
coax cable.
A coax coupler splits the video signal and sends the data to all six display units.
Both DEUs send data to all six display units.
The DEUs also are the interface between some avionic and airframe systems.
For example, the DEUs receive BITE data from the electronic engine controller
(EEC) and auxiliary power unit (APU).
The DEUs send this data to the flight management computer.
The DEUs also send EEC data to other avionic systems.
FOR TRAINING PURPOSES ONLY!
Components
These are the components of the common display system:
-- Two display select panels
-- An engine display control panel
-- Two EFIS control panels
-- Two display source selectors
-- Two display electronics units (DEUs)
-- Four coax couplers
-- Six identical display units (DUs)
-- Two brightness control panels
-- Two remote light sensors (RLSs).
Operation
These are the things that determine the information that shows on the displays
units:
S Display unit status
S Display unit location
S Selections made on the control panels and modules.
S These are the formats that show on the display units:
S Primary flight display (PFD)
S Navigation display (ND)
S Engine display.
FRA US/E GiM
Mai 10, 2006
ATA 31 Instruments
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OSA MRO Support Pvt. Ltd
INSTRUMENTS
MAIN PANEL DUS
NORM
ENG
PRI
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
31-- 00
LOWER DU
NORM
ND
ENG
PRI
OUTBD
PFD
MAIN PANEL
UPPER DU
BRT
PFD
INBD
MFD
OFF
OUTBD DU INBD DU LOWER DU
BRT
BRT
BRT
DISPLAY
SELECT
PANEL (2)
MINS
FPV
BARO
RADIO
MTRS
IN
BARO
HPA
BRIGHTNESS CONTROL
PANEL (2)
STD
RST
MAP
20 40 80
VOR 2
VOR
PLN
APP
10
160
OFF
CTR
5 TFC 320 OFF
640
ADF 1
ADF 2
VOR 1
WXR STA
WPT ARPT DATA
POS
TERR
RLS (2)
EFIS CONTROL PANEL (2)
1
SPD REF
N1 SET
AUTO
AUTO
BOTH
V1
2
FUEL FLOW
RESET
RATE
VREF
FOR TRAINING PURPOSES ONLY!
VR
1
WT
OFF
MFD
ENG SYS
USED
AUTO BRAKE
AUTO BRAKE
DISARM
2
3
DISPLAYS
MAX
RTO
ANTI SKID
ANTI SKID
INOP
CONTROL PANEL
SOURCE
AUTO
BOTH
BOTH
ALL
ALL
ON 2
ON 1
ON 2 ON 1
NORMAL
DU (6)
DISPLAY SOURCE
SELECTORS
ENGINE DISPLAY
CONTROL PANEL
AIRPLANE SYSTEMS
ARINC 429
OUTPUT BUSES
AIRPLANE SYSTEMS
DISCRETES
COAXIAL
COUPLER (4)
DISPLAY ELECTRONICS UNIT (2)
Figure 45
FRA US/E GiM
Mai 10, 2006
COMMON DISPL. SYSTEM - GEN. DESCR.
ATA 31 Instruments
Page 87
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
LIGHTS
ATA 33
One Stop Airline
MRO Support Pvt. Ltd
33-- 00
LIGHTS
FLIGHT COMPARTMENT LIGHTING - INTRO
Purpose
These are the four types of flight compartment lights:
S Instrument and panel lights
S Miscellaneous lights
S Flight crew lights
S Master dim and test.
The instrument and panel lights are for the flight compartment controls and
panel indications.
The miscellaneous lights supply general lighting to the flight compartment.
These are the miscellaneous lights:
S Panel and control stand flood lights
S Circuit breaker panel lights
S Standby compass
S Dome lights.
The flight crew lights supply light for specific tasks.
These are the flight crew lights:
S Reading lights
S Map lights
S Flight kit lights
S Chart lights.
The master dim and test system controls the light for the system annunciator
and indicator lights.
FRA US/E GiM
B737-- 600/700/800/900
Mai 10, 2006
General Description
The dome lights supply general lighting for the cabin.
The glareshield supplies background lighting for the pi lots.
Each instrument and instrument panel has lighting. The control stand gets light
from an overhead floodlight.
The circuit breaker panels get light from floodlights.
There are lights for the standby compass and map lighting.
The master dim and test switch can do these functions:
S Test the indicator and panel lights
S Cause the indicator and panel lights to come on in the bright or dim mode.
The replacement lamps for the lights in the flight compartment are above the
right number three window.
ATA 33 Lights
Page 88
OSA MRO Support Pvt. Ltd
LIGHTS
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
33-- 00
MISCELLANEOUS LIGHT
(TYP)
INSTRUMENT AND
PANEL LIGHTS
FLIGHT CREW LIGHT
(TYP)
(TYP)
MASTER DIM
AND TEST
STANDBY COMPASS
SWITCH
SPARE LAMPS
FOR TRAINING PURPOSES ONLY!
GLARESHIELD
Figure 46
FRA US/E GiM
Mai 10, 2006
FLIGHT COMP. LIGHTING - INTRO
ATA 33 Lights
Page 89
OSA MRO Support Pvt. Ltd
LIGHTS
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
33-- 00
CARGO AND SERVICE COMPARTMENT - INTRO
Purpose
The cargo and service compartment lights supply light to aid maintenance
personnel and ground crews.
FOR TRAINING PURPOSES ONLY!
Location
There are cargo compartments lights in the forward and aft cargo
compartments.
There are service lights in these areas:
S Forward equipment compartment
S Electronic equipment compartment
S Right air conditioning compartment
S Left air conditioning compartment
S Aft accessory compartment (section 48 interior)
S APU compartment
S Tail cone compartment.
There are wheel well lights in the nose and main wheel wells.
FRA US/E GiM
Mai 10, 2006
ATA 33 Lights
Page 90
OSA MRO Support Pvt. Ltd
LIGHTS
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
33-- 00
AFT ACCESSORY
COMPARTMENT
LIGHT
TAILCONE SERVICE
LIGHTS
MAIN WHEEL
WELL LIGHTS
FWD CARGO
COMPARTMENT
LIGHTS
APU COMPARTMENT
SERVICE LIGHTS
FOR TRAINING PURPOSES ONLY!
ELECTRONIC
EQUIPMENT
COMPARTMENT
LIGHTS
AFT CARGO
COMPARTMENT
LIGHTS
NOSE WHEEL
WELL LIGHTS
AIR CONDITIONING
COMPARTMENT LIGHTS
FORWARD EQUIPMENT
COMPARTMENT
LIGHTS
Figure 47
FRA US/E GiM
Mai 10, 2006
CARGO & SERVICE COMP. LIGHTING - INTRO
ATA 33 Lights
Page 91
OSA MRO Support Pvt. Ltd
LIGHTS
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
33-- 00
EXTERIOR LIGHTING - 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:
S Wing illumination
S Landing lights (not shown)
S White anti—collision lights
S Red anti—collision lights
S Position lights
S Taxi and runway turnoff lights
S Logo lights.
EXTERIOR lights - CONTROL SWITCHES
Purpose
The exterior lighting control switches control the airplane external lights.
FOR TRAINING PURPOSES ONLY!
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:
S Landing (retractable and fixed)
S Runway turnoff
S Logo
S Position
S Anti--collision
S Wing
S Wheel Well
S Taxi.
FRA US/E GiM
Mai 10, 2006
ATA 33 Lights
Page 92
OSA MRO Support Pvt. Ltd
LIGHTS
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
ANTI--COLLISION
LIGHT (WHITE)
33-- 00
ANTI--COLLISION
LIGHT (WHITE)
POSITION LIGHTS
(WHITE AND GREEN)
ANTI--COLLISION
LIGHT (RED)
LOGO
LIGHTS
POSITION LIGHTS
(WHITE AND RED)
WING
ILLUMINATION
LIGHT
FOR TRAINING PURPOSES ONLY!
TAXI LIGHT
E
X
T
E
N
D
LANDING
RETRACT
OFF
RUNWAY
TURNOFF
L
R
OFF
OFF
ON
ON
RUNWAY
TURNOFF
LIGHT
LOGO
OFF
TAXI
ANTI--COLLISION
LIGHT (WHITE)
FIXED
LANDING
LIGHT
ANTI
POSITION
STROBE & COLLISION WING
OFF
OFF
STEADY
WHEEL
WELL
OFF
OFF
L
ON R
RETRACTABLE
L
ON R
FIXED
ON
STEADY
ON
ON
ON
EXTERIOR LIGHTING SWITCHES
Figure 48
FRA US/E GiM
Mai 10, 2006
EXTERIOR LIGHTING - INTRO
ATA 33 Lights
Page 93
OSA MRO Support Pvt. Ltd
LIGHTS
One Stop Airline
MRO Support Pvt. Ltd
EMERGENCY LIGHTING - INTRODUCTION
Purpose
The emergency lighting system puts lights on areas inside and outside of the
airplane.
The emergency lights also identify the exit paths.
The emergency lights operate at these times:
S When emergency light system is on
S When there is a loss of airplane DC power and the P5 panel emergency
light switch is in the ARMED position.
33-- 00
General Description
The emergency lighting system has these components:
S Exit signs
S Aisle lights
S Slide lights
S Floor proximity lights
S Power supplies (battery packs)
S Control switches.
The emergency lights use rechargeable battery packs as a power source.
There are seven battery packs on the airplane.
The battery pack assemblies have logic and charging circuits.
The logic controls circuits control light operation and charges the battery packs
during normal airplane operations.
FOR TRAINING PURPOSES ONLY!
Location
Control switches are at these locations:
S The P5 panel in the flight compartment.
S The P14 aft attendant panel.
The battery packs are at these locations:
S Behind the sidewall carpet risers
S In the ceiling panels near the fwd and aft entry doors.
The emergency lights supply lights for these areas:
S Aisles
S Exit areas (inside and outside of airplane)
S Floor paths to exits.
B737-- 600/700/800/900
FRA US/E GiM
Mai 10, 2006
ATA 33 Lights
Page 94
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
33-- 00
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
LIGHTS
Figure 49
FRA US/E GiM
Mai 10, 2006
EMERGENCY LIGHTING - INTRO
ATA 33 Lights
Page 95
ATA 23
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
COMMUNICATION
FLIGHT INTERPHONE SYSTEM
Purpose
The flight crew uses the flight interphone system to speak with each other and
the ground crew.
Flight and maintenance crews use the flight interphone system to get access to
the communication systems.
You can also use the flight interphone system to monitor the navigation
receivers.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
COMMUNICATION
FRA US/E GiM
Mai 10, 2006
ATA 23 Communication
Page 96
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
COMMUNICATION
Figure 50
FRA US/E GiM
Mai 10, 2006
FLIGHT INTERPHONE - INTRODUCTION
ATA 23 Communication
Page 97
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
FLIGHT INTERPHONE - GENERAL DESCRIPTION
General
The remote electronics unit (REU) and the audio control panel (ACP) control
the audio signals to and from the flight crew.
The REU also controls the communication with the service interphone and
related electronics equipment.
During a system failure, emergency operation bypasses all active system
circuitry and maintains airplane to ground station communication.
Flight Crew Interfaces
This system description shows the captain’s system. Interfaces and
components for other flight crew stations are similar.
The flight crew uses microphone (mic) switches on these components to send
audio to the REU:
S Control wheel
S ACP
S Hand microphone.
A microphone on these components lets the flight crew speak on the flight
interphone system:
S Oxygen mask
S Headset
S Hand mic.
The flight crew uses the audio control panels for these functions:
S Listen to the communication and navigation receivers
S Adjust the volume of the received audio
S Select a transmitter and microphone
S Key the microphone.
The remote electronic unit (REU) sends audio signals to the headsets and to
the flight interphone speakers.
Other Component and System Interfaces
The REU connects to these other components:
S Communications radios
FRA US/E GiM
Mai 10, 2006
B737-- 600/700/800/900
23-- 00
-- the REU sends push-to-talk (PTT) and microphone audio to the
transceivers and receives audio back from them
S Navigation receivers
-- the REU receives voice and Morse code identification tones.
The flight interphone system also has an interface with these other systems:
S Passenger address system: Lets the flight crew make announcements to
passengers
-S Service interphone system: Lets the flight crew speak with attendants and
service personnel
S Voice recorder: Records the flight crew microphone and receive audio
S Ground proximity warning computer (GPWC): Lets flight crew monitor
warning signals
S Traffic alert and collision avoidance system (TCAS): Lets the flight crew
monitor TCAS signals
S Flight control computer (FCC): Gives discrete signals to the REU.
This signal activates an altitude alert tone generator.
S Weather radar (WXR): Lets the flight crew monitor WXR windshear
warnings
Flight Interphone - Control Wheel PTT switch
The control wheel PTT switch gives push--to--talk input for the boom or oxygen
mask microphones.
The control wheel PTT switch is a three position switch. It is on the outboard
horn of the captain’s and the first officer ’s control wheel.
These are the switch positions:
S MIC - spring loaded to OFF position:
-- microphone audio and PTT signals go to the communication system you
select.
S OFF - fixed position:
-- The ACP PTT switch can key the microphone.
S INT - fixed position (hot-mike function):
-- microphone audio goes to the flight interphone system
(ACP selection is not changed).
ATA 23 Communication
Page 98
OSA MRO Support Pvt. Ltd
COMMUNICATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
23-- 00
MIC SELECTOR
AAU
R/T
CONTROL WHEEL
MIC SWITCH
I/C
MASK V
BOOM
B
R
SVR INT
SVR INT
FLT INT
ONE 2
ALT
NORM
AUDIO CONTROL PANEL
(3)
MOD
OBS
EXT
ATT
F/O
CAPT
HDPH
FLT
SVR
HDPH
FLT
SVR
FLIGHT INTERPHONE
SPEAKERS
ADJ
DME 1 ADJ
PA SENS
PA GAIN
ATTENTION
PA ST
FOR HANDLING
AUDIO POT 1
ELECTROSTATIC
AUDIO POT 2
SENSITIVE
DEVICES
COMMUNICATION RADIOS
A[]
NAVIGATION RECEIVERS
B[]
C[]
D[]
OXYGEN MASKS
PASSENGER ADDRESS
REMOTE ELEC
ONICS UNIT
SERVICE INTERPHONE
RVTECH P/N
BOEING P/N
HEADSETS
TSO C50C
RTCA 00--16
FOR TRAINING PURPOSES ONLY!
B2AKXXXXFX
ENV CAT
AAZ
VOICE RECORDER
HEADPHONE
GPWC
TCAS COMPUTER
HAND MIC
SERIAL NO.
FCC
DATE MFD
WXR
WEIGHT 7.75 LBS
EXTERNAL POWERPANEL
Figure 51
FRA US/E GiM
Mai 10, 2006
REMOTE ELECTRONICS UNIT
FLIGHT INTERPHONE - GEN. DESCRIPTION
ATA 23 Communication
Page 99
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
FLIGHT INTERPHONE - AUDIO CONTROL PANEL
Purpose
The flight crew uses the audio control panels (ACPs) to control audio for the
communication and navigation systems. Each ACP controls one station.
Controls
These are the controls on the ACP:
S Transmitter selectors
S Receiver switches
S Radio--Intercom PTT switch
S BOOM--MASK switch
S Filter switch
S ALT--NORM switch.
Microphone Selector Switches
The flight interphone system gets audio from these microphones:
S Boom
S Oxygen mask
S Hand--held.
You push a transmitter selector to select a communication transmitter or
system. You can select only one system at a time. When you push a
transmitter selector, this happens:
S The selector switch light comes on
S The received audio comes on at the volume set by the receiver volume
control
S The microphone audio and PTT signals are enabled for that system.
When you push a PTT switch, the microphone audio and PTT signals go to the
system set by the selector switches.
When the ACP initially gets power, the flight interphone system is active.
Receiver Switches
Push the receiver switch (push--on, push--off) to listen to communication or
navigation system audio. Turn it to adjust the volume.
Radio--Intercom PTT Switch
The radio--intercom PTT switch is a three--position switch with momentary
contacts in the R/T and I/C positions.
FRA US/E GiM
Mai 10, 2006
B737-- 600/700/800/900
23-- 00
In the R/T position, the microphone audio and PTT signals go to the
communication system set by the transmitter selectors.
In the I/C position, the boom or mask microphone jacks connect to the flight
interphone system.
BOOM--MASK Switch
The BOOM--MASK switch allows selection of the boom microphone jack or the
oxygen mask microphone as an audio source.
Filter Switch
The filter switch controls the filter that processes the navigation audio you
receive. This switch has these positions:
S V (voice) position passes only voice frequencies through the filter and
blocks the 1020 hz range frequency.
S B (both) position passes voice and range (coded station identification)
frequencies through the filter to the audio output.
S R (range) position passes only range frequencies 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.
When you select NORM, the flight interphone system operates as usual.
When you select ALT, the flight interphone system operates in the emergency
mode.
The only ACP controls that operate are the BOOM--MASK switch and the R/T
position of the PTT switch.
The hand--mic does not operate.
When you select ALT on the captain or observer ACP, you hear receiver audio
from the VHF--1 transceiver at the headphone and headset jacks.
When you key the MIC, the audio and PTT signals go to the VHF--1
transceiver.
When you select ALT on the first officer ACP, you hear receiver audio from the
VHF--2 transceiver at the headphone and headset jacks.
When you key the MIC, the audio and PTT signals go to the VHF--2
transceiver.
ATA 23 Communication
Page 100
OSA MRO Support Pvt. Ltd
COMMUNICATION
23-- 00
MIC SELECTOR
W
W
W
1--VHF--2--VHF--3
R/T
MASK
I/C
BOOM
W
HF
1--NAV--2
FOR TRAINING PURPOSES ONLY!
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
B
SERV
INT
W
FLT
INT
MKR
W
PA
SPKR
RECEIVER
SWITCHES
ALT
R
NORM
RADIO--INTERCOM MASK--BOOM FILTER SWITCH
PTT SWITCH
SWITCH
1
W
1--ADF--2
V
TRANSMITTER
SELECTOR (7)
ALT--NORM
SWITCH
INOP
INOP PLACARDS ARE OVER THE LEGEND OF ANY TRANSMITTER SELECTOR OR RECEIVE SWITCH THAT IS NOT CONNECTED.
Figure 52
FRA US/E GiM
Mai 10, 2006
FLIGHT INTERPHONE - ACP
ATA 23 Communication
Page 101
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
FLIGHT INTERPHONE FLIGHT COMP. LOCATIONS
Flight Compartment Component Locations
These are the captain’s and first officer’s flight interphone system components:
S Control wheel mic switch
S Flight interphone speaker
S Hand mic jack
S Oxygen mask mic jack
S Boom mic jack
S Headphone jack
S Audio control panel.
The observer has these flight interphone components:
S Hand mic jack
S Oxygen mask mic jack
S Headphone jack
S Audio control panel.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
COMMUNICATION
FRA US/E GiM
Mai 10, 2006
ATA 23 Communication
Page 102
OSA MRO Support Pvt. Ltd
COMMUNICATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
ALTERNATE LOCATION
FOR CAPT. INTERPHONE SPEAKER
23-- 00
P5 AFT OVERHEAD PANEL
-- OBSERVER AUDIO CONTROL PANEL
CAPT FLIGHT
INTERPHONE SPEAKER
F/O FLIGHT
INTERPHONE SPEAKER
F/O JACKS
-- BOOM MICROPHONE
-- HEADPHONE
CAPT JACKS
-- BOOM MICROPHONE
-- HEADPHONE
CAPT CONTROL
WHEEL MIC SWITCH
F/O CONTROL
WHEEL MIC SWITCH
FOR TRAINING PURPOSES ONLY!
CAPT JACKS
-- HAND MICROPHONE
-- MASK MICROPHONE
F/O JACKS
-- HAND MICROPHONE
-- MASK MICROPHONE
P8 AFT ELECTRONIC PANEL
-- CAPT AUDIO CONTROL PANEL
-- F/O AUDIO CONTROL PANEL
Figure 53
FRA US/E GiM
Mai 10, 2006
FLIGHT INTERPHONE - COMP. LOC.
ATA 23 Communication
Page 103
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
SERVICE INTERPHONE SYSTEM
General
The ground crew uses the service interphone system to talk to each other and
to the flight crew.
Service interphone jacks are at different locations on the airplane.
The flight attendants use the service interphone system to speak with each
other and the pilots.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
COMMUNICATION
FRA US/E GiM
Mai 10, 2006
ATA 23 Communication
Page 104
OSA MRO Support Pvt. Ltd
COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
FOR TRAINING PURPOSES ONLY!
GROUND CREW
CABIN CREW
Figure 54
FRA US/E GiM
Mai 10, 2006
SERVICE INTERPHONE - INTRODUCTION
ATA 23 Communication
Page 105
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
SERVICE INTERPHONE - GEN. DESCRIPTION
General
The service interphone system is for the:
S Flight crew
S Attendants
S 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 handset 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 from the
service station jacks.
The headset gets audio from the REU.
The REU does these functions:
S Combines audio from the microphones
S Amplifies the audio signal
S Sends audio to handsets, headsets, and speakers.
FRA US/E GiM
Mai 10, 2006
ATA 23 Communication
Page 106
OSA MRO Support Pvt. Ltd
COMMUNICATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
23-- 00
MIC SELECTOR
SERV
INT
AAU
SVR INT
SVR INT
FLT INT
ONE 2
AUDIO CONTROL PANEL (3)
MOD
OBS
EXT
ATT
F/O
HDPH
FLT
SVR
ADJ
DME 1 ADJ
PA SENS
PA GAIN
PA ST
AUDIO POT 1
AUDIO POT 2
A[]
CAPT
HDPH
FLT
SVR
FWD ATTENDANT PANEL
FWD ATTENDANT
HANDSET
ATTENTION
FOR HANDLING
ELECTROSTATIC
SENSITIVE
DEVICES
B[]
C[]
D[]
FLIGHT INTERPHONE
AFT ATTENDANT PANEL
FOR TRAINING PURPOSES ONLY!
-- MICROPHONES
-- HEADPHONES
-- SPEAKERS
REMOTE ELEC
RVTECH P/N
BOEING P/N
TSO C50C
RTCA 00--16
B2AKXXXXFX
ENV CAT
AAZ
AFT ATTENDANT
HANDSET
INSIDE AIRPLANE
OUTSIDE AIRPLANE
SERVICE
INTERPHONE
SWITCH
SERVICE
INTERPHONE
JACKS
REMOTE ELECTRONICS UNIT
FLIGHT CREW OPERATION
Figure 55
Mai 10, 2006
ATTENDANT OPERATION
SERIAL NO.
DATE MFD
WEIGHT 7.75 LBS
INTERPHONE
JACK
FRA US/E GiM
ONICS UNIT
GROUND CREW OPERATION
SERVICE INTERPHONE - GEN. DESCRIPTION
ATA 23 Communication
HEADSET
Page 107
OSA MRO Support Pvt. Ltd
COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
FLIGHT CREW CALL / CABIN INTERPHONE
Purpose
The flight crew call system tells:
S Flight compartment personnel that there is a call from the cabin attendants
S Attendants there is a call from the flight compartment or another attendant
panel.
FLIGHT CREW CALL / CABIN INTERPHONE -- DESCR.
The flight crew call system lets the flight crew and attendants call each other.
These are the calls that can be made:
S Flight compartment to attendant stations
S Attendant station to flight compartment
S Attendant station to attendant station.
Aural and visual indications from the system tell the flight and cabin crew to
use the cabin interphone.
FOR TRAINING PURPOSES ONLY!
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:
S The pink light on the forward and the aft exit locator signs comes on
S The passenger address system sends a HI/LO chime to the cabin speakers.
Attendant Station to Flight Compartment
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:
S The CALL light on the passenger signs panel comes on
S The aural warning module makes a HI chime.
Attendant Station to Attendant Station
You use the handset to call one attendant station from another attendant
station. When you make this call, these are the indications in the passenger
cabin:
S The green light on the exit locator sign comes on at the other attendant
station
S The passenger address system sends a HI/LO chime to the cabin speakers.
FRA US/E GiM
Mai 10, 2006
ATA 23 Communication
Page 108
OSA MRO Support Pvt. Ltd
COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
EXIT LOCATOR SIGN (2)
ATTENTAND CALL LIGHTS
ATTENDANT
PANEL (2)
ATTENDANT
HANDSET (2)
CABIN
FOR TRAINING PURPOSES ONLY!
P5 FORWARD OVERHEAD PANEL
-- PASSENGER SIGNS PANEL
ATTEND
GRD
CALL
CALL
PASSENGER SIGNS PANEL
AURAL WARNING MODULE
P9 FORWARD ELECTRONIC PANEL
-- AURAL WARNING MODULE
PASSENGER ADDRESS
AMPLIFIER
FLIGHT COMPARTMENT
Figure 56
FRA US/E GiM
Mai 10, 2006
FLIGHT CREW CALL - GEN. DESCRIPTION
ATA 23 Communication
Page 109
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
PASSENGER ADDRESS - INTRODUCTION
Purpose
The passenger address (PA) system supplies these to the passenger cabin:
S Passenger address announcements
S Pre--recorded announcements
S Boarding music
S Chimes.
PASSENGER ADDRESS -- GENERAL DESCRIPTION
The passenger address (PA) amplifier puts a priority on the audio inputs from
these places:
S Pilots
S Attendants
S Pre--recorded announcement and boarding music reproducer (PRAM).
The PA amplifier amplifies the audio input that has the highest priority and
sends the signal to these places:
S Passenger cabin speakers
S Attendant speakers
S Passenger entertainment system
S Remote electronics unit (REU).
The amplified audio to the REU goes through muting circuits for the forward
and aft attendant speakers. When an attendant makes an announcement, the
muting circuits stop the audio for that attendants speaker.
The PA amplifier supplies chimes with other PA audio.
FRA US/E GiM
Mai 10, 2006
ATA 23 Communication
Page 110
OSA MRO Support Pvt. Ltd
COMMUNICATION
AAU
SVR INT
SVR INT
FLT INT
ONE 2
PILOT
MOD
OBS
EXT
ATT
F/O
HDPH
FLT
SVR
ADJ
DME 1 ADJ
PA SENS
PA GAIN
PA ST
AUDIO POT 1
AUDIO POT 2
A[]
B[]
23-- 00
CAPT
HDPH
FLT
SVR
ATT SPEAKERS
ATTENTION
ELECTROSTATIC
SENSITIVE
DEVICES
C[]
D[]
DISPLAY
REMOTE ELEC
RVTECH P/N
BOEING P/N
TSO C50C
RTCA 00--16
B2AKXXXXFX
CABIN AND
LAV SPEAKERS
ONICS UNIT
TONE
OPERATE
LOAD
(OHMS)
LEVEL
(VRMS)
ENV CAT
AAZ
SERIAL NO.
DATE MFD
WEIGHT 7.75 LBS
REMOTE ELECTRONICS
UNIT
ATTENDANT
FOR TRAINING PURPOSES ONLY!
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
MASTER GAIN
PA PTT
PASSENGER
ENTERTAINMENT
SYSTEM
NO
FASTEN
SMOKING
BELTS
OFF
AUTO
ON
ATTEND
PRE--RECORDED
ANNOUNCEMENT/
MUSIC REPRODUCER
LAVATORIES
AND PASS
SERVICE UNITS
Figure 57
FRA US/E GiM
Mai 10, 2006
PASSENGER ADDRESS
AMPLIFIER
GRD
CALL
PASSENGER SIGNS
PANEL
PA - DESCRIPTION
ATA 23 Communication
Page 111
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
VERY HIGH FREQUENCY SYSTEM - INTRO
General
The very high frequency (VHF) communication system supplies voice and data
communication over line--of--sight distances. It gives communication between
airplanes or between ground stations and airplanes.
The VHF system operates in the aeronautical frequency range of 118.000 MHz
to 136.975 MHz.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
COMMUNICATION
FRA US/E GiM
Mai 10, 2006
ATA 23 Communication
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One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
FOR TRAINING PURPOSES ONLY!
COMMUNICATION
Figure 58
FRA US/E GiM
Mai 10, 2006
VHF - INTRODUCTION
ATA 23 Communication
Page 113
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COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
VHF - GENERAL DESCRIPTION
General
The VHF communication system supplies the flight crew with voice and data
line-of-sight communication.
The VHF communication system can be used to communicate between
airplanes and between airplanes and ground stations.
The VHF communication radio is tunable in the frequency range of 118.000
MHz to 136.975 MHz.
The VHF radio is used to transmit and receive voise and data communication.
The 8.33 kHz spacing is only available for these frequency ranges:
S 118.000 to 121.400
S 121.600 to 123.050
S 123.150 to 136.475
23-- 00
External Interface
The VHF communication system connects with these components/systems:
S The remote electronics unit (REU)
S The proximity switch electronic unit (PSEU)
S The flight data acquisition unit (FDAU).
Microphone audio and microphone discretes go to the VHF transceiver through
the remote electronics unit.
Receiver audio goes from the VHF transceiver to the flight interphone speakers
and headsets through the remote electronics unit.
The flight data acquisition unit receives transceiver key data to record the
event.
The VHF transceiver receives an air/ground discrete from the proximity switch
electronic unit.
The VHF transceivers use the discrete to calculate flight legs and for internal
fault memory.
FOR TRAINING PURPOSES ONLY!
System Components
Each VHF communication radio has these components:
S VHF control panel
S VHF transceiver
S VHF antenna.
The aircraft communication and reporting system (ACARS) uses one of the
VHF transceivers to transmit data.
B737-- 600/700/800/900
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ATA 23 Communication
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COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
ACTIVE
V
H
F
TFR
COMM TEST
B737-- 600/700/800/900
23-- 00
STANDBY
C
O
M
M
VHF ANTENNA
GROUND
VHF CONTROL PANEL
AIR
AAU
SVR INT
SVR INT
FLT INT
ONE 2
OBS
EXT
ATT
F/O
HDPH
FLT
SVR
HDPH
FLT
SVR
ADJ
DME 1 ADJ
PA SENS
PA GAIN
PA ST
AUDIO POT 1
AUDIO POT 2
MOD A[]
B[]
CAPT
PROXIMITY SWITCH
ELECTRONICS UNIT
ATTENTION
FOR HANDLING
ELECTROSTATIC
SENSITIVE
DEVICES
C[]
D[]
FOR TRAINING PURPOSES ONLY!
1 -- VHF
REMOTE ELEC
RVTECH P/N
BOEING P/N
TSO C50C
RTCA 00--16
B2AKXXXXFX
ONICS UNIT
AUDIO CONTROL PANEL
VHF TRANSCEIVER
FLIGHT DATA
ACQUISITION UNIT
ENV CAT
AAZ
FLIGHT INTERPHONE
SERIAL NO.
DATE MFD
WEIGHT 7.75 LBS
MICROPHONES
HEADPHONES
OXYGEN MASKS
SPEAKERS
REMOTE ELECTRONICS UNIT
Figure 59
FRA US/E GiM
Mai 10, 2006
VHF - GENERAL DESCRIPTION
ATA 23 Communication
Page 115
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
ACARS - INTRODUCTION
Purpose
The aircraft communications addressing and reporting system (ACARS) is a
datalink communication system.
It lets you transmit messages and data between an airplane and an airline
ground base.
A message from the airplane to the airline ground base is called a downlink.
A message from the airline ground base to the airplane is called an uplink.
To reduce crew workload, ACARS sends reports when necessary and at
scheduled times of the flight.
These are typical ACARS reports:
S Crew identification
S Out, Off, On, In (000I) times
S Engine performance
S Flight status
S Maintenance items.
FOR TRAINING PURPOSES ONLY!
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B737-- 600/700/800/900
23-- 00
DREAM-AIRLINE
ACARS DATA
LINK CONTROL
AIRLINE
OPERATIONS
FOR TRAINING PURPOSES ONLY!
ACARS DATA/
VOICE STATION
Figure 60
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ACARS - INTRODUCTION
ATA 23 Communication
Page 117
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FOR TRAINING PURPOSES ONLY!
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23-- 00
ACARS - GENERAL DESCRIPTION
General
The ACARS is a voice and data communication system to manage flight plan
data and maintenance data between the airplane and the airline.
These are the components of the ACARS:
S Control display unit (CDU)
S ACARS program switch modules
S Management unit (MU).
You use the control display unit (CDU) to control the operation of the ACARS
and display 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:
S VHF transceiver to transmit to and receive data from the ground
S Printer to print ACARS reports and messages
S Proximity switch electronics unit which sends discrete signals for out, off, on
and in (000I)
S Remote electronics unit to distribute the chime and light annunciation for an
incoming ACARS message.
ACARS also connects to these systems to upload information from the airline
operations or download information to the airline operations:
S Flight management computers
S Flight data acquisition unit
S Data loader control panel.
The ACARS MU is on the E3--3 shelf.
The ACARS program switch modules are on the E3--3 shelf behind the ACARS
MU.
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COMMUNICATION
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23-- 00
UPLINK/
DOWNLINK
DATA
MK 2 CMU
VHF
TRANSCEIVER
MU PASS
HW FAIL
LOAD SW
XFER
BUSY
XFER
COMP
CONTROL DISPLAY
UNIT
XFER
FAIL
CHIME
APM FAIL
REMOTE
ELECTRONICS
UNIT
PRINTER
AURAL
WARNING
MODULE
FOR TRAINING PURPOSES ONLY!
PROXIMITY SWITCH ELECTRONICS UNIT
PROGRAM PINS
UPLOAD/
DOWNLOAD
DATA
PROGRAM SWITCH MODULES
FLIGHT MANAGEMENT
COMPUTER SYSTEM
FLIGHT DATA
ACQUISITION UNIT
DATA LOADER
CONTROL PANEL
ACARS MANAGEMENT UNIT
Figure 61
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ACARS - DESCRIPTION
ATA 23 Communication
Page 119
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COMMUNICATION
ACARS - OPERATION
Purpose
The flight management computer system control display unit (CDU) gives you
an interface with the ACARS system.
It lets you enter, send, and review downlink/uplink data.
The CDU shows ACARS messages in the scratch pad.
These are the ACARS messages:
S ACARS UPLINK -- ACARS has received an uplink message
S ACARS NO COMM -- no ACARS link available
S ACARS VOICE -- ACARS VHF radio set to voice
S ACARS CALL -- ground station requests voice--go--ahead
S ACARS VOICE BUSY -- ACARS VHF radio voice circuits are busy
S ACARS MU FAIL -- ACARS management unit failure
S PRINTER UPLINK -- uplink message for printer
S PRINTER FAIL -- ACARS reports printer failure
S ACARS ALERT -- ACARS requires flight crew action.
CAUTION:
FOR TRAINING PURPOSES ONLY!
One Stop Airline
MRO Support Pvt. Ltd
THE ACARS IS A DATA-LINK SYSTEM, WHICH IS HIGHLY
CUSTOMIZED
THE MCDU-PAGES ON THE FOLLOWING PAGE MAY
DIFFER FROM AIRLINE TO AIRLINE!!
CHECK YOUR AIRLINE DEDICATED DOCUMENTS FOR
DETAILS, SHOWN ON THIS PAGES11
B737-- 600/700/800/900
23-- 00
ACARS PREFLT MENU
The ACARS PREFLT (preflight) menu shows when you push the ACARS LSK
on the MENU page.
You use this to get access to other ACARS pages.
The flight crew uses these selections and the control indexes to transmit and
receive information from ACARS:
S PREFLIGHT -- to put preflight information into ACARS
S FUEL INIT -- to put in starting airplane fuel
S CREW REPORT -- to make refuel and ground service reports
S ATC -- to send reports to air traffic control
S TELEX -- to make, address, and send telexes to the ground station
S MISC -- to find frequencies, check ACARS parameters and select the
maintenance menu for test-puposes.
S WEATHER REQUEST -- to get weather information
S VOICE/DATA CONTROL -- to change the ACARS radio from voice to data
or data to voice
S VOICE CONTACT -- to tell operations, engineering, or maintenance to
contact the airplane on a voice frequency
S RECEIVED MESSAGES -- to view or to print received messages from
ground stations.
NOTE:
THERE ARE MULTIPLE ACARS MENUS AVAILABLE: ONLY TWO
ARE SHOWN IN THE FOLLOWING DESCRIPTIONS.
MAIN MENU
The menus on the CDU screen are airline specific.
Push the line select key (LSK) next to ACARS to connect the CDU to ACARS.
These pages are available for maintenance:
S ACARS PREFLT MENU
S ACARS MISC
S ACARS MAINTENANCE.
To exit from ACARS, push the CDU MENU key.
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COMMUNICATION
B737-- 600/700/800/900
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23-- 00
MENU
ACARS PRE F L T MENU
< FMC
< P R E F L I GH T
< F UE L
WE A T H E R
R E QU E S T >
I NI T
< C R E W R E P OR T
< AT C
< T EL EX
< MISC
OR
< ACARS
< DFDAU
V OI C E / D A T A
C O N T R OL >
V OI C E
C ON T A C T >
RE C E I V E D
ME S S A GE S >
SCRATCH
PAD
MENU
MESSAGE
ANNUNCIATION
ACARS PREFLIGHT MENU # 1
M
S
G
OR
ALTERNATE ACCESS
TO PROMPT „MISC“
FOR TRAINING PURPOSES ONLY!
CONTROL DISPLAY UNIT
LOG NR: ACARS TECHLOG
DATE
D-AHFI
TAH
TAC
13 APR 05
00112 : 51 / 00042
< FLIGHT LOG
ACTION >
PUSHBACK >
REQUEST
TAXI >
< WX - REQUEST
OIL REFILL >
< TELEX / MSG
PAR UPDATE >
< REC MSG
INITIALIZE >
MAIN SCREEN >
< SENT MSG
PRE - FLT DATA >
PREV LOG >
ACARS PREFLIGHT MENU # 2
Figure 62
Mai 10, 2006
PDC / DCL >
< TECHLOG
ACARS TECHLOG
FRA US/E GiM
1/3
REQUEST
REPORT >
WEEKLY
(
)
P - CHECK
(
)
C - CHECK
(
)
< MISC
ACARS PREF L T MENU
ACARS - OPERATION – MCDU
ATA 23 Communication
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One Stop Airline
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B737-- 600/700/800/900
23-- 00
EMERGENCY LOCATOR TRANSMITTER - INTRO
Purpose
The emergency Locator transmitter (ELT) system automatically sends
emergency signals when it senses a large change in the airplane’s velocity.
The ELT sends homing signals to search and rescue crews on the VHF and
UHF emergency channels.
The ELT also sends emergency signals to satellite receivers.
The satellite receivers send this information to ground stations to calculate the
location of the distress signals.
FOR TRAINING PURPOSES ONLY!
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B737-- 600/700/800/900
23-- 00
HELP
FOR TRAINING PURPOSES ONLY!
HELP
HELP
HELP
HELP
HELP
HELP
HELP
Figure 63
FRA US/E GiM
Mai 10, 2006
ELT - INTRODUCTION
ATA 23 Communication
Page 123
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
ELT - GENERAL DESCRIPTION
General
The emergency locator transmitter (ELT) system has these components:
S Control panel
S Programming and position interface unit
S Transmitter
S Antenna.
The control panel has a switch that you use to start the ELT manually.
It also has a Iight 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 406 MHz transmit signals.
The antenna is a dual element antenna with two coax connectors. The 121 .5
MHz and 243.0 MHz ELT transmissions come in on the BNC series connector.
The 406 MHz transmissions come in on the TNC series connector.
FOR TRAINING PURPOSES ONLY!
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COMMUNICATION
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One Stop Airline
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23-- 00
ELT TRANSMITTER
ELT ANTENNA
FOR TRAINING PURPOSES ONLY!
ELT
ARM
ELT
0N
ELT CONTROL PANEL
Figure 64
FRA US/E GiM
Mai 10, 2006
ELT - DESCRIPTION
ATA 23 Communication
Page 125
One Stop Airline
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B737-- 600/700/800/900
23-- 00
HIGH FREQUENCY COMMUNICATION - INTRO
General
The high frequency (HF) communication system supplies voice communication
over long distances. It gives communication between airplanes or between
ground stations and airplanes.
The HF system operates in the aeronautical frequency range of 2 MHz to
29.999 MHz.
The system uses the earth’s surface and an ionized layer to cause a reflection
(skip) of the communication signal.
The distance between skips changes due to the time of day, radio frequency,
and airplane altitude.
FOR TRAINING PURPOSES ONLY!
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B737-- 600/700/800/900
23-- 00
FOR TRAINING PURPOSES ONLY!
COMMUNICATION
Figure 65
FRA US/E GiM
Mai 10, 2006
HF - INTRODUCTION
ATA 23 Communication
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COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
HF - GENERAL DESCRIPTION
General
The HF communication system has these components:
S HF control panel
S HF transceiver
S HF antenna coupler
S HF antenna.
FOR TRAINING PURPOSES ONLY!
General Description
The HF communication system interfaces with these components:
S Audio control panel (ACP)
S Remote electronics unit (REU)
S Flight data acquisition unit.
The REU receives HF radio selection and volume control from the ACP.
The HF transceiver receives microphone (mic) audio from the REU. Receiver
audio goes from the HF transceiver, through the REU, to the flight interphone
speakers and headsets.
The HF transceiver supplies the received audio to the SELCAL decoder.
The SELCAL decoder monitors the audio for SELCAL calls that come from the
airline ground operations.
The HF transceiver supplies a key event to the flight data acquisition unit for
key event marking.
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COMMUNICATION
ACTIVE
V
H
F
/ PANEL
H OFF
F
23-- 00
STANDBY
C
O
M
M
TEST
VHF 1 VHF 2 VHF 3
HF 1
SEN
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
AM
VHF
HF 2
RADIO COMMUNICATION PANEL
HF ANTENNA
HF ANTENNA
COUPLER
COLLINS
LRU FAIL
FOR TRAINING PURPOSES ONLY!
AAU
OBS
F/O
CAPT
SVR INT EXT
HDPH HDPH
SVR INT ATT
FLT
FLT
FLT INT
SVR
SVR
ADJ
ONE 2
DME 1 ADJ
PA SENS
PA GAIN
ATTENTION
PA ST
AUDIO POT 1
SENSITIVE
AUDIO POT 2
DEVICES
MOD
A[]
B[]
REMOTE ELEC
RVTECH P/N
BOEING P/N
TSO C50C
RTCA 00--16
B2AKXXXXFX
C[]
FLIGHT DATA
ACQUISITION UNIT
KEY INTERLOCK
GROUND
AIR
D[]
HF
ONICS UNIT
CONTROL INPUT FAIL
SQL/LAMP TEST
PROXIMITY SWITCH
ELECTRONICS UNIT
PHONE
MIC
SELCAL DECODER
ENV CAT
AAZ
AUDIO CONTROL
PANEL
SERIAL NO.
DATE MFD
WEIGHT 7.75 LBS
FLIGHT INTERPHONE
MICROPHONES
HEADPHONES
OXYGEN MASKS
SPEAKERS
HF TRANSCEIVER
REU
Figure 66
FRA US/E GiM
Mai 10, 2006
HF - GEN. DESCRIPTION
ATA 23 Communication
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COMMUNICATION
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B737-- 600/700/800/900
23-- 00
SELECTIVE CALLING SYSTEM - INTRODUCTION
Purpose
The selective calling (SELCAL) system supplies the flight crew with indications
of calls that come in from the airline’s ground stations.
It is not necessary for the pilots to continuously monitor company
communications channels.
Airline radio networks supply communication between ground stations and
airplanes.
For SELCAL operation, each airplane has a different four--letter code. Each
letter in the code equals a different audio tone.
The ground stations send the applicable tones to call an airplane.
FOR TRAINING PURPOSES ONLY!
Abbreviations and Acronyms
ACP . . . . audio control panel
comm . . . . . communication
HF
. . . . high frequency
REU . . . . remote electronics unit
SELCAL . . selective calling
VHF
. . . . very high frequency
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B737-- 600/700/800/900
23-- 00
FOR TRAINING PURPOSES ONLY!
COMMUNICATION
Figure 67
FRA US/E GiM
Mai 10, 2006
SELCAL - INTRODUCTION
ATA 23 Communication
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B737-- 600/700/800/900
23-- 00
SELCAL - GENERAL DESCRIPTION
General
Each airplane has a different SELCAL code. A ground station transmits this
code to communicate with an airplane.
when the airplane receives its SELCAL code, flight compartment indications
come on to tell the flight crew.
HF and VHF Transceivers
The HF and VHF transceivers receive the SELCAL signal and send it to the
SELCAL decoder.
SELCAL Coding Switch
A SELCAL coding switch gives the airplane its SELCAL code.
It supplies the code to the SELCAL decoder.
The SELCAL coding switch is behind the SELCAL decoder on the E-4 rack.
FOR TRAINING PURPOSES ONLY!
SELCAL Decoder Unit
The SELCAL decoder unit monitors for audio tones.
If the tones are the same as the code, the decoder sends a signal to the
control panel.
The decoder also sends a ground to the SELCAL aural warning relay.
This relay gives power to the REU to send a signal to the aural warning unit.
The SELCAL decoder is on the E-4 rack in the electronic equipment
compartment.
SELCAL Control Panel
The SELCAL control panel receives the signals that come from the SELCAL
decoder unit.
The alert light comes on for the transceiver that receives the call. Push the
alert light switch to reset the decoder channel.
Remote Electronics Unit (REU)
The REU sends a signal to the aural warning unit. The aural warning unit
makes a high / low chime signal.
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B737-- 600/700/800/900
23-- 00
SELCAL AURAL
WARNING RELAY
HF TRANSCEIVER
AURAL WARNING MODULE
REMOTE
ELECTRONICS
UNIT
AUDIO
TO
REU
C
W
FOR TRAINING PURPOSES ONLY!
1--VHF
C
W
2–VHF
AUDIO CONTROL PANEL
VHF TRANSCEIVER
SELCAL
DECODER
UNIT
SELCAL PROGRAM
SWITCH MODULE
Figure 68
FRA US/E GiM
Mai 10, 2006
SELCAL - GENERAL DESCR.
ATA 23 Communication
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COMMUNICATION
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VOICE RECORDER SYSTEM - INTRODUCTION
General
The voice recorder continuously records these:
S Flight crew communications
S Flight compartment sounds.
The voice recorder keeps the last 120 minutes of audio.
VOICE RECORDER - GENERAL DESCRIPTION
FOR TRAINING PURPOSES ONLY!
General
The voice recorder unit makes a continuous record of flight crew
communication and flight compartment sounds.
It erases the communication data automatically so that the memory stores only
recent audio.
The voice recorder unit keeps the last 120 minutes of communication data in
memory.
The voice recorder unit receives audio from the remote electronics unit (REU)
and the area microphone.
The area microphone is in the cockpit voice recorder panel.
B737-- 600/700/800/900
23-- 00
Description
The pilot uses the voice recorder switch to control voice recorder power. the
AUTO swirch position provides automatic control.
In this position, the voice recorder receives power through the time delay relay.
When an engine is at or above idle, an engine running relay energizes the time
delay relay.
The energized relay keeps voice recorder power on from engine start to engine
shutdown.
The time delay relay also keeps power for an additional five minutes after
engine shutdown to let pilots complete postflight checks.
The ON position lets you apply power to the voice recorder for maintenance or
for preflight tests.
In this position, the voice recorder switch latches while it supplies the power.
It gives the power until an engine starts or until you put the switch back to
AUTO.
The switch automatically goes to AUTO when an engine is at or above idle.
Components
The voice recorder system has these components:
S Cockpit voice recorder panel
S Voice recorder unit.
S Voice recorder switch
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ATA 23 Communication
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COMMUNICATION
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One Stop Airline
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COCKPIT VOICE RECORDER MICROPHONE MONITOR
23-- 00
ERASE VOLTAGE
PARKING BRAKE SET AND
GROUND SENSING RELAY
ERASE TEST
ERASE
UNDERWATER
LOCATOR
BEACON
TEST
AUDIO
HEADPHONE
STATUS
TIME
DELAY
RELAY
COCKPIT VOICE RECORDER PANEL
AUTO
ENG 1 AND 2
RUN RELAYS
ON
VOICE RECORDER
SWITCH
CLOCK
MICROPHONE AND
HEADPHONE AUDIO (3)
CAPTAIN
MICROPHONE
FOR TRAINING PURPOSES ONLY!
VOICE
RECORDER
AUDIO
MOD A[]
FIRST OFFICER
MICROPHONE
FIRST OBSERVER
MICROPHONE
Figure 69
FRA US/E GiM
Mai 10, 2006
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
PA GAIN
ATTENTION
PA ST
AUDIO POT 1
SENSITIVE
AUDIO POT 2
DEVICES
B[]
REMOTE ELEC
RVTECH P/N
BOEING P/N
TSO C50C
RTCA 00--16
B2AKXXXXFX
C[]
VOICE RECORDER UNIT
D[]
ONICS UNIT
ENV CAT
AAZ
SERIAL NO.
DATE MFD
WEIGHT 7.75 LBS
REMOTE ELECTRONICSUNIT
VOICE RECORDER - DESCRIPTION
ATA 23 Communication
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B737-- 600/700/800/900
23-- 00
PES / AUDIO - INTRODUCTION
Introduction
The passenger entertainment system -- audio (PES--audio) sends recorded
entertainment audio and passenger address audio to each passenger seat.
Each passenger can make a selection to hear one of many available audio
channels.
FOR TRAINING PURPOSES ONLY!
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B737-- 600/700/800/900
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FOR TRAINING PURPOSES ONLY!
COMMUNICATION
Figure 70
FRA US/E GiM
Mai 10, 2006
PES-AUDIO - INTRODUCTION
ATA 23 Communication
Page 137
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COMMUNICATION
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PES-- AUDIO / GENERAL DESCRIPTION
General
Audio signals from the audio entertainment player (AEP) and the passenger
entertainment system--video (PES -- video) go through passenger
entertainment system--audio (PES--audio) components to the passengers.
Attendants use the forward attendant panel to control the PES--audio.
Passengers use the passenger control units (PCUs) to make audio selections
and control the volume.
FOR TRAINING PURPOSES ONLY!
Components
These are the components of the PES--audio:
-- Audio entertainment player (AEP)
-- Audio multiplexer (AMUX)
-- Seat electronics boxes (SEB)
-- Passenger control units (PCU).
There are two columns of seat electronics boxes.
There is one seat electronics box for each seat group on the airplane.
A seat group has one, two, or three seats.
Each seat has one passenger control unit.
These systems connect with the PES--audio:
-- Passenger entertainment system--video (PES--video)
-- Passenger address system (PAS).
B737-- 600/700/800/900
23-- 00
Audio Entertainment Signals
The PES--audio gets audio inputs from these sources and sends them to each
passenger seat:
-- Entertainment audio from the audio entertainment player
-- Video audio from the passenger entertainment system--video
-- Announcements from the passenger address system.
The audio multiplexer sends signals directly to the first seat electronics box in
each column.
The signals go through the seat electronics box to the next seat electronics box
in the column.
The seat electronics boxes send signals to the passenger control units in the
seat group.
Passenger Address Override
The passenger address system stops the entertainment audio during an
announcement. Passengers cannot change channels on the passenger control
unit during a passenger address announcement.
Attendant Control
Attendants use the forward attendant panel to control power to the audio
entertainment player and the audio multiplexer.
Passenger Control
Passengers use the passenger control units to select audio programs.
They hear entertainment audio from the audio entertainment player or the
video tape reproducer.
FRA US/E GiM
Mai 10, 2006
ATA 23 Communication
Page 138
OSA MRO Support Pvt. Ltd
COMMUNICATION
B737-- 600/700/800/900
One Stop Airline
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23-- 00
IFE
FORWARD ATTENDANT PANEL
PASSENGER
CONTROL
UNITS
PASSENGER
CONTROL
UNITS
OTHER
SEBS
FOR TRAINING PURPOSES ONLY!
LEFT COLUMN
PASSENGER
ADDRESS
SYSTEM
SEAT
ELECTRONICS
BOX
SEAT
ELECTRONICS
BOX
TO PCUs
TO PCUs
AUDIO ENTERTAINMENT
PLAYER
OTHER
SEBS
RIGHT COLUMN
PES--VIDEO
AUDIO MULTIPLEXER
Figure 71
FRA US/E GiM
Mai 10, 2006
SEAT
ELECTRONICS
BOX
SEAT
ELECTRONICS
BOX
PES / AUDIO - DESCRIPTION
ATA 23 Communication
Page 139
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
PES - VIDEO - INTRODUCTION
General
The passenger entertainment system -- video (PES--video) provides video
programs for the passengers.
The video programs have video and audio.
The video goes to monitors throughout the cabin.
The audio goes through the passenger entertainment system -- audio
(PES--audio).
Passengers receive this audio through headsets attached to the passenger
service units in the seats.
The audio can go through the passenger address system.
Passengers receive this audio through speakers in the passenger service units.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
COMMUNICATION
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Mai 10, 2006
ATA 23 Communication
Page 140
OSA MRO Support Pvt. Ltd
COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
LCD-SCREEN:
EXTENDED
(WHEN VIDEO
OFF; DISPLAY
IS STOWED IN
THE HATRACK)
FOR TRAINING PURPOSES ONLY!
WALL MOUNTED
VIDEO-MONITOR
(OPTIONAL)
Figure 72
FRA US/E GiM
Mai 10, 2006
PES / VIDEO - INTRODUCTION
ATA 23 Communication
Page 141
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
PES - VIDEO - GENERAL DESCRIPTION
General
The passenger entertainment system -- video (PES--video) provides video
programs for the passengers.
These are the major components of the PES--video:
-- Video tape reproducer (VTR)
-- Video system control unit (VSCU)
-- Video distribution unit (VDU)
-- Video monitor.
The PES--video also provides data about the flight to the passengers.
The DIU provides flight information to the passengers.
Video Sources
Video tapes provide programs for the passengers.
You put the video tapes into the video tape reproducers (VTR).
The VTRs send the video and audio signals to the video system control unit.
The digital interface unit provides flight data for the passengers.
The DIU sends video signals to the video system control unit.
The digital interface unit receives signals from these systems:
-- Air data inertial reference system
-- flight management computer system.
The DIU gets images from the random access video entertainment player.
The DIU uses the images to create displays for the passengers.
The digital interface unit is in the electronic equipment compartment on the
E3--2 shelf.
The video transformer is on the rack behind the digital interface unit.
FRA US/E GiM
Mai 10, 2006
B737-- 600/700/800/900
23-- 00
Control
You use the video system control unit to control the operation of the
PES--video. The video system control unit sends signals to the VTRs.
These signals turn on the VTRs and control the video tape.
A signal from the passenger oxygen system stops the video program when
passenger oxygen masks deploy.
A signal from the PSEU is used for flight leg switching in the video system. It
shows the video system when the airplane is in air to start automatic
passenger entertainment.
Distribution
The video system control unit sends control signals and three video signals to
the video distribution units.
The video system control unit tells each video distribution unit when to turn on
the monitors and which video signal to send to the monitors.
One video distribution unit controls two monitors.
The video system control unit sends the audio from the video program to the
passenger entertainment system -- audio (PES--audio).
The PES--audio distributes the audio to the passenger control units in the
passenger seats.
Passengers connect headsets to the passenger control units and set the
control for the video channel when they want to listen to the video program.
When you want the audio to play on the speakers in the cabin, the video
system control unit sends the audio to the passenger address system.
The passenger address system distributes the audio to the speakers in the
cabin.
When a video program plays, the VSCU turns on the VIDEO ON light in the
flight compartment ( P5 Overhead Panel ).
ATA 23 Communication
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OSA MRO Support Pvt. Ltd
COMMUNICATION
B737-- 600/700/800/900
One Stop Airline
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VIDEO TAPE
REPRODUCER(S)
23-- 00
VIDEO
DISTRIBUTION
UNITS
FLIGHT
MANAGEMENT
COMPUTER
VIDEO
MONITORS
VIDEO ON
W
P5 OVERHEAD
PANEL
FOR TRAINING PURPOSES ONLY!
AIR DATA INERTIAL
REFERENCE UNIT
DIGITAL
INTERFACE
UNIT
PASSENGER
OXYGEN
SYSTEM
DATA LOADER
CONTROL PANEL
AUDIO
MULTIPLEXER
PROXIMITY SWITCH
ELECTRONICS UNIT
Figure 73
FRA US/E GiM
Mai 10, 2006
VIDEO SYSTEM
CONTROL UNIT
PASSENGER
ADDRESS
AMPLIFIER
PES / VIDEO - DESCRIPTION
ATA 23 Communication
Page 143
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
COMMUNICATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
23-- 00
OPERATION OF THE VSCU
Video System Control Unit Operation
The master power switch lets you apply power to VSCU.
The VSCU does a self--test when you first apply power.
After a short delay, the system test PASS light comes on.
You use the VSCU screen, the menu key, and the keypad keys to control
music and message announcement playback.
The menu key lets you see the main menu on the screen.
You use the key pad up and down arrows to move the cursor up and down the
menu list.
The cursor shows as a reverse--highlighted video. You scroll through the menu
selection to select the system function.
The keypad SEL key lets you enter your selection.
The menu screen and the SEL key let you select the passenger address
function.
EXAMPLE:
When you select announcement, an announcement entry page shows.
You enter the announcement number with the keypad numeric and enter keys.
You can select announcements individually or in groups.
The AUTO PROGRAM START and STOP keys let you start or stop the
message announcements.
The mode select key and the PA ON/OFF manual control switch lets you
manually send video audio to the PA system.
Automatic Messages
The pre--recorded announcement and boarding music reproducer has a solid
state stored message that comes on automatically.
The announcement starts automatically when the airplane has a
decompression.
FRA US/E GiM
Mai 10, 2006
ATA 23 Communication
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OSA MRO Support Pvt. Ltd
COMMUNICATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
23-- 00
MASTER POWER
SWITCH
START/STOP
KEYS
MODE SELECT
KEY
SYSTEM TEST
LIGHTS
KEYPAD
ALL -- ZONE
MENU
MODE SELECT
< SEL >
MASTER
POWER
PASS
VTR 1 PRI
AUTO
MANUAL
ALL ZONES
1 – PLAY VIDEO
2 – ANNOUNCEMENTS
3 – BG MUSIC
FAIL
AUTO PROGRAM
4 – AIRSHOW
SYSTEM
TEST
PA VOL ( 0 – 77 )
ETI
OFF
START
FOR TRAINING PURPOSES ONLY!
2
3
4
5
6
7
8
9
STOP
0
PREVIEW
SELECT MENU
VTR
AUX
1
CLEAR
PRI
SEC
VTR
AUX
ON/OFF
PRI
SEC
ENTER
MANUAL CONTROL
VTR CONTROL
ALL ZONES
PWR
SEL
SEL
PA
SOURCE SELECT ON/OFF
SEL STOP REW PLAY
FF
SELECT
VSCU (VIDEO SYSTEM CONTROL UNIT)
MENU KEY
Figure 74
FRA US/E GiM
Mai 10, 2006
PA ON/OFF
MANUAL CONTROL
VSCU - OPERATION
ATA 23 Communication
Page 145
ATA 34
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
NAVIGATION
STATIC AND TOTAL AIR PRESSURE SYSTEM
General
The purpose of the static and total air pressure system is to measure pilot and
static air pressure.
These pressures are used to calculate flight parameters such as airspeed and
altitude.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
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Mai 10, 2006
ATA 34 Navigation
Page 146
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
Figure 75
FRA US/E GiM
Mai 10, 2006
PITOT, STATIC INTRODUCTION
ATA 34 Navigation
Page 147
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
NAVIGATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
AIR DATA - INERTIAL REFERENCE SYSTEM
The static and total air pressure system gets air pressure inputs from three
pitot probes and six static ports on the airplane fuselage.
These are the two types of air pressure:
S Static air pressure is the ambient air pressure around the airplane
S Pitot air pressure is the air pressure on the pitot probe tube as a result of
the forward motion of the airplane.
The static and total air pressure system has these components:
S 3 pitot probes
S 6 static ports
S 5 drain fittings.
Flexible and hard pneumatic tubing are used to connect the pitot—static
components. The system drains act as sumps to remove condensation in the
pitot—static lines.
General
The air data inertial reference system (ADIRS) supplies these type of data to
the aircrew and to the airplanesystems:
S Altitude
S Airspeed
S Temperature
S Heading
S Attitude
S Present position.
The ADIRS has these components:
S Air data modules (ADMs) (4)
S Total air temperature (TAT) probe
S Angle of attack (AOA) sensors (2)
S Inertial system display unit (ISDU)
S Mode select unit (MSU)
S Air data inertial reference unit (ADIRU) (2)
S IRS master caution unit.
FRA US/E GiM
Mai 10, 2006
ATA 34 Navigation
Page 148
OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
34-- 00
PITOT
PRESSURE
ADR DATA
STATIC
PRESSURE
AIR DATA MODULE (2)
AIR DATA
REFERENCE
CDS
AIR DATA MODULE (2)
TOTAL AIR
TEMPERATURE PROBE
FMCS
IR DATA
FOR TRAINING PURPOSES ONLY!
INERTIAL
REFERENCE
ISDU
IRS MASTER
CAUTION UNIT
GPS A
ALIGN
ANGLE OF ATTACK
SENSOR (2)
FAULT
W
A
ALIGN
OFF
ON DC
DC FAIL
ALIGN
A
FAULT
A
Figure 76
Mai 10, 2006
A
NAV
ATT
ALIGN
OFF
L
R
IRS
MSU
FRA US/E GiM
W
ON DC
DC FAIL
LOCATED IN THE P61
(RH OF THE COCKPIT
DOOR FRAME)
A
A
NAV
ATT
ADIRU (2) E5--2
ADIRS GENERAL DESCRIPTION
ATA 34 Navigation
Page 149
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
ADIRS - ALIGNMENT PROCEDURE 1
ADIRS - LAST PRESENT POSITION ENTRY ON CDU
General
The ADIRU calculates these values during the alignment procedure:
S Local vertical
S True north
S Present position latitude.
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.
CDU Present Position Entry
ADIRS present position can be set using the FMC CDU. Push the INIT/REF
key on the CDU to show the position initialization (POS INIT) page.
From this page, there are these three procedures that you can use to enter
present position for the ADIRUs:
S Transfer position data from LAST POS line
S Transfer position data trom REF AIRPORT line
S Enter position data using CDU keyboard.
LAST POS Transfer
Do this to transfer position data from the LAST POS line on the CDU to the
ADIRUs:
S Push line select key (LSK) 1R. The position data moves to the scratchpad
S Push LSK 4R. Position data moves from scratchpad to the SET IRS POS
boxes.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
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Mai 10, 2006
ATA 34 Navigation
Page 150
OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
34-- 00
GPS
P OS
REF
-- -- -- -GA T E
-- -- -- -- --
I NI T
N4 0
3 8 . 0
A I RP ORT
1 / 3
L A ST P OS
W0 7 3
4 6 . 4
SET
2
I RS
ALIGN
L
FOR TRAINING PURPOSES ONLY!
NAV
OFF
IRS
ATT
R
IRS- MODE SELECT UNIT (MSU)
P OS I N I T
F
A
I
LA
ALIGN
ATT
G M T -- M O N / D Y
1 4 3 2 . 2 Z
1 1 / 2 9
-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -< I NDEX
ROUT E >
INIT
REF
RTE
CLB
CRZ
DES
DIR
INTC
LEGS
DEP
ARR
HOLD
PROG
N1
LIMIT
FIX
A
B
C
D
E
PREV
PAGE
NEXT
PAGE
F
G
H
I
J
W
1
NAV
OFF
P OS
.
.
ALIGN
ALIGN
BRT
EXEC
1
2
3
K
L
M
N
O
4
5
6
P
Q
R
S
T
7
8
9
U
V
W
X
Y
0
+/ --
Z
DEL
/
CLR
M
S
G
W
O
F
S
TW
3
1/ 3
L A S T P OS
W0 7 3 4 6 . 4
N4 0 3 8 . 0
R E F A I R P OR T
-- -- -- -GA T E
-- -- -- -- -S E T I R S P OS
.
.
G MT -- MO N / D Y
1432. 2Z 11/ 29
-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -< I ND E X
R OU T E >
N 4 0 3 8 0 W0 7 3 4 6 4
4
P OS
I NI T
1/ 3
L A S T P OS
W0 7 3 4 6 . 4
N4 0 3 8 . 0
R E F A I R P OR T
-- -- -- -GA T E
-- -- -- -- -S E T I R S P OS
N 4 0 3 8 . 0 W0 7 3 4 6 . 4
G MT -- MO N / D Y
1432. 2Z 11/ 29
-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -< I NDE X
R OU T E >
5
FMCS CDU
Figure 77
FRA US/E GiM
Mai 10, 2006
IRS ALIGN - MCDU POS. ENTRY
ATA 34 Navigation
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One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
CDS - PFD - OVERVIEW (AIR DATA - IRS DATA)
General
The primary flight display (PFD) shows these indications:
S Airspeed
S Attitude
S Altitude
S Heading
S Vertical speed
S Flight modes
S Flight director commands
S Landing indications
S Radio altitude
S Time critical annunciations.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
FRA US/E GiM
Mai 10, 2006
ATA 34 Navigation
Page 152
OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
LNAV
VOR/LOC
FMC SPD
138
34-- 00
VNAV PTH
G/S
2 500
IBFI/130
DME 8.1
200
3 200
CMD
180
ATTITUDE
6
OM
3 000
(IRS)
160
3
AIRSPEED
14
2
1
10
(IRS/AIR DATA)
20
BARO ALTITUDE
2 800
(AIR DATA)
2
(AIR DATA)
VERTICAL SPEED
REF
1
120
2 600
2
6
100
FOR TRAINING PURPOSES ONLY!
1000
2 400
1011
186
Figure 78
FRA US/E GiM
Mai 10, 2006
H
HPA
MAG
PFD - OVERVIEW (IRS / AIR DATA)
ATA 34 Navigation
Page 153
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
INSTRUMENT LANDING SYSTEM (ILS)
Purpose
The multi mode receiver (MMR) contains these functions:
S Instrument landing system (ILS) function
S Global positioning system (GPS) function
S Microwave landing system (MLS) function.
The ILS function provides lateral and vertical position data neccessary to put
the airplane on the runway for approach.
The system uses signals from a glideslope ground station and a localizer
ground station.
The glideslope ground station transmits signals to give the airplane a descent
path to the touchdown point on the runway.
The localizer ground station transmits signals to give the airplane lateral
guidance to the runway centerline.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
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Mai 10, 2006
ATA 34 Navigation
Page 154
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
Figure 79
FRA US/E GiM
Mai 10, 2006
ILS INTRODUCTION
ATA 34 Navigation
Page 155
OSA MRO Support Pvt. Ltd
NAVIGATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
ILS - GENERAL DESCRIPTION
General
The instrument landing system (ILS) has two multi mode receivers that contain
the ILS functions.
The ILS function in the MMRs use inputs from these antennas:
S VOR/LOC antenna
S Localizer antenna
S Glideslope antenna.
Description
The receivers get manual tune inputs from the navigation (NAV) control panels.
The VOR/LOC antenna and the localizer antenna send localizer signals to the
ILS receivers.
The glideslope antenna sends glideslope signals to the ILS receivers.
FOR TRAINING PURPOSES ONLY!
The ILS receivers send ILS deviation data to these LRUs:
S DEUs
S REU
S GPWC
S FCC
S FDAU
S FMC
S Standby attitude indicator.
FRA US/E GiM
Mai 10, 2006
ATA 34 Navigation
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OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
34-- 00
NAVIGATION
ACTIVE
N
A
V
TFR
I08.I0
STANDBY
COLLINS
111.90
TEST
LRU STATUS
DEU (2)
VHF NAV SELECT SWITCH
CONTROL FAIL
NAVIGATION CONTROL PANEL (2)
VHF NAV
BOTH
BOTH
ON 2
ON 1
NORMAL
ANT FAIL
TO VOR/MB
RECEIVER
REU
DUAL VOR/LOC ANTENNA
GPWC
BOTH PILOTS
SELECTED
ILS-FREQ
TEST
FCC (2)
FOR TRAINING PURPOSES ONLY!
GLU--920
DUAL LOCALIZER ANTENNA
LOC ANT
SWITCH
(2)
FDAU
FMC
DUAL GLIDESLOPE
ANTENNA
MULTI--MODE RECEIVER
NOTE: OPTIONAL - ALLIED SIGNAL
Figure 80
FRA US/E GiM
Mai 10, 2006
STDBY ATT IND
GEN. DESCRIPTION
ATA 34 Navigation
Page 157
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
CDS - PFD - OVERVIEW
General
The primary flight display (PFD) shows these indications:
S Airspeed
S Attitude
S Altitude
S Heading
S Vertical speed
S Flight modes
S Flight director commands
S Landing indications
S Radio altitude
S Time critical annunciations.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
FRA US/E GiM
Mai 10, 2006
ATA 34 Navigation
Page 158
OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
LNAV
VOR/LOC
FMC SPD
138
34-- 00
VNAV PTH
G/S
2 500
IBFI/130
DME 8.1
200
3 200
CMD
180
6
OM
3 000
160
10
3
20
14
2
1
GLIDESLOPE DEVIATION
SCALE AND POINTER
2 800
2
REF
1
120
2 600
6
100
FOR TRAINING PURPOSES ONLY!
2
1000
2 400
1011
186
H
HPA
MAG
LOCALIZER DEVIATION
SCALE AND INDICATOR
Figure 81
FRA US/E GiM
Mai 10, 2006
PFD - OVERVIEW
ATA 34 Navigation
Page 159
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
ND - CENTERED APPROACH
Centered Approach
To show the centered approach display, select the APP position on the EFIS
control panel and push the CTR switch.
If you do not tune an ILS frequency on the navigation control panel, the
message EFIS MODE/NAV FREQ DISAGREE shows.
The approach display shows localizer and glideslope deviation to the tuned ILS
station.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
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Mai 10, 2006
ATA 34 Navigation
Page 160
OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
34-- 00
ILS SOURCE
GS313
TAS 305
ILS 1 110.10
CRS055
DME13.5
350 ‘/15
HDG
090
ILS FREQUENCY
SELECTED COURSE
MAG
VOR
POINTER
SELECTED
COURSE POINTER
GLIDESLOPE DEVIATION
SCALE AND POINTER
LOC
DEVIATION POINTER
LOC
FOR TRAINING PURPOSES ONLY!
DEVIATION SCLALE
VOR
POINTER
VOR 2
ELN
DME28.5
Figure 82
FRA US/E GiM
Mai 10, 2006
VOR 2 IDENTIFIER/
DME DISTANCE
ND - CENTERED APPROACH
ATA 34 Navigation
Page 161
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
VHF OMNIDIRECTIONAL RANGING (VOR) SYSTEM
VOR SYSTEM - GENERAL DESCRIPTION
Purpose
The VHF omnidirectional ranging (VOR) system is a navigation aid that gives
magnetic bearing data from a VOR ground station to the airplane.
The VOR ground stations transmit signals that give magnetic radial information
from 000 degrees to 359 degrees. All VOR stations reference the 000 degree
to magnetic north.
General
The VOR system has two VOR/marker beacon (VOR/MB) receivers.
The receivers have VOR and marker beacon functions. This section covers
only the VOR operation of the VOR/MB receivers.
Description
The navigation (NAV) control panels give manual tune inputs to the VOR/MB
receivers.
There are two NAV control panels, one for the captain and one for the first
officer.
RF signals from the VOR/ILS antenna go through power dividers, 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 process station audio.
The receivers send VOR bearing data to the display electronic units (DEU) for
display.
The NAV select switch permits the crew to select the VOR/MB receiver l or the
VOR/MB receiver 2 as the source for the captain’ s and first officer’s displays.
The receivers send station audio and morse code station identifier signals to
the remote electronic unit (REU).
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
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Mai 10, 2006
ATA 34 Navigation
Page 162
OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
34-- 00
VOR STATION 1
VOR STATION 2
RMI
ACTIVE
N
A
V
TFR
STANDBY
NAVIGA
VHF NAV
BOTH
ON 1
DEU (2)
BOTH
ON 2
NORMAL
DISPL
TEST
NAV SELECT SWITCH (P5)
FOR TRAINING PURPOSES ONLY!
NAVIGATION CONTROL PANEL (2)
TO MMR
REU
FCC (2)
VOR/LOC ANTENNA
POWER
DIVIDER
(2)
Figure 83
FRA US/E GiM
Mai 10, 2006
VOR/MB RECEIVER (2)
FMCS
VOR GENERAL DESCRIPTION
ATA 34 Navigation
Page 163
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
ND - CENTERED VOR
Centered VOR
To show the centered VOR display, select the VOR position on the EFIS
control panel and push the CTR switch.
If you do not tune a VOR frequency on the navigation control panel, the
message EFIS MODE/NAV FREQ DISAGREE shows.
The VOR display shows VOR deviation from the selected course for the tuned
VOR station and TO/FROM displays
FOR TRAINING PURPOSES ONLY!
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One Stop Airline
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34-- 00
VOR SOURCE
VOR FREQUENCY/
IDENTIFIER
GS315 TAS312
350‘/15
VOR 2
HDG
090
116.80
CRS055
DME28.5
SELECTED COURSE
MAG
VOR POINTERS
VOR COURSE DEVIATION
SCALE AND INDICATOR
SELECTED COURSE
POINTER
FOR TRAINING PURPOSES ONLY!
SELECTED COURSE
POINTER
VOR
POINTERS
TO
VOR 1 FREQUENCY/
DME DISTANCE
VOR 1
116.00
DME121
VOR 2
116.80
DME28.5
VOR 2 FREQUENCY/
DME DISTANCE
TO/FROM
INDICATION/
ANNUNCIATION
Figure 84
FRA US/E GiM
Mai 10, 2006
ND - CENTERED VOR
ATA 34 Navigation
Page 165
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NAVIGATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
MARKER BEACON SYSTEM - INTRODUCTION
MARKER SYSTEM - GENERAL DESCRIPTION
General
The marker beacon system supplies visual and aural indications when the
airplane flies over airport runway marker beacon transmitters.
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.
FOR TRAINING PURPOSES ONLY!
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:
S Marker beacon audio to the remote electronics unit (REU)
S Marker beacon data to the common display system (CDS) display
electronics unit (DEU)
S Marker beacon data to the flight data acquisition unit (FDAU).
The displays show marker beacon data.
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Mai 10, 2006
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NAVIGATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
DISPLAY ELECTRONICS
UNIT (2)
FOR TRAINING PURPOSES ONLY!
FDAU
REMOTE ELECTRONICS
UNIT
MARKER BEACON
ANTENNA
Figure 85
FRA US/E GiM
Mai 10, 2006
VOR/MB RECEIVER 1
MARKER GENERAL DESCRIPTION
ATA 34 Navigation
Page 167
One Stop Airline
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B737-- 600/700/800/900
34-- 00
PFD - OVERVIEW - MARKER BEACON INDICATIONS
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
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Mai 10, 2006
ATA 34 Navigation
Page 168
OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
LNAV
VOR/LOC
FMC SPD
138
VNAV PTH
G/S
IBFI/130
DME 8.1
200
34-- 00
2 500
3 200
CMD
180
6
OM
3 000
160
10
3
20
14
2
2
MARKER BEACON
INDICATION
- OM
- MM
- AW
1
2 800
REF
1
120
2 600
2
6
100
FOR TRAINING PURPOSES ONLY!
1000
2 400
1011
186 H
MAG
Figure 86
FRA US/E GiM
Mai 10, 2006
HPA
PFD - OVERVIEW
ATA 34 Navigation
Page 169
OSA MRO Support Pvt. Ltd
NAVIGATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
DISTANCE MEASURING EQUIPMENT
DME SYSTEM - GENERAL DESCRIPTION
Purpose
The distance measuring equipment (DME) system supplies slant range (line of
sight) distance measurement between the airplane and the ground station. The
DME system supplies station audio and identifier signals to the interphone
speakers and headsets.
General
The DME system has two DME interrogators and two antennas.
The DME interrogator transmits a signal to the DME ground stations.
The ground stations send a reply signal back to the interrogator.
The interrogator measures the time between the transmit signal and the reply
signal and calculates the distance to the station.
FOR TRAINING PURPOSES ONLY!
These are the components in the flight compartment that have an interface with
the DME system:
S FMC source select switch
S Left inboard and outboard display units
S Left and right EFIS control panels
S Right inboard and outboard display units
S Captain’s and first officer’s NAV control panel
S Captain’s and first officer’s audio control panel.
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NAVIGATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
DME
DEU (2)
FMC
ACTIVE
N
A
V
TFR
STANDBY
FCC (2)
TEST
FOR TRAINING PURPOSES ONLY!
NAVIGATION CONTROL PANEL (2)
FDAU
ATC 1
ATC 2
TCAS
COAX TEE
DME ANTENNA (2)
DME INTERROGATOR (2)
Figure 87
FRA US/E GiM
Mai 10, 2006
REU
DME GENERAL
ATA 34 Navigation
Page 171
One Stop Airline
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B737-- 600/700/800/900
34-- 00
ND - CENTERED APPROACH - DME INDICATION
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
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ATA 34 Navigation
Page 172
OSA MRO Support Pvt. Ltd
NAVIGATION
GS313 TAS 305
350 ‘/15
ILS 1
090
Figure 88
Mai 10, 2006
34-- 00
110.10
CRS 055
DME 13.5
DME 1
DISTANCE
VOR 2
ELN
DME 28.5
DME 2
DISTANCE
MAG
FOR TRAINING PURPOSES ONLY!
HDG
FRA US/E GiM
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ND - CENTERED APPROACH
ATA 34 Navigation
Page 173
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34-- 00
AUTOMATIC DIRECTION FINDER SYSTEM - INTRODUCTION
ADF SYSTEM - GENERAL DESCRIPTION
Purpose
The automatic direction finder (ADF) system is a navigation aid.
The ADF receiver uses AM signals from ground stations to calculate the
bearing to the ADF station from the airplane longitudinal axis.
The ADF system also receives standard AM radio broadcasts.‘
Description
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).
FOR TRAINING PURPOSES ONLY!
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ATA 34 Navigation
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NAVIGATION
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B737-- 600/700/800/900
34-- 00
ADF
DEU (2)
TFR
ADF
ANT
A
D
F
ADF
ANT
ADF ANT
OFF ON
FOR TRAINING PURPOSES ONLY!
RMI
TONE
ADF CONTROL PANEL
ADF RECEIVER
ADF ANTENNA
Figure 89
FRA US/E GiM
Mai 10, 2006
REU
ADF GENERAL DESCRIPTION
ATA 34 Navigation
Page 175
One Stop Airline
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B737-- 600/700/800/900
34-- 00
RADIO ALTIMETER SYSTEM — INTRODUCTION
RA SYSTEM - GENERAL DESCRIPTION
General
The radio altimeter (RA) system measures the vertical distance from the
airplane to the ground.
The radio altitude shows in the flight compartment.
The system has a range of —20 to 2500 feet.
The flight crew and other airplane systems use the altitude during low altitude
flight, approach, and landing.
General
The radio altimeter system has two receiver/transmitters. Each
receiver/transmitter has a transmit and a receive antenna.
The receiver/transmitters gets discrete inputs from the air ground relays.
Radio altitude data goes on ARINC 429 data buses to these components:
S Flight control computers (FCC)
S Autothrottle computer
S Ground proximity warning computer (GPWC)
S Flight data acquisition unit (FDAU)
S Traffic alert and collision avoidance system (TCAS) computer
S Common display system (CDS) display electronic units (DEU).
FOR TRAINING PURPOSES ONLY!
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OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
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34-- 00
RA
RECEIVE
ANTENNA
TRANSMIT
ANTENNA
FCC (2)
AUTOTHROTTLE
COMPUTER
GPWC
FOR TRAINING PURPOSES ONLY!
TCAS COMPUTER
RA RECEIVER/
TRANSMITTER (2)
FDAU
DEU (2)
PROXIMITY SWITCH
ELECTRONICS UNIT
WEATHER RADAR
Figure 90
FRA US/E GiM
Mai 10, 2006
GEN. SCHEMATIC
ATA 34 Navigation
Page 177
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
PFD - INDICATION - RADIO ALTITUDE
FOR TRAINING PURPOSES ONLY!
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ATA 34 Navigation
Page 178
OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
LNAV
VOR/LOC
FMC SPD
138
34-- 00
VNAV PTH
G/S
2 500
IBFI/130
DME 8.1
200
3 200
CMD
180
6
OM
3 000
160
10
3
20
14
2
1
2 800
2
REF
1
120
2 600
-3
6
100
FOR TRAINING PURPOSES ONLY!
2
1000
2 400
1011
RADIO ALTITUDE
186
H
MAG
Figure 91
FRA US/E GiM
Mai 10, 2006
HPA
PFD - OVERVIEW
ATA 34 Navigation
Page 179
One Stop Airline
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B737-- 600/700/800/900
34-- 00
AIR TRAFFIC CONTROL SYSTEM - INTRODUCTION
General
The air traffic control (ATC) ground stations interrogate the airborne ATC
system.
The ATC transponder replies to the interrogations in the form of coded
information that the ground station uses.
The ATC transponder also replies to mode S interrogations from the traffic alert
and collision avoidance systems (TCAS) of other airplanes.
When a ground station or a TCAS computer from another airplane interrogates
the ATC system, the transponder transmits a pulse—coded reply signal.
The reply signal identifies and shows the altitude of the airplane.
FOR TRAINING PURPOSES ONLY!
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FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
Figure 92
FRA US/E GiM
Mai 10, 2006
ATC INTRODUCTION
ATA 34 Navigation
Page 181
One Stop Airline
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B737-- 600/700/800/900
34-- 00
ATC SYSTEM - GENERAL DESCRIPTION
General Description
These are the components of the ATC system:
S Top antenna
S Bottom antenna
S ATC coaxial switch (2)
S ATC/TCAS control panel
S ATC transponder (2).
The two antennas transmit signals from the ATc transponder and send receive
signals to the ATC transponder.
The signals go through the ATC coax switches.
The ATC/TCAS control panel sends identification and control data to the
transponders.
The ATC/TCAS control panel also controls the ATC coax switches.
The air data inertial reference units (ADIRU) supply altitude data to the the ATC
transponders.
The ATC transponders have interface with the TCAS computer.
The ATC transponders send and receives suppression pulses to prevent
interference with DME and TCAS components.
FOR TRAINING PURPOSES ONLY!
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NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
34-- 00
ATC TPR/ MODE S BENDIX/KING
TPR
ANTENNA
(TOP)
ALT
DATA IN
TOP
BOT
TCAS
MAINTENANCE
RESERVED
RESERVED
ATC COAX SWITCH
(TOP)
ADIRU (2)
TEST
TCAS COMPUTER
FOR TRAINING PURPOSES ONLY!
ANTENNA
(BOTTOM)
ATC COAX SWITCH
(BOTTOM)
ATC TRANSPONDER (2)
DME/ATC/TCAS
SUPPRESSION
COAX TEE
TA/RA
TA
T OFF
C
A
S
ABV
1
2
ATC 1
3
TST
IDNT A
BLW
4
5
1
XPDR
7
0
T
C
6
CLR
AUTO
2
STBY
ON
DME
INTERROGATOR
(2)
A
FAULT
ATC/TCAS CONTROL PANEL
Figure 93
FRA US/E GiM
Mai 10, 2006
ATC GENERAL DESCRIPTION
ATA 34 Navigation
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B737-- 600/700/800/900
34-- 00
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM
(TCAS)
General
The traffic alert and collision avoidance system (TCAS) helps the flight crew
and air traffic control maintain safe air traffic separation. TCAS is an airborne
system. TCAS uses signals from an air traffic control radar beacon system
(ATCRBS) transponder or an air traffic control (ATC) mode S transponder to
track other airplanes. TCAS also communicates with other airplanes that have
TCAS to agree on the flight movement to prevent a collision.
TCAS supplies a traffic display and visual and aural vertical commands to the
flight crew.
FOR TRAINING PURPOSES ONLY!
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ATA 34 Navigation
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One Stop Airline
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B737-- 600/700/800/900
34-- 00
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
Figure 94
FRA US/E GiM
Mai 10, 2006
TCAS INTRODUCTION
ATA 34 Navigation
Page 185
OSA MRO Support Pvt. Ltd
NAVIGATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
TCAS - GENERAL DESCRIPTION
General
The TCAS transmits to and receives signals from other airplanes to get
altitude, range, and bearing data.
TCAS uses this data and inputs from other onboard airplanes systems to
calculate traffic avoidance data.
FOR TRAINING PURPOSES ONLY!
General Description
These are the TCAS components:
S TCAS directional antennas (2)
S TCAS computer
S ATC control panel.
TCAS interfaces with these other system components:
S ATC transponders (2)
S Landing gear lever
S Ground sensing relay
S common display system (CDS) display electronic units (DEUs) (2)
S Remote electronics unit (REU)
S Radio altimeters (2)
S Ground proximity warning computer (GPWC)
S Left air data inertial reference unit (ADIRU)
S Suppression coax tees.
S Flight data acquisition unit (FDAU).
FRA US/E GiM
Mai 10, 2006
ATA 34 Navigation
Page 186
OSA MRO Support Pvt. Ltd
NAVIGATION
TOP ATC
ANTENNA
TOP TCAS
DIRECTIONAL
ANTENNA
BOTTOM ATC
ANTENNA
DEU (2)
ATC
TRANSPONDER (2)
OFF
T
C
A
S
1
2
3
4
5
6
ATC1
BLW
0
RADIO ALTIMETER (2)
TEST
CLR
A
GPWC
A
AUTO
T
STBY
ON C
FAULT
L ADIRU
ATC/TCAS CONTROL PANEL
FOR TRAINING PURPOSES ONLY!
TO
COCKPIT
SPKRS
REMOTE ELECTRONICS UNIT
IDENT
XPNDR1 2
7
34-- 00
TO
DISPLAYS
BENDIX/KING
TA/RA
TA
ABV
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
TCAS
COMPUTER
LANDING
GEAR LEVER
GROUND
SENSING RELAY
FDAU
BOTTOM TCAS
DIRECTIONAL
ANTENNA
Figure 95
FRA US/E GiM
Mai 10, 2006
SUPPRESSION COAX TEES
WEATHER RADAR
TCAS GERERAL DESCRIPTION
ATA 34 Navigation
Page 187
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
TCAS - NAVIGATION DISPLAY
General
The TCAS computer puts traffic into these four groups:
S Other traffic shows as a white open diamond, and the altitude readout is
white text
S Proximate traffic shows as a solid white diamond, and the altitude readout is
white text
S Traffic advisory (TA) shows as a solid amber circle, and the altitude readout
is amber text
S Resolution advisory (RA) shows as a solid red square and the altitude
readout is red text.
FOR TRAINING PURPOSES ONLY!
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ATA 34 Navigation
Page 188
OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
GS 0 TAS -----------/------
HDG 131
MAG
34-- 00
VOR 1 115.10
CRS 131
DME -----OFFSCALE TRAFFIC
(RED FOR RA
AMBER FOR TA)
TRAFFIC ADVISORY
(SOLID AMBER CIRCLE)
--02
OFFSCALE
TRAFFIC
RA 5.3 +03
TA 12.7 --12
20
+14
--10
PROXIMATE TRAFFIC
(WHITE SOLID)
NO--BEARING RA TRAFFIC
(RED)
NO--BEARING TA TRAFFIC
(AMBER)
OTHER TRAFFIC
(WHITE)
--09
FOR TRAINING PURPOSES ONLY!
TA OR RA TRAFFIC
(RED FOR RA
AMBER FOR TA)
RESOLUTION ADVISORY
(SOLID RED SQUARE)
TO
VOR 2
114.20
DME ------
VOR 1
115.10
DME ------
NAVIGATION DISPLAY
Figure 96
FRA US/E GiM
Mai 10, 2006
TCAS - NAVIGATION DISPLAY
ATA 34 Navigation
Page 189
OSA MRO Support Pvt. Ltd
NAVIGATION
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B737-- 600/700/800/900
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TCAS - ATTITUDE INDICATOR DISPLAY
General
These are the two types of TCAS vertical resolution advisories that can show
on the attitude indicator (AI):
S TCAS RA-- down advisory
S TCAS RA- up advisory.
These symbols only show for an RA when:
S The function selector on the ATC control panel is in the TA/RA position
S The TCAS communicates with threat airplanes that give their altitude.
FOR TRAINING PURPOSES ONLY!
Description
The red advisories show on the attitude display. They tell the flight crew to
avoid some pitch movements.
The flight crew uses the advisories to avoid a possible collision with threat
airplanes.
FRA US/E GiM
Mai 10, 2006
ATA 34 Navigation
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NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
34-- 00
TCAS RA DOWN ADVISORY
1
1
TCAS RA UP ADVISORY
FOR TRAINING PURPOSES ONLY!
2
2
ALTERNATE FLIGHT
DIRECTOR DISPLAY
NOTE: THE AIRPLANE / FLIGHT DIRECTOR
QUE-SYMBOL IS AN OPTION !
Figure 97
FRA US/E GiM
Mai 10, 2006
TCAS - ATTITUDE INDICATOR DISPLAY
ATA 34 Navigation
Page 191
OSA MRO Support Pvt. Ltd
NAVIGATION
One Stop Airline
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B737-- 600/700/800/900
34-- 00
WEATHER RADAR SYSTEM
Purpose
The weather radar (WXR) system supplies these visual indications:
S Weather conditions
S Land contours.
Description
The WXR system transmits radio frequency (RF) pulses in a 180 degree area
forward of the airplane path. Rain or terrain contours reflect the pulses back to
the airplane.
FOR TRAINING PURPOSES ONLY!
Display
The WXR returns show in four different colors on the navigation displays (ND).
Colors of the indications give the crew information about the intensity of the
returns.
FRA US/E GiM
Mai 10, 2006
ATA 34 Navigation
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NAVIGATION
One Stop Airline
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GS
305 TAS
319
HDG090 TRU
B737-- 600/700/800/900
34-- 00
VOR R 116.80
CRS
055
DME
13.5
40
FROM
FOR TRAINING PURPOSES ONLY!
WXR
+5
VAR
Figure 98
FRA US/E GiM
Mai 10, 2006
WXR - GENERAL
ATA 34 Navigation
Page 193
OSA MRO Support Pvt. Ltd
NAVIGATION
One Stop Airline
MRO Support Pvt. Ltd
WXR SYSTEM - GENERAL DESCRIPTION
Control
These components supply weather radar (WXR) system control:
S Left and right EFIS control panels
S Weather radar control panel.
System Inputs
These components supply signals to the WXR transceiver for predictive
windshear:
S Air data inertial reference system sends air data for the PWS function
S Radio altimeters send altitude to enable or disable PWS during takeoff and
approach
S Autothrottle switch packs enable PWS during takeoff
S Landing gear lever switch sends a landing gear down discrete to enable
PWS during approach
S An air/ground relay sends an air/ground discrete for flight leg counting.
FOR TRAINING PURPOSES ONLY!
System Outputs
The weather radar transceiver sends these signals out for predictive
windshear:
S PWS video to the WXR/TERR relays
S PWS warnings or cautions to the GPWS to prioritize any callouts
S Audio inhibit to TCAS when there is a PWS warning
S Audio to the REU for PWS.
FRA US/E GiM
Mai 10, 2006
B737-- 600/700/800/900
34-- 00
Display
WXR data shows on the navigation displays (NDs).
The weather data from the WXR receiver/transmitter (R/T) goes to the display
electronics units (DEUs) for display.
WXR data shows on the navigation displays (NDs).
The weather data from the WXR receiver/transmitter (R/T) goes to the weather
radar/terrain (WXR/TERR) relays.
The ground proximity warning computer (GPWC) controls and switches the
relays.
If TERR is selected on the EFIS control panel or there is a Terrain
Awareness/Terrain Clearance Floor warning from the GPWC, then the EGPWS
terrain data shows on the navigation display (ND).
If TERR is not selected and there are no EGPWS warnings, WXR data shows
on the ND.
Antenna
The WXR antenna sends the RF pulses and receives the RF returns.
The R/T gets air data inertial reference unit (ADIRU) pitch and roll data for
antenna stabilization.
Receiver/Transmitter (R/T)
The primary component of the WXR system is the weather radar R/T.
The WXR R/T does these functions:
S Transmits RF pulses
S Processes the RF returns
S Detects windshear events and sends warnings and cautions to the flight
crew
S Supplies the WXR display data.
ATA 34 Navigation
Page 194
OSA MRO Support Pvt. Ltd
NAVIGATION
MINS
RADIO
FPV
BARO
MTRS
IN
BARO
34-- 00
HPA
STD
RST
VOR MAP
VOR 1
APP
OFF
10
40 80
160
5
TFC
PLN
CTR
20
320
STA
WPT
ARPT
DATA
WXR ANTENNA
VOR 2
OFF
640
ADF 1
WXR
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
WX RADAR
ADF 2
POS
AIR TRANSPORT AVIONICS BENDIX
TO DEU(S)
TERR
EFIS CP (2)
FOR TRAINING PURPOSES ONLY!
ADIRS
RADIO ALTIMETERS
AUTOTHROTTLE SWITCH PACKS
LANDING GEAR LEVER SWITCH
AIR/GROUND RELAY
SYSTEM CHECKER
RTA--4B
SWXX
VERXX
TEST
MENU
WXR/TERR
RELAYS
GPWS
WX
TEST
WX/TURB
MAP
WX RADAR
TILT
5
10
GAIN
AUTO
TCAS
UP
15
0
DN
15
REU
WEATHER RADAR RECEIVER/TRANSMITTER
MAX
5
10
WEATHER RADAR CONTROL PANEL
Figure 99
FRA US/E GiM
Mai 10, 2006
WXR - GENERAL DESCRIPTION
ATA 34 Navigation
Page 195
OSA MRO Support Pvt. Ltd
NAVIGATION
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EGPWS INTRODUCTION
Purpose
The purpose of the ground proximity warning system (GPWS) is to alert the
flight crew of an unsafe condition when near the terrain
The GPWS also alerts the flight crew for to early descent on approach or to
terrain threats ahead of the airplane.
It also supplies a warning for windshear conditions and radio-altitude voice
call-outs.
FOR TRAINING PURPOSES ONLY!
Description
The GPWS uses aural messages, lights, and displays to give alerts and
warnings in the flight compartment.
GPWS Modes
These are the GPWS modes:
S Mode 1; Large descent rates
S Mode 2; Too much of a closure rate when approaching terrain that is rising
S Mode 3; Too much altitude loss during climbout (at takeoff or in go around)
when the airplane is not in the landing configuration
S Mode 4; Not enough terrain clearance
S Mode 5; Too much deviation below the glideslope
S Mode 6; Aural callouts when the airplane descends through radio altitudes
and selected radio altitudes
S Mode 7; Warning for windshear conditions.
In addition to the GPWS modes 1 through 7, these two additional functions are
used:
Terrain clearance floor -- early descent on approach
Terrain awareness -- display of terrain around the airplane.
FRA US/E GiM
Mai 10, 2006
ATA 34 Navigation
Page 196
OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
34-- 00
CAUTION
TERRAINAHEAD
WHOOP WHOOP
PULL UP
GS 315 TAS 312
190/15
CHN
0134.5 Z
82.5 NM
HDG 131 MAG
12
15
9
18
TERRAIN
WARNING: 100% RED
CAUTION: 100% YELLOW
20
FOR TRAINING PURPOSES ONLY!
50% RED
50% YELLOW
25% YELLOW
+ 2000 FT
TERR
+ 1000 FT
0 FT
25% GRN
12.5% GRN
BLACK
-- 2000 FT
-- 2000 FT
E GPWS -- TERRAIN AWARENESS DISPLAYE
Figure 100
FRA US/E GiM
Mai 10, 2006
EGPWS INTRODUCTION
ATA 34 Navigation
Page 197
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
EGPWS GENERAL DESCRIPTION
General Description
The main component of the GPWS is the ground proximity warning computer
(GPWC).
It uses inputs from other systems to calculate unsafe conditions and gives the
applicable alert or warning.
Visual indications show on these:
S Captain and first officer primary EFIS displays
S Captain and first officer glideslope inhibit switch
The system operates when the airplane is less than 2450 feet above the
ground.
The GPWS uses inputs from these units to calculate warning conditions:
S Landing gear lever switch
S Ground proximity warning (GPW) module
S Radio altimeter (RA)
S Flight management computer (FMC)
S Air data inertial reference unit (ADIRU)
S Stall management yaw damper (SMYD)
S Multi mode receiver (MMR)
S Weather radar (WXR)
S Display Electronics Unit (DEU).
Aural messages go to the Remote Electronics Unit (REU).
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
FRA US/E GiM
Mai 10, 2006
ATA 34 Navigation
Page 198
OSA MRO Support Pvt. Ltd
NAVIGATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
34-- 00
GROUND PROXIMITY
GPWS
FLAP GEAR TERR
INOP INHIBIT INHIBIT INHIBIT
SYS TEST
LAND GEAR
LEVER SW MOD
NORMNORM NORM
GPWM
EN HAN C ED
EXTERNAL
FAULT
COMPUTER
OK
COMPUTER
FAIL
TERRAIN/WEATHER
RELAY (2)
TO
DISPLAYS
CDS DISPLAY
ELECTRONICS
UNIT (2)
RADIO
ALTIMETER(2)
BELOW G/S
P--INHIBIT
A
BELOW G/S
LIGHT (2)
ADIRU (2)
FDAU
OBS
F/O
CAPT
AAU
FOR TRAINING PURPOSES ONLY!
SMYD (2)
WEATHER
RADAR
PWR FMC
ON VALID
MOD A
B C D
MMR (2)
REU
FMCS
DFCS MCP
GROUND PROXIMITY WARNING COMPUTER
Figure 101
FRA US/E GiM
Mai 10, 2006
TCAS
COMPUTER
EGPWS - GENERAL DESCRIPTION
ATA 34 Navigation
Page 199
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
GLOBAL POSITIONING SYSTEM (GPS)
GPS - GENERAL DESCRIPTION
Purpose
The global positioning system (GPS) uses navigation satellites to supply
airplane position to airplane systems and to the flight crew.
General
The global positioning system (GPS) calcutates this data:
S Latitude
S Longitude
S Altitude
S Accurate time
S Ground speed.
There are two 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 airpiane position.
The ADIRU sends position data to the MMRs.
The IRS master caution unit gets GPS data from both MMRs.
It causes the GPS fail light on the IRS mode select unit to come on when the
two units have a failure.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
NAVIGATION
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Mai 10, 2006
ATA 34 Navigation
Page 200
OSA MRO Support Pvt. Ltd
NAVIGATION
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
34-- 00
MMR
IRS MASTER
CAUTION UNIT
Pres. Pos.
FLIGHT MANAGEMENT
COMPUTER
LEFT ADIRU
FOR TRAINING PURPOSES ONLY!
ANTENNA POWER
RECEIVE
GROUND PROXIMITY
WARNING COMPUTER
ANTENNA
Pres. Pos.
MMR (2)
RIGHT ADIRU
NOTE: THERE ARE VARIOUS MMRs AVAILABLE
CLOCK
Figure 102
FRA US/E GiM
Mai 10, 2006
GPS GENERAL DESCRIPTION
ATA 34 Navigation
Page 201
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
AUTOFLIGHT
ATA 22
One Stop Airline
MRO Support Pvt. Ltd
22-- 00
AUTOFLIGHT
DIGITAL FLIGHT CONTROL SYSTEM - INTRODUCTION
General
The digital flight control system (DFCS) does these functions:
S Autopilot
S Flight director
S Altitude alert
S Speed trim
S Mach trim.
The DFCS has a mode control panel (MCP), two flight control computers
(FCC), and actuator inputs to the flight control system. Each FCC can do all of
the five functions.
Autopilot
The FCCs get inputs from several systems such as the air data inertial
reference system (ADIRS) and the flight management computer (FMC) and
sends commands to the aileron and elevator actuators.
These actuators control the movement of the ailerons and elevators, which
control the flight path of the airplane.
There are two autopilots, autopilot A from FCC A and autopilot B from FCC B.
When you engage an autopilot from the MCP, the autopilot controls the
airplane attitude through these phases of flight:
S Climb
S Cruise
S Descent
S Approach
S Go--around
S Flare.
FRA US/T
B737-600/700/800/900
NeA
Oct 2001
Flight Director
The FCCs get inputs from several systems and send flight director commands
to the common display system (CDS) to provide guidance for the pilots.
When the MCP flight director switches are on, the flight director display shows
on the common display system (CDS).
The flight crew can use the flight director commands to control the attitude of
the airplane.
The flight director commands do not show at flare.
Altitude Alert
As the airplane gets near or flies away from the MCP selected altitude, an alert
occurs.
This alert warns the pilots that they are getting near or leaving the MCP
selected altitude.
This warning occurs with or without the autopilots engaged or the flight
directors on.
Speed Trim
When the engine thrust is high and the airspeed is low, the speed trim function
keeps the speed set by the pilots with commands to the horizontal stabilizer.
This function primarily occurs during takeoff and only operates when the
autopilots are not engaged.
The flight directors may be on or off.
Mach Trim
As the speed of the airplane increases, the nose starts to drop. This is called
mach tuck.
When the airplane airspeed is more than mach 0.615, the mach trim function
gives an up elevator to keep the nose of the airplane level.
This function operates with or without the autopilot engaged or the flight
director on.
ATA 22 Autoflight
Page 202
OSA MRO Support Pvt. Ltd
AUTOFLIGHT
B737-600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
22-- 00
CRUISE
A/T
COURSE
IAS/MACH
V NAV
HEADING
L NAV
A/P ENGAGE
CMD B
CMD A
VERT SPEED
ALTITUDE
ARM
C/O
MA
F/D
CLIMB
10
10
30
SPEED
LVL CHG
DN
VOR LOC
SPD
INTV
OFF
N1
30
HDG SEL
APP
ALT HLD
CWS A
CWS B
ALT
INTV
SEL
MA
DISENGAGE
V/S
UP
OFF
COURSE
F/D
DESCENT
OFF
MODE CONTROL PANEL
AUTOFLIGHT SYSTEM MODE-ANNUNCIATION
FMC SPD
LNAV
VOR/LOC
VNAV PTH
G/S
AUTOFLIGHT SYSTEM STATUS
FLIGHT DIRECTOR
BARS
FOR TRAINING PURPOSES ONLY!
CMD
GO--AROUND
APPROACH
TAKEOFF
FLARE
PRIMARY FLIGHT DISPLAY
Figure 103
FRA US/T
NeA
Oct 2001
DFCS - INTRODUCTION
ATA 22 Autoflight
Page 203
One Stop Airline
MRO Support Pvt. Ltd
DFCS - MCP DESCRIPTION
Purpose
The mode control panel (MCP) supplies the interface between the flight crew
and the digital flight control system (DFCS).
The MCP does these functions:
S Engages the autopilot
S Turns on the flight directors
S Selects the operation mode
S Arms the autothrottle
S Controls parameter selection
S Displays data.
B737-600/700/800/900
22-- 00
Physical Description
The MCP weighs approximately 15 lbs.
The MCP installs in the glareshield with four screws on the front of the panel.
There are two screws on the bottom of the MCP that also attach to the
glareshield.
Three electrical receptacles on the rear of the MCP connect to the airplane
wiring.
Each mode selector switch on the MCP contains six light emitting diodes
(LED).
The switches and the LEDs are not line replaceable units (LRUs).
There are six liquid crystal displays (LCDs).
They show these selected parameter values:
S Course 1 and 2
S IAS/MACH
S Heading
S Altitude
S Vertical speed.
Three lamps give backlight to the five position LCD display.
Two lamps give backlight to the three position LCD display.
These lamps and the LCDs are not LRUs.
There are 52 incandescent lamps for the light plate.
These lamps are also not LRUs.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
AUTOFLIGHT
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Oct 2001
ATA 22 Autoflight
Page 204
OSA MRO Support Pvt. Ltd
AUTOFLIGHT
B737-600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
22-- 00
SELECTED
PARAMETER
LCD (TYP)
A/T
ARM
COURSE
IAS/MACH
V NAV
C/O
MA
F/D
30
SPEED
LVL CHG
ALTITUDE
VERT SPEED
10
VOR LOC
SPD
INTV
OFF
N1
L NAV
HEADING
ALT
INTV
SEL
10
30
HDG SEL
APP
ALT HLD
DN
A/P ENGAGE
CMD B
CMD A
CWS A
CWS B
MA
DISENGAGE
V/S
UP
OFF
COURSE
F/D
OFF
FOR TRAINING PURPOSES ONLY!
MCP
MODE SELECTOR
SWITCH (TYP)
Figure 104
FRA US/T
NeA
Oct 2001
DFCS MCP - GENERAL DESCRIPTION
ATA 22 Autoflight
Page 205
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
AUTOFLIGHT
One Stop Airline
MRO Support Pvt. Ltd
DFCS - GENERAL DESCRIPTION
Mode Control Panel
The crew uses the MCP to do these functions:
S Engage the autopilots
S Turn on the flight directors
S Select the mode of operation
S Select course and heading
S Select target speeds and altitude.
Other crew inputs to the FCCs are from these components:
S Autopilot (A/P) disengage switches
S Takeoff/Go--around (TO/GA) switches
S Control wheel steering (CWS) force transducers
S Autoflight status annunciators (ASAs).
S FCC A and B
The FCCs use data from the MCP, sensors, and these systems to calculate the
autopilot and flight director commands:
S Radio navigation systems
S Air data inertial reference system (ADIRS)
S Flight management computer system (FMCS)
S Autothrottle (A/T) system
S Control surface position sensors
S Autopilot actuator position sensors.
The FCCs also use the data to calculate these commands and alerts:
S Speed trim commands
S Mach trim commands
S Altitude alerts
S Autopilot disengage warnings.
FRA US/T
NeA
Oct 2001
B737-600/700/800/900
22-- 00
Autopilot Commands
The autopilot can be in the command (CMD) or the control wheel steering
(CWS) mode.
In the CMD mode, the FCC calculates the commands which go to the autopilot
actuators.
The actuators cause the inputs to the power control units (PCU) to move which
control the ailerons and elevator.
In the CWS mode, force transducers under the control columns sense control
wheel and control column forces from the pilots and send these signals to the
FCC.
The FCC sends the commands to the autopilot actuators to control the ailerons
and elevator.
The FCC also sends commands to the stabilizer trim electric actuator to trim
the stabilizer.
The autopilot mode shows on the common display system (CDS) above the
attitude indicator.
To disengage the autopilot, the pilot pushes the disengage switches on the
control wheel.
When the autopilot disengages, an aural warning is heard from the aural
warning module and the red A/P light on the autoflight status annunciator
(ASA) flashes.
The ASA warning and aural alert can be reset if the pilot pushes the red A/P
annunciator on the ASA or pushes the A/P disconnect switch.
Flight Director Commands
When the flight directors are on, the FCC calculates the guidance commands
that show on the CDS.
There is no movement of the control surfaces and no alert if the flight directors
are turned off.
When you set the flight director mode on the MCP, the mode and its status also
show on the CDS display.
ATA 22 Autoflight
Page 206
OSA MRO Support Pvt. Ltd
AUTOFLIGHT
B737-600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
A/T
COURSE
IAS/MACH
V NAV
HEADING
L NAV
ALTITUDE
A/P ENGAGE
VERT SPEED
ARM
DN
VOR LOC
F/D
SPD
INTV
SPEED
LVL CHG
CWS A
CWS B
ALT
INTV
SEL
10
N1
CMD B
COURSE
10
30
C/O
OFF
MA
CMD A
22-- 00
30
HDG SEL
APP
ALT HLD
MA
DISENGAGE
V/S
UP
OFF
F/D
OFF
MODE CONTROL PANEL
AUTOTHROTTLE
FMCS
ADIRU
NAV SENSORS
POSITION SENSORS
SWITCHES
REU
CONTROL COLUMN
AND CWS FORCE
TRANSDUCERS
AUTOPILOT AILERON AND
ELEVATOR ACTUATORS
FOR TRAINING PURPOSES ONLY!
AUTOFLIGHT STATUS
ANNUNCIATOR (2)
FCC (2)
STAB TRIM ELECTRIC
ACTUATOR
CMD
MACH TRIM ACTUATOR
AURAL WARNING MODULE
COMMON DISPLAY SYSTEM
Figure 105
FRA US/T
NeA
Oct 2001
DFCS - GENERAL DESCRIPRION
ATA 22 Autoflight
Page 207
OSA MRO Support Pvt. Ltd
AUTOFLIGHT
One Stop Airline
MRO Support Pvt. Ltd
B737-600/700/800/900
22-- 00
Altitude Alert
The altitude alert function uses the altitude that is set on the MCP.
The FCCs tells the flight crew when the airplane approaches or departs the set
altitude.
The autopilot or flight directors do not have to be on for this alert to operate.
There is an aural indication from the remote electronic unit (REU) and a visual
indication on the CDS displays.
FOR TRAINING PURPOSES ONLY!
Speed Trim
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 is moved to a more nose down
position to increase the speed.
As the speed increases, the stabilizer is moved to a more nose up position to
decrease the speed.
This function only operates if the autopilot is not engaged.
Mach Trim
The FCCs send mach trim signals to a mach trim actuator to control the
elevator movements.
As the mach trim actuator output shaft moves, it turns the feel and centering
unit which moves the input to the elevator PCUs. This moves the elevator.
The mach trim signal keeps the nose up at high air speeds.
The mach trim actuator also causes the elevator to be in a more nose down
position during takeoff which allows the pilots to move the stabilizer to a more
nose up position.
This allows a more nose up attitude if there is an engine failure during takeoff
and is called the FCC controlled neutral shift enable (FCNSE) region.
Built--In--Test--Equipment (BITE)
The DFCS has interfaces with the FMCS to show the BITE condition on the
control display units (CDU).
The BITE function helps to find failures.
FRA US/T
NeA
Oct 2001
ATA 22 Autoflight
Page 208
OSA MRO Support Pvt. Ltd
AUTOFLIGHT
B737-600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
A/T
COURSE
IAS/MACH
V NAV
HEADING
L NAV
ALTITUDE
A/P ENGAGE
VERT SPEED
ARM
DN
VOR LOC
F/D
SPD
INTV
SPEED
LVL CHG
CWS A
CWS B
ALT
INTV
SEL
10
N1
CMD B
COURSE
10
30
C/O
OFF
MA
CMD A
22-- 00
30
HDG SEL
APP
ALT HLD
MA
DISENGAGE
V/S
UP
OFF
F/D
OFF
MODE CONTROL PANEL
AUTOTHROTTLE
FMCS
ADIRU
NAV SENSORS
POSITION SENSORS
SWITCHES
REU
CONTROL COLUMN
AND CWS FORCE
TRANSDUCERS
AUTOPILOT AILERON AND
ELEVATOR ACTUATORS
FOR TRAINING PURPOSES ONLY!
AUTOFLIGHT STATUS
ANNUNCIATOR (2)
FCC (2)
STAB TRIM ELECTRIC
ACTUATOR
CMD
MACH TRIM ACTUATOR
AURAL WARNING MODULE
COMMON DISPLAY SYSTEM
Figure 106
FRA US/T
NeA
Oct 2001
DFCS - GENERAL DESCRIPRION
ATA 22 Autoflight
Page 209
One Stop Airline
MRO Support Pvt. Ltd
B737-600/700/800/900
22-- 00
AUTOTHROTTLE SYSTEM - INTODUCTION
General
The autothrottle (A/T) system is part of the flight management system (FMS).
The A/T system controls engine thrust in response to mode requests from
these components:
S Mode control panel (MCP)
S Flight deck switches.
The A/T system operates from takeoff to touchdown.
The pilot uses the digital flight control system (DFCS) and the A/T system to
automatically fly the airplane.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
AUTOFLIGHT
FRA US/T
NeA
Oct 2001
ATA 22 Autoflight
Page 210
One Stop Airline
MRO Support Pvt. Ltd
B737-600/700/800/900
22-- 00
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
AUTOFLIGHT
Figure 107
FRA US/T
NeA
Oct 2001
AT INTRODUCTION
ATA 22 Autoflight
Page 211
One Stop Airline
MRO Support Pvt. Ltd
B737-600/700/800/900
22-- 00
A/T SYSTEM - OPERATION, OVERVIEW
General
The A/T operates on the ground for takeoff and in flight.
The A/T system controls engine thrust for these flight sequences:
S Takeoff
S Climb
S Cruise
S Descent
S Approach
S Flare
S Go—around.
For each flight phase, the DFCS selects the A/T mode. The MCP mode
selector switch light comes on to show the active mode.
The pilot uses the TO/GA switches to start the takeoff and go—around modes.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
AUTOFLIGHT
FRA US/T
NeA
Oct 2001
ATA 22 Autoflight
Page 212
One Stop Airline
MRO Support Pvt. Ltd
B737-600/700/800/900
22-- 00
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
AUTOFLIGHT
Figure 108
FRA US/T
NeA
Oct 2001
AT OPERATION OVERVIEW
ATA 22 Autoflight
Page 213
OSA MRO Support Pvt. Ltd
STRUCTURE
ATA 51--57
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
51-- 57
STRUCTURE
BASIC STRUCTURAL DESCRIPTION
The B737 is a low wing twin engine airplane. The engines are below the wings
on Struts. It has full cantilever wings and tail surfaces. The fuselage is a
semi--monocoque design.
High--fatigue Design Life
The design service objective for the B737 is 75,000 flight cycles. For typical
operations the aircraft reaches this objective after 25 years of Service.
FOR TRAINING PURPOSES ONLY!
Corrosion Prevention
Years of extensive in--service experience lead to an optimum airframe design.
This knowledge along with new material technology gives the operator an
airframe that results in:
S Minimal corrosion
S Longer in service periods
S Less maintenance costs.
Composite Material
Some airplane structure and parts are composite materials. These are some
advantages of composite materials:
S High strength
S Corrosion resistant
S Increased fatigue life
S Light weight.
FRA US/E GiM
Mai 10, 2006
Structure
Page 214
OSA MRO Support Pvt. Ltd
STRUCTURE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
51-- 57
INBOARD & OUTBOARD
UPPER COVE SKIN PANELS
(FIBERGLASS)
TRAILING EDGE PANELS
(FIBERGLASS/GRAPHITE)
FOR TRAINING PURPOSES ONLY!
FLAP SUPPORT FAIRINGS
(FIBERGLASS/GRAPHITE)
GRAPHITE
FIBERGLASS
INBOARD FIXED LEADING
EDGE LOWER SKIN PANEL
(FIBERGLASS)
OUTBOARD FIXED LEADING
EDGE UPPER & LOWER SKIN
PANELS (FIBERGLASS)
NOSE LANDING GEAR
DOORS (GRAPHITE)
FIBERGLASS/GRAPHITE
Figure 109
FRA US/E GiM
Mai 10, 2006
Composite Materials
Structure
Page 215
OSA MRO Support Pvt. Ltd
STRUCTURE
ATA 52
One Stop Airline
MRO Support Pvt. Ltd
51-- 57
DOORS
DOOR LOCATION
Purpose
The doors are removable units that give access to the airplane compartments.
General Description
These are the types of doors on the airplane:
S Forward and aft entry doors
S Forward and aft galley service doors
S Emergency exit hatches (and pilots’ sliding windows)
S Cargo doors
A door warning system shows the crew that pressure bearing doors are closed
and properly latched before flight.
All doors have silicon rubber seals. The seals do these things:
S Seal air and light leaks
S Act as acoustic and thermal barriers
S Supply aerodynamic smoothness.
FOR TRAINING PURPOSES ONLY!
B737-- 600/700/800/900
Training Information Point
You can open and close entry, galley service, and cargo doors in winds up to
40 knots without structural damage. You can let these doors stay latched open
in winds up to 65 knots without structural damage.
If a door is left open for a long time, a protective cover should be put over the
door frame. This prevents bad weather damage to the airplane.
Location
S The entry doors are on the left side of the airplane.
S The galley service doors are on the right side of the airplane.
S The emergency exit hatches are above the wings on both sides of the
airplane.
S The crew door and lavatory doors are inside the ai rplane.
S The cargo doors are on the right side of the airplane.
S The miscellaneous access doors are near the systems they serve.
FRA US/E GiM
Mai 10, 2006
Structure
Page 216
OSA MRO Support Pvt. Ltd
STRUCTURE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
51-- 57
AFT GALLEY
SERVICE DOOR
AFT CARGO
COMPARTMENT
DOOR
(R/H SIDE)
AFT ENTRY
DOOR
EMERGENCY
EXIT DOORS
FOR TRAINING PURPOSES ONLY!
FWD CARGO
COMPARTMENT
DOOR
(R/H SIDE)
FORWARD GALLEY
SERVICE DOOR
ELEC EQUIP
COMP ACCESS DOOR
FORWARD
ENTRY DOOR
LOWER NOSE
COMP ACCESS DOOR
Figure 110
FRA US/E GiM
Mai 10, 2006
Introduction
Structure
Page 217
OSA MRO Support Pvt. Ltd
STRUCTURE
ATA 25
One Stop Airline
MRO Support Pvt. Ltd
51-- 57
EQUIPMENT AND FURNISHINGS
DOOR MOUNTED ESCAPE SLIDES
Purpose
The escape slides provide a means of emergency egress from the airplane.
The slides can also be separated from the airplane and used as flotation
devices.
Location
An escape slide is mounted on each entry and service door.
Physical Description/Features
Each escape slide assembly consists of an escape slide package, an escape
slide compartment, and two floor brackets. The escape slide package is
stowed in the escape slide compartment which is fastened to the lower inboard
face of each entry and service door. The floor brackets are located at the
forward and aft ends of the doorways, inboard of the door sill.
The escape slide package consists of an escape slide, a detachable girt, girt
bar, gas cylinder, and valise. The gas cylinder contains high pressure gas for
inflating the slide. The valise holds the slide in the stowed position, and opens
to deploy the slide.
FOR TRAINING PURPOSES ONLY!
B737-- 600/700/800/900
Maintenance Practices
To ensure that the slide is ready for use, check the pressure gage reading at
regular intervals as required by each airline’s operating procedures. The
temperature compensating pressure gage needle should be within, or not more
than one needle width above, the green band.
Although the slide will be usable following inflation with the bottle pressure at
the minimum safe level, it is recommended that the pressure should be no less
than 3000 psig (at 21_C, 70_F) for initial installation of the slide on the
airplane, and that the bottle be recharged before the pressure drops below the
minimum safe level.
Operation
For automatic escape slide deployment, the slide must be placed in the
operation readiness mode by securing the girt bar in the floor brackets. When
the door is opened, tension on the girt and latch cable will cause the cover
latch to separate, allowing the escape slide compartment to open and the slide
to deploy. Inflation by the gas cylinder and aspirator is triggered by tension on
the inflation cable secured to the girt bar and the gas cylinder discharge valve.
One end of a detachable fabric girt is attached to the slide with the opposite
end attached to the girt bar. Removing the parachute--type pin causes the slide
to separate from the airplane. The slide can be used as a flotation device.
FRA US/E GiM
Mai 10, 2006
Structure
Page 218
OSA MRO Support Pvt. Ltd
STRUCTURE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
51-- 57
GAGE NEEDLE
GREEN BAND (GO)
RED BAND (NO GO)
PRESSURE GAGE
DOOR
STOWAGE HOOKS
FLOOR
BRACKET
(2 LOCATIONS)
GIRT
BAR
OPEN DOOR
SLIDE
LATCH
SLIDE COVER
LATCH CABLE
FOR TRAINING PURPOSES ONLY!
LATCH CLOSED
FULL INFLATED SLIDE READY FOR USE
DETACHABLE
GIRT DETAILS
Figure 111
FRA US/E GiM
Mai 10, 2006
Door Mounted Escape Slide
Structure
Page 219
OSA MRO Support Pvt. Ltd
STRUCTURE
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
51-- 57
INTRODUCTION
Purpose
Equipment and furnishings provide for the comfort and convenience of
passengers and crew members, for handling and stowing cargo, and for
ensuring passenger and crew safety in an emergency.
FOR TRAINING PURPOSES ONLY!
General Component Locations
Equipment and furnishings are located in the flight compartment and the
passenger compartment. Cargo nets are around the door opening in each
cargo compartment to prevent cargo from blocking the doors. Emergency
equipment is throughout the airplane including slides on each door and escape
straps.
FRA US/E GiM
Mai 10, 2006
Structure
Page 220
OSA MRO Support Pvt. Ltd
STRUCTURE
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
51-- 57
AFT RIGHT
LAVATORY
GALLEY
FWD
LAVATORY
AFT LEFT
LAVATORY
CLASS DIVIDER
GALLEY
FOR TRAINING PURPOSES ONLY!
STOWAGE
UNIT
Figure 112
FRA US/E GiM
Mai 10, 2006
Equipment and Furnishing
Structure
Page 221
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
STRUCTURE
One Stop Airline
MRO Support Pvt. Ltd
Purpose
Passenger compartment equipment/furnishings provide for the comfort,
convenience, and safety of the passengers and cabin attendants.
General Description
Sidewall panels line the sidewalls of the passenger compartment. Lowered
ceiling panels, moveable ceiling panels, and sculptured ceiling panels line the
ceiling. Service units are at all seats, attendant panels, and in all lavatories.
Closets store coats during flight. There are seats for passengers and
attendants. Full height stowage partitions store miscellaneous equipment.
Overhead stowage bins store luggage and miscellaneous equipment. Service
outlets provide 115v ac and 28v dc power.
The passenger compartment equipment/furnishings includes these items:
S Lining and insulation
S Inner windows
S Air return grilles
S Passenger seats
S Passenger service units
S Attendant/lavatory service units
S Windscreens
S Class dividers
S Overhead stowage bins
S Cabin attendant stations
S Floor covering.
Sidewall Panels
Sidewall panels extend from the air return grilles to the overhead stowage bins.
The panels are crushed—core composite. The inboard surface has a
decorative stain—resistant covering.
Sidewall panels have one or two window cutouts. The window mounts near the
middle of each panel. The inner window is removable with the panel in place.
Sidewall panels mount to the airplane structure by support brackets on the
vertical edges. A trim strip fits between each panel to cover the fasteners. The
upper edge slides into the air outlet extrusion.
Passenger Service Units
Passenger service units (PSU) are above each passenger seat row.
The speaker, information signs (NO SMOKING, FASTEN SEAT BELT), life
vest stowage, gasper air and reading light assemblies are all on one panel.
PSUs have inboard and outboard support rails. They have hinges on the
outboard side and latches on the inboard side. Small holes in the PSU face
panels give access to the release latches. A lanyard limits movement as the
unit swings open.
Individual reading lights are controlled by switches on the PSU. An attendant
call light and switch is located between the reading lights.
Passenger Seats
The passenger seats attach to the seat tracks in the floor. You may move the
seats forward or aft for different cabin configurations. Each seat has a lap belt.
The back of each seat reclines. To recline the seatback, push the button on the
armrest and apply pressure to the seatback.
Most seats have trays which fold down. Seats adjacent to windscreens have
trays under their armrests.
Mai 10, 2006
51-- 57
For seats adjacent to escape hatches, the armrest attaches to the escape
hatch (rather than the seat). This makes sure that the escape hatches can
open quickly in an emergency. The seats are two or three passenger
assemblies. Seat placement allows four, five, or six abreast confi gurations.
You can use the seat cushions as flotation devices. You can stow life vests in
the space under the seats.
PASSENGER COMPARTMENT
FRA US/E GiM
B737-- 600/700/800/900
Training Information Point
You can use the same PSU for either the left or right side of the airplane. To do
this, you must move the panel hinges and latches to opposite sides of the
panel.
NOTE:
Structure
To open passenger service units, insert a small allen wrench or
other applicable tool into the latch release hole. Then lower the
service unit.
Page 222
OSA MRO Support Pvt. Ltd
STRUCTURE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
PASSENGER
SERVICE
UNIT
BULL
NOSE
OVERHEAD
STOWAGE BIN
51-- 57
CEILING
PANEL
SHADE/REVEAL
ARMREST
SEAT BACK
FOR TRAINING PURPOSES ONLY!
SIDEWALL
LINER
SEAT TRAY
SEAT CUSHION
AIR RETURN
FLOOR
GRILLE
COVERING
SEAT
SEAT
TRACK
Figure 113
FRA US/E GiM
Mai 10, 2006
SEAT TRAY
Passenger Compartment - Introduction
Structure
Page 223
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
STRUCTURE
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
51-- 57
CABIN ATTENDANT STATIONS
Purpose
Cabin attendant stations provide workstations and seats for the cabin
attendants.
Physical Description/Location
Cabin attendant stations are near the forward and aft entry doors. Each station
has accommodations for two attendants and include these items:
S Double seats
S Stowage provisions
S Attendant panel
S Service unit.
Each seat is spring—loaded to move to the stowed position when not in use.
The seat cushions attach to the seat assembly with hook—and—loop tape.
The cushions are removable for use as flotation devices when necessary.
Each seat has a shoulder harness and seat belt restraint system.
The attendant seat cushion, backrest, and headrest assemblies have fire
retardant material to provide fire blocking protection.
A stowage box above the forward attendant panel contains the music
announce panel and provides additional stowage space for miscellaneous
equipment and emergency equipment.
Compartments below the seat bottom provide stowage for life vests and
flashlights.
The attendant handset is between the headrests. The attendant panels are
above the headrests. A boarding light is above each entry door.
Attendant service units are in the ceiling above each cabin attendant station.
Each attendant service unit has two oxygen masks and an oxygen generator.
On some airplanes, additional cabin attendant stations are in the passenger
compartment.
Attendant Service Units
Attendant service units (ASUs) provide emergency oxygen for attendants or
passengers.
ASUs are in lowered ceiling panels at entryways. ASUs have oxygen masks
and oxygen generators.
FRA US/E GiM
Mai 10, 2006
Structure
Page 224
OSA MRO Support Pvt. Ltd
STRUCTURE
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
51-- 57
SERVICE
UNIT
ATTENDANT
PANEL
HEAD REST
FOR TRAINING PURPOSES ONLY!
BACK RESTS
STOWAGE
FLASHLIGHT & LIFE
VEST STOWAGE
FORWARD ATTENDANT STATION
SEAT CUSHIONS
STOWAGE PROVISIONS
FOR EMERGENCY
EQUIPMENT
AFT ATTENDANT STATION
Figure 114
FRA US/E GiM
Mai 10, 2006
Attendant Station
Structure
Page 225
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
STRUCTURE
ATA 35
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
51-- 57
OXYGEN
OXYGEN SYSTEM INTRODUCTION
Purpose
The purpose of the oxygen systems is to provide oxygen for the crew and
passengers, when required.
General Subsystem Features
Three independent oxygen systems are installed:
S Crew System:
The flight crew oxygen system has a supply of high pressure gaseous
oxygen and distributes and delivers it at low pressure to the crew. High
pressure oxygen is kept in an oxygen cylinder assembly. The oxygen
cylinder assembly includes a safety discharge device to protect against too
much pressure. Oxygen cylinder pressure is reduced through a pressure
regulator. Low pressure oxygen is distributed through individual control
panels and mask stowage boxes.
S Passenger System:
The passenger oxygen system automatically releases oxygen masks to the
passengers and attendants whenever the cabin pressure falls to a value
equivalent to an altitude of 14,000 feet. Oxygen is kept in chemical oxygen
generators and oxygen flow is started by the action of the passenger or
attendant pulling the oxygen mask down to the face. Mask deployment also
can be operated by a switch on the P5 aft overhead panel.
S Portable System:
The portable oxygen equipment includes portable oxygen cylinder
assemblies and protective breathing equipment. The portable cylinders
supply oxygen for emergency, first aid or sustaining oxygen for the
passengers and/or crew.
General Components Location
The crew oxygen components are in the forward cargo compartment and the
flight compartment.
The passenger oxygen components are located in the PSU’s.
Portable oxygen cylinders are located in the flight compartment and passenger
cabin.
FRA US/E GiM
Mai 10, 2006
Structure
Page 226
OSA MRO Support Pvt. Ltd
STRUCTURE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
O G
2
= CHEMICAL OXYGEN GENERATOR
M
= MASK
51-- 57
MASK REGULATOR
AND STOWAGE BOX
DEMAND
REGULATOR
TO OTHER
MASKS
OXYGEN PRESS
IND (P5 PANEL)
PRESSURE
REDUCING
REGULATOR
O G
2
M
M
M
M
M
M
PASSENGER SERVICE UNITS (PSU)
M
PRESSURE
TRANSDUCER
FOR TRAINING PURPOSES ONLY!
CYLINDER SOV
CYLINDER
PRESS GAGE
O G
2
M
M
REGULATOR
ATTENDANT
M
CYLINDER SOV
O G
2
M
CYLINDER
PRESS GAGE
LAVATORY
PASSENGER OXYGEN SYSTEM
FLIGHT CREW OXYGEN SYSTEM
PORTABLE OXYGEN SYSTEM
Figure 115
FRA US/E GiM
Mai 10, 2006
Introduction
Structure
Page 227
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
STRUCTURE
One Stop Airline
MRO Support Pvt. Ltd
PASSENGER OXYGEN SYSTEM
General Description
The passenger oxygen system uses chemical generators to make oxygen.
Oxygen from the generators flows through flexible supply hoses to the
passenger oxygen masks.
Passenger oxygen masks are deployed electrically one of two ways:
S Manually by the crew using a guarded toggle switch on the aft P5 panel
S Automatically by activation of an aneroid switch (cabin altitude 14000 ft.).
Passenger oxygen generation is initiated mechanically when the oxygen mask
is pulled to the user s face. Pulling the mask releases a spring loaded firing pin
on the generator. The firing pin strikes a percussion cap, which starts the
reaction. Once started, the reaction goes to completion, and cannot be
stopped.
Location
Passenger oxygen generators, masks, firing pin mechanisms, and deployment
door latch actuators are located in:
S The passenger service units (PSUs)
S The lavatory service units
S The attendant service units.
A guarded toggle switch for manual deployment of the passenger oxygen
masks is located on the aft P5 panel.
An aneroid switch for automatic deployment, and system electrical relays are
located in the EE compartment in the J23 junction box.
A PASS OXY ON light on the P5 panel indicates deployment of the passenger
oxygen masks.
Operational Displays
The PASS OXY ON light on the P5 panel comes on when the passenger
oxygen masks are deployed.
The chemical oxygen generators have a band of heat sensitive tape around
them. The tape turns black when heated. A chemical oxygen generator with
black tape is expended and must be replaced.
FRA US/E GiM
Mai 10, 2006
B737-- 600/700/800/900
51-- 57
OXYGEN MASK
The passenger oxygen masks supply breathing oxygen to aircraft passengers
and flight attendants during emergency decompression of the aircraft.
The passenger oxygen masks have the following parts:
S A bright yellow silicon rubber facepiece with breathing valves, elastic
headstrap, and generator release lanyard
S Flexible supply tubing and reservoir bag.
Functional Description
When stowed, the masks are packed in the service unit. When deployed, the
masks hang by a mask lanyard. When the mask is pulled to the user’s face,
the mask lanyard pulls on the oxygen generator firing pin release cable. This
starts the oxygen generator.
Oxygen from the generator manifold flows through the mask tubing to the
reservoir bag. The reservoir bag stores oxygen from the constant outflow of the
generator when the user is not inhaling.
During inhalation, the oxygen flows through the reservoir bag and the mask
inhalation valve. When the oxygen in the bag is used, the mask ambient air
valve opens to allow ambient air to enter the facepiece.
When the user exhales, the inhalation and ambient air valves close, and the
exhalation valve opens. The exhalation valve lets the used air flow out of the
mask.
Operational Controls
The user places the yellow facepiece over the mouth and nose. The soft silicon
rubber of the mask contours to the facial features to give a good seal. The
mask can be held in place by hand or by pulling the mask’s elastic headstrap
over the user1s head. The headstrap can be adjusted by pulling on either of its
ends.
Instructions for mask use are diagrammed on the reservoir bag.In some
models the reservoir bag has a built-in flow indicator which inflates when
oxygen flows into the bag. The indicator area is shaded green for easy
recognition. Other configurations include an in-line flow indicator which
changes color to green in the presence of oxygen.
Structure
Page 228
OSA MRO Support Pvt. Ltd
STRUCTURE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
51-- 57
PASSENGER SERVICE
UNIT
MASKS
(DEPLOYED)
OXYGEN GENERATOR
OXYGEN TUBING
FLOW INDICATORS
OXY MOD
DOOR
PASSENGER CABIN
RELEASE
CABLE
INSTRUCTIONS
OXYGEN
TUBING
RESERVOIR BAG
14,000 FT
FOR TRAINING PURPOSES ONLY!
S 813 ALT PRESS SW
J23 BOX (E&E COMP)
EXHALATION
VALVE
CREW
OXYGEN
PASS OXYGEN
INHALATION VALVE
ORONASAL CUP
NORMAL
10
5
15
0
20
ON
OXY PRESS
PSI X 100
PASS OXY
ON
HEADSTRAP
a
OXYGEN MASK
P5 PANEL
Figure 116
FRA US/E GiM
Mai 10, 2006
Passenger Oxygen System Introduction
Structure
Page 229
OSA MRO Support Pvt. Ltd
STRUCTURE
ATA 38
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
51-- 57
WATER AND WASTE
POTABLE WATER - INTRODUCTION
The potable water system supplies water to the lavatories and galleys.
General Description
The potable water system has these subsystems:
S Passenger water
S Water heating
S Water quantity indication.
The passenger water system supplies water to the lavatories and galleys.
The water heating system heats the water supplied to the lavatory hot water
faucets.
The water quantity indication system measures and displays the quantity of
water in the potable water system.
FOR TRAINING PURPOSES ONLY!
l
Pneumatic System
The water tank pressurization system pressurizes the potable water tank.
Pressure for the water tank comes from the pneumatic system or the air
compressor.
The water tank pressurization system has these functions:
S Controls the air pressure that goes into the water tank
S Selects the source of the pressurized air
S Prevents contamination from unwanted material in the air.
The pneumatic system supplies pressurized air to the water tank when the
pneumatic system is on.
An in--line air filter cleans the air in the pneumatic system supply line.
A pressure regulator controls the pneumatic system supply line pressure to a
maximum of 35 psig.
FRA US/E GiM
Mai 10, 2006
Structure
Page 230
OSA MRO Support Pvt. Ltd
STRUCTURE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
51-- 57
WATER QTY
INDICATOR
FWD LAV
FWD GALLEY
AFT LAV
WATER
SUPPLY
SOV
TOILET
RINSE
VALVE
AFT GALLEY
WATER
FILTER
WATER
HEATER
TOILET
RINSE
VALVE
H
H
WATER
SUPPLY
SOV
FWD LAVATORY
DRAIN VALVE
CABIN FLOOR
RELIEF
VALVE
> 60 PSI
FILL/OVERFLOW
VALVE
T
WATER QTY
TRANSMITTER
PRESS REG
35 PSI
PRESS SW
< 30 PSI ON
> 40 PSI OFF
RELIEF
VALVE
> 90 PSI
AIR
FILTER
AIR COMPR
AIR FILTER
FOR TRAINING PURPOSES ONLY!
WATER TANK
WATER TANK
LEVEL SENSOR
WATER TANK
DRAIN VALVE
FWD DRAIN MAST
FWD POTABLE
WATER DRAIN
PORT
AFT DRAIN MAST
WATER SEVICE
PANEL
POTABLE WATER
FILL FITTING
Figure 117
FRA US/E GiM
Mai 10, 2006
FROM
PNEUMATIC
MANIFOLD
AFT POTABLE
WATER DRAIN
PORT
AIR SUPPLY
Functional Description
Structure
Page 231
OSA MRO Support Pvt. Ltd
STRUCTURE
One Stop Airline
MRO Support Pvt. Ltd
VACUUM WASTE SYSTEM
The vacuum toilet collects human waste. A flush cycle puts the waste material
into the vacuum waste tubing. There are two sources that cause low pressure
(vacuum) in the tank:
S The vacuum blower
S Cabin--to--ambient pressure differential.
Vacuum Toilet Assemblies
Operation of the flush switch sends a signal to the flush control unit (FCU). The
FCU opens the rinse valve to supply potable water to flush the toilet bowl. After
0.7 seconds, the FCU closes the rinse valve. Each rinse cycle uses eight
ounces of potable water. The FCU then opens the flush valve for four seconds
to let the toilet waste drain out of the toilet. The flush valve then closes.
The anti--siphon valve prevents the vacuum waste system from siphoning
water from the potable water system.
The manual shutoff handle closes the flush valve.
FOR TRAINING PURPOSES ONLY!
Waste Tank Assembly
The waste tank collects the waste from the lavatory toilets.
Differential pressure causes the toilet bowl contents to flow from the toilet to
the waste tank. The vacuum blower or cabin differential pressure supplies the
differential pressure for the waste tank.
The vacuum check valve prevents the pull of ambient air in from the waste
tank vent port by the vacuum blower.
Waste System Servicing
You service the waste tank from the waste service panel.
Attach the waste drain hose to the waste drain valve and open the waste drain
ball valve.
When the tank is empty, attach the rinse hose to the waste tank rinse fitting.
Then pressurize the rinse water supply. Rinse water flows through the waste
tank rinse filter and two rinse nozzles.
The waste tank rinse nozzles spray water on the inside of the tank to clean the
point level sensors and waste tank.
Add chemical precharge after the waste tank is fully drained and flushed.
The waste drain ball valve proximity switch stops the operation of the vacuum
blower when the waste drain ball valve is open.
FRA US/E GiM
Mai 10, 2006
B737-- 600/700/800/900
51-- 57
You use the drain line blockage removal valve to remove a blockage in the
waste tank drain line. Rinse water flows to the drain line elbow and pushes the
blockage out of the drain line.
Interfaces
The FCU must receive an enable signal from the logic control module (LCM) to
operate the toilet components. The LCM disables the FCU if the waste tank is
full. The LCM monitors the two point level sensors to find if the waste tank is
full.
If the FCU is enabled, a flush cycle starts with the operation of the flush switch.
The flush switch sends a signal to the FCU. The FCU then sends a signal to
operate the vacuum blower for 15 seconds. The signal goes through the waste
drain ball valve proximity switch and the vacuum blower barometric switch.
The waste drain ball valve proximity switch and vacuum blower barometric
switch must be closed for the vacuum blower to operate.
The waste drain ball valve proximity switch is closed when the waste drain ball
valve is closed.
The barometric switch is closed when the airplane is below 16,000 feet.
Training Information Point
The waste tank must be flushed at each servicing interval. If the waste tank is
not serviced correctly, unwanted waste material can collect on the point level
sensors. The waste material on the point level sensors can cause a tank full
signal and stop operation of the lavatory toilets.
You should flush crushed ice down the toilets at regular intervals. The crushed
ice will help to prevent unwanted material from collecting in the vacuum waste
lines.
CAUTION:
DO NOT USE ICE CUBES AS AN ALTERNATIVE TO THE CRUSHED ICE.
ICE CUBES CAN CAUSE DAMAGE TO THE POINT LEVEL SENSORS IN
THE WASTE TANK.
There is a clean--out fitting in the forward vacuum waste line. You can use the
clean--out fitting to clean a blockage between the waste tank and the forward
lavatory.
Structure
Page 232
OSA MRO Support Pvt. Ltd
STRUCTURE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
51-- 57
RINSE VALVE
FLUSH SWITCH
ANTI--SIPHON VALVE
WASTE QTY IND
AFT TOILET
S
S
FCU
FWD TOILET
MANUAL
SOV
FCU
CABIN FLOOR
FLUSH
VALVE
FLUSH
VALVE
BLOWER
BARO SW
<16 000ft
LCM
CLEAN--OUT FITTING
M
LIQUID SEPARATOR
WASTE TANK
FOR TRAINING PURPOSES ONLY!
VACUUM
BLOWER
WASTE TANK
VENT PORT
VACUUM
CHECK
VALVE
WASTE TANK
RINSE NOZZLE
CONT
LEVEL
SENSOR
POINT LEVEL SENSOR
DRAIN LINE BLOCKAGE
REMOVAL VALVE
WASTE DRAIN BALL
VALVE PROX. SW
WASTE DRAIN
BALL VALVE
WASTE DRAIN VALVE
Figure 118
FRA US/E GiM
Mai 10, 2006
WASTE TANK RINSE FILTER
WASTE TANK RINSE FITTING
WASTE SERVICE PANEL
WASTE DRAIN BALL
VALVE CONTROL HANDLE
Vacuum Waste System - Introduction
Structure
Page 233
OSA MRO Support Pvt. Ltd
FUEL
ATA 28
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
28-- 00
FUEL
FUEL STORAGE
Fuel Tank Arrangement
These are the fuel tanks:
S Main tank 1
S Main tank 2
S Center tank.
Surge tanks collect fuel overflow only. The fuel overflow in the left wing surge
tank drains to main tank 1. The fuel overflow in the right wing surge tank drains
to main tank 2. If the fuel level is high enough in the surge tank fuel drains out
the vent scoop.
FOR TRAINING PURPOSES ONLY!
Capacity
The capacity of each main tank 1 and 2 is 8,630 lbs (3,915 kgs) . The capacity
of the center tank is 28,830 lbs (13,066 kgs). Fuel tank capacity does not
include surge tanks.
The capacity of each surge tank is 235 lbs (107 kgs).
FRA US/T4 GiM
Mai 30, 2006
ATA 28 Fuel
Page 234
OSA MRO Support Pvt. Ltd
FUEL
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
28-- 00
SURGE TANK
MAIN TANK 2
CENTER TANK
MAIN TANK 1
FOR TRAINING PURPOSES ONLY!
SURGE TANK
FUEL TANK CAPACITY
Figure 119
FRA US/T4 GiM
Mai 30, 2006
LB
KGS
MAIN TANK 1
8,630
3,915
MAIN TANK 2
8,630
3,915
CENTER TANK
28,803
13,066
TOTAL
46,063
20,896
Fuel Storage - General Description
ATA 28 Fuel
Page 235
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
FUEL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
28-- 00
PRESSURE REFUEL SYSTEM
All tanks fill from the fueling station at the right wing. The fueling station has
these components:
S Fueling panel
S Fueling manifold
S Fueling receptacle
S Fueling shutoff valves (3).
Control
The fueling station permits automatic and manual control of the fueling shutoff
valves. The fueling station receives 28v dc hot battery bus power through the
refueling power control relay. The relay energizes when you open the door of
the fueling station. Power from the relay comes from one of these sources:
S Battery bus
S DC bus 1
S Bus power control unit (BPCU) internal transformer rectifier.
You use the fueling indication test switch to supply an alternative ground for the
refueling power control relay.
You can refuel the airplane with any one of these electrical power sources:
S External power on electrical system buses
S External power connected to the airplane, but not on electrical system
buses
S APU generator
S Battery power (battery switch must be on).
The solenoid for a fueling shutoff valve energizes when you put the control
switch to the OPEN position. The valve opens if fuel pressure is available.
A float switch removes power to the fueling shutoff valve when the tank is full.
You also remove power when you put the control switch to the CLOSE position.
Without electrical power, the valve closes.
There is also a manual override plunger on each fueling shutoff valve. The
plunger and fuel pressure let you open the valve if the solenoid fails.
Indication
Three valve position lights show that there is power to the fueling shutoff
valves. The light does not show that the valve is open. These lights are
press--to--test. Three fueling indicators show fuel quantity in each tank.
FRA US/T4 GiM
Mai 30, 2006
ATA 28 Fuel
Page 236
OSA MRO Support Pvt. Ltd
FUEL
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
28-- 00
VALVE POSITION LIGHTS
HOT BAT
BUS
FUELING
POWER
OFF
SW HOT
BAT BUS
DC BUS 1
OPEN
OPEN
OPEN
CLOSED
CLOSED
CLOSED
TEST
GAUGES
FUEL
SWITCH
BYPASS
DOOR
RELAY
POWER
FUEL QTY
FUEL QTY
FUEL QTY
c
REFUELING
PWR CONTROL
RELAY (P6)
TANK 2
CENTER TANK
TANK 1
FUELING PANEL (P15)
BPCU
FLOAT SW
DEFUEL
VALVE
FUELING
SHUTOFF
VALVES (3)
FOR TRAINING PURPOSES ONLY!
CENTER TANK
MAIN TANK 1
MAIN TANK 2
FLOAT SW
FLOAT SW
Figure 120
FRA US/T4 GiM
Mai 30, 2006
Refueling System
ATA 28 Fuel
Page 237
OSA MRO Support Pvt. Ltd
FUEL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
28-- 00
Flame arrestor
Flame arrestors make sure excessive heat does not enter the fuel vent system.
A clogged flame arrestor causes the pressure relief valve in the surge tank to
open. When open, the pressure relief valve becomes another vent for the fuel
vent system.
The vent scoop and pressure relief valve are on an access door in each surge
tank.
FUEL VENT SYSTEM
General
The fuel vent system keeps the pressure of the fuel tanks near the ambient
pressure. Too large a pressure difference can cause damage to the wing
structure.
The vent channels have drain float valves in the center tank.
Vent channels
Vent channels and vent tubes equalize the pressure between each tank and
the surge tanks when the airplane is in a climb attitude. Stringers and the upper
wing skin make the vent channels. Vent tubes attach to vent channels. Each
vent tube has a drain float valve. Drains let fuel in the vent system return to
the tanks.
The surge tanks are open to the atmosphere through the vent scoop.
Drain Float Valves
The drain float valves in the vent tubes and the vent channels permit fuel in the
vent system to drain into the tank when the fuel level is lower than the valve.
Pressure relief valve
The pressure relief valve prevents damage to the wing structure when there is
too much positive or negative pressure in the fuel tanks. The pressure relief
valve is usually closed. When closed, it is even with the bottom surface of the
wing. When there is too much positive or negative pressure, the pressure relief
valve opens. When it is open, part of the pressure relief valve is in the fuel
tank. After it opens, the pressure relief valve stays in the open position. In the
open position, the pressure relief valve supplies an additional vent in the surge
tank.
Pull the reset handle to move the pressure relief valve to the closed position.
FOR TRAINING PURPOSES ONLY!
Vent float valves
The fuel vent float valves equalize the pressure between main tank 1, main
tank 2, and the surge tanks when the airplane is in a cruise or descent attitude.
A fuel vent float valve is on the outboard fuel tank end rib in main tank 1 and
main tank 2.
Surge tank drain check valve
A surge tank drain check valve is on the outboard fuel tank end rib in main tank
1 and main tank 2. The surge tank drain check valve permits fuel in the surge
tank to flow to either main tank 1 or main tank 2. The surge tank drain check
valve also prevents fuel flow from main tank 1 and main tank 2 to the surge
tank.
FRA US/T4 GiM
Mai 30, 2006
ATA 28 Fuel
Page 238
OSA MRO Support Pvt. Ltd
FUEL
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
DRAIN
FLOAT VALVE
28-- 00
DRAIN
FLOAT VALVE
FUEL VENT
FLOAT VALVE
FUEL VENT
FLOAT VALVE
FOR TRAINING PURPOSES ONLY!
DRAIN
FLOAT VALVE
DRAIN
FLOAT VALVE
SURGE TANK
CHECK VALVE
FLAME ARRESTER
PRESS RELIEF VALVE
SURGE TANK
CHECK VALVE
FLAME ARRESTER
PRESS RELIEF VALVE
VENT SCOOP
VENT SCOOP
Figure 121
FRA US/T4 GiM
Mai 30, 2006
Fuel Vent System
ATA 28 Fuel
Page 239
OSA MRO Support Pvt. Ltd
FUEL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
28-- 00
DEFUEL - SYSTEM
General
The defuel system permits pressure defuel of each tank and suction defuel of
main tank 1 and main tank 2.
The defuel system also allows fuel transfer on the ground from one fuel tank to
another.
Pressure Defuel
You use these to pressure defuel the tanks:
S Refuel station
S Fuel pumps
S Defuel valve
S Crossfeed valve.
Suction Defuel
You use the defuel valve and refuel station to suction defuel main tank 1 and
main tank 2.
FOR TRAINING PURPOSES ONLY!
Fuel Transfer
You use the defuel valve, the refuel station, and the fuel control panel to
transfer fuel between tanks.
FRA US/T4 GiM
Mai 30, 2006
ATA 28 Fuel
Page 240
OSA MRO Support Pvt. Ltd
FUEL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
28-- 00
VALVE POSITION LIGHTS
OPEN
OPEN
OPEN
CLOSED
CLOSED
CLOSED
TEST
GAUGES
OFF
FUEL
SWITCH
BYPASS
DOOR
FUEL QTY
FUEL QTY
FUEL QTY
c
TANK 2
CENTER TANK
FUELING PANEL (P15)
TANK 1
FWD
BOOST
PUMP #1
FWD
BOOST
PUMP #2
ENGINE FUEL
SPAR VALVE
DEFUEL VALVE
FOR TRAINING PURPOSES ONLY!
FUELING STATION
CENTER
TANK
BOOST
PUMPS
AFT
BOOST
PUMP #1
AFT
BOOST
PUMP #2
CROSSFEED
VALVE
Figure 122
FRA US/T4 GiM
Mai 30, 2006
Defueling System
ATA 28 Fuel
Page 241
OSA MRO Support Pvt. Ltd
FUEL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
28-- 00
FUEL SYSTEM CONTROL
The fuel System control is from the forward overhead panel.
FWD and AFT Fuel Boost Pump switches
Forward and aft fuel pump switches control boost pump Operation in main tank
1 and main tank 2. Amber LOW PRESSURE lights come on when the Output
pressure of the boost pump is low.
Center Tank Fuel Boost Pump switches
Center tank fuel pump switches control boost pump Operation in the center
tank. LOW PRESSURE lights come on when the Output pressure of the pump
is low and the fuel pump switch is ON.
Crossfeed Selector
A crossfeed selector controls crossfeed valve Operation. The blue VALVE
OPEN light comes on brightly when the valve is in transit. The VALVE OPEN
light comes on dimly when the valve is open. The VALVE OPEN light is off
when the crossfeed valve is closed and the selector is in the OFF position.
Spar Valve closed light
The blue SPAR VALVE CLOSED lights come on brightly when the valve is in
transit. The SPAR VALVE CLOSED lights are on dimly when the valve is
closed. The SPAR VALVE CLOSED light is off when the valve is closed and the
fuel pump switch is OFF.
FOR TRAINING PURPOSES ONLY!
Filter bypass light
The amber FILTER BYPASS lights come on when the filter is going to clog.
The fuel filter is on the engine fuel pump housing.
Fuel Temperature
The fuel temperature indicator shows the fuel temperature in main tank 1.
FRA US/T4 GiM
Mai 30, 2006
ATA 28 Fuel
Page 242
OSA MRO Support Pvt. Ltd
FUEL
One Stop Airline
MRO Support Pvt. Ltd
ENG VALVE
CLOSED
SPAR VALVE
CLOSED
- 20
B737-- 600/700/800/900
28-- 00
ENG VALVE
CLOSED
0
FUEL
SPAR VALVE
CLOSED
20
TEMP
40
- 40
C
FILTER
BYPASS
VALVE
OPEN
FILTER
BYPASS
CROSS
FEED
LOW
PRESSURE
LOW
PRESSURE
FUEL PUMPS
OFF
L
R
ON
CTR
FOR TRAINING PURPOSES ONLY!
LOW
PRESSURE
LOW
PRESSURE
LOW
PRESSURE
LOW
PRESSURE
FWD
FWD
AFT
AFT
OFF
OFF
FUEL
PUMPS
ON
ON
1
2
FUEL SYSTEM PANEL (P5--2)
Figure 123
FRA US/T4 GiM
Mai 30, 2006
Fuel Panel
ATA 28 Fuel
Page 243
OSA MRO Support Pvt. Ltd
FUEL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
28-- 00
ENGINE FUEL FEED SYSTEM
There are two boost pumps each for main tank 1, main tank 2, and the center
tank. The boost pumps supply fuel from the fuel tanks to the engines.
A crossfeed valve connects the left and right fuel feed manifold. This lets any
tank supply fuel to any engine with the use of the applicable boost pumps.
The center tank boost pumps have a higher Output pressure than the boost
pumps in the main tanks. Therefore, the engines receive center tank fuel first.
With only residual fuel in the center tank, the boost pumps in the main tanks
supply fuel to the engines.
FOR TRAINING PURPOSES ONLY!
APU Fuel Feed System
The APU can receive fuel from any tank with the use of the applicable boost
pump and crossfeed valve.
When the boost pumps are off, the APU suctions from main tank 1.
An APU fuel shutoff valve allows fuel to flow from the engine fuel feed manifold
to the APU fuel manifold. The APU master switch, on the forward’overhead
panel, controls the APU fuel shutoff valve.
An optional DC fuel pump supplies fuel from main tank 1.
FRA US/T4 GiM
Mai 30, 2006
ATA 28 Fuel
Page 244
OSA MRO Support Pvt. Ltd
FUEL
One Stop Airline
MRO Support Pvt. Ltd
FWD
BOOST
PUMP #1
B737-- 600/700/800/900
28-- 00
FWD
BOOST
PUMP #2
SPAR VALVE
APU
FSOV
AFT
BOOST
PUMP #1
CENTER
TANK
BOOST
PUMPS
AFT
BOOST
PUMP #2
CROSSFEED
FOR TRAINING PURPOSES ONLY!
VALVE
APU FUEL LINE
DRAIN MAST
APU FUEL
FEED LINE SHROUD
FIREWALL
TO APU FUEL CONTROL UNIT
Figure 124
FRA US/T4 GiM
Mai 30, 2006
Engine and APU Fuel Feed System
ATA 28 Fuel
Page 245
OSA MRO Support Pvt. Ltd
FUEL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
28-- 00
FUEL INDICATING SYSTEM
General
The fuel quantity indicating system (FQIS) measures the fuel volume in the fuel
tanks. The FQIS also calculates the fuel weight in the fuel tanks.
These are the FQIS components:
S Fuel quantity processor unit
S Tank units
S Compensators
FOR TRAINING PURPOSES ONLY!
Operation
The fuel quantity processor unit excites and receives signals from the tank
units and compensators. The fuel quantity processor unit uses these signals to
calculate fuel quantity in each tank.
The fuel quantity processer unit sends an individual fuel tank weight signal to
the common display system and the refuel panel. The fuel quantity processor
unit sends a total fuel weight signal to the flight management computers.
FRA US/T4 GiM
Mai 30, 2006
ATA 28 Fuel
Page 246
OSA MRO Support Pvt. Ltd
FUEL
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
28-- 00
CTR
10
880
FUEL
1
2
KG
3 450
3 450
PRIMARY ENGINE DISPLAY
FLIGHT
MANAGEMENT
COMPUTER
SYSTEM
TANK UNIT (32)
BUSSING
PLUG (3)
FOR TRAINING PURPOSES ONLY!
VALVE POSITION LIGHTS
FUEL QUANTITY PROCESSOR UNIT
OPEN
OPEN
OPEN
CLOSED
CLOSED
CLOSED
TEST
GAUGES
OFF
FUEL
DOOR
SWITCH
BYPASS
COMPENSATOR (3)
TANK 2
FUEL TANKS
TANK 1
REFUEL PANEL (P15)
Figure 125
FRA US/T4 GiM
CENTER TANK
Mai 30, 2006
Fuel Indicating
ATA 28 Fuel
Page 247
OSA MRO Support Pvt. Ltd
HYDRAULIC
ATA 29
One Stop Airline
MRO Support Pvt. Ltd
HYDRAULIC
Hydraulic Systems
The three hydraulic Systems operate independently at 3000 psi nominal
pressure. The three Systems are A, B, and Standby. Each System has a
reservoir, pumps, and filters. The hydraulic fluid is fire resistant.
FOR TRAINING PURPOSES ONLY!
System A
System A uses one engine--driven pump (EDP) and one electric motor--driven
pump (EM D P). The System supplies hydraulic power for these Systems:
S Flight controls
S Landing gear
S Nose gear steering
S Alternate brakes
S Flight and ground Spoilers
S Left thrust reverser
S Power transfer unit (PTU).
System B
System B uses one EDP and one EMDP. System B supplies hydraulic power
for these Systems:
S Flight controls
S Normal brakes
S Trailing edge flaps
S Leading edge flaps and slats
S Right thrust reverser
S Flight Spoilers
S Alternate nose gear steering
S Alternate gear retraction.
Regulated air from the environmental control system pressurizes both system
A and B reservoirs. The air gives a positive supply of hydraulic fluid to each
pump. The standby system reservoir gets pressure from fluid in the B reservoir.
FRA US/E GiM
Mai 29, 2006
B737-- 600/700/800/900
29-- 00
Standby System
The standby System, with a separate electric motor--driven pump, is an
auxiliary source of hydraulic power. To operate the standby system, move
either of the FLT CONTROL switches to STBY RUD or the ALTERNATE
FLAPS switch to ARM. The switches are on the overhead panel. The standby
system also operates automatically. Standby hydraulic power supplies pressure
to the
S Rudder control system
S Either or both thrust reversers
S Leading edge flaps and slats (full extend only) in the alternate flap mode.
For normal operations, Systems A and B are on and the standby system is off.
Flight Controls
Although Systems A and B both supply hydraulic power for the flight controls,
either System alone will power the ailerons, elevators or rudder. As a third
backup, the ailerons and elevators can operate by manual reversion and the
rudder operates by the standby System.
Trailing edge flaps, normally receive power from System B. They also receive
power from an electrical backup System for either extension or retraction. The
standby system supplies a secondary means to fully extend the leading edge
flaps and slats. The PTU supplies pressure to the leading edge flaps and slats
during autoslat operation.
Some of the flight spoilers continue to function if either system A or B pressure
is not available.
Landing Gear And Brakes
System A supplies pressure to extend and retract the landing gear.
The normal brake System gets power from hydraulic System B and the
altemate system A. Braking transfers to the alternate system if hydraulic
System B pressure is not available.
The normal brake system has a brake accumulator with fluid capacity for
braking when system B and system A do not have pressure.
Thrust Reversers
System A supplies power to the left thrust reverser and System B supplies
power to the right thrust reverser. If there is no primary system (A or B)
pressure, the standby system supplies hydraulic power to operate one or both
of the thrust reversers.
ATA 29 Hydraulic
Page 248
OSA MRO Support Pvt. Ltd
HYDRAULIC
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
29-- 00
AIR
PRESSURE
AIR
PRESSURE
SYSTEM
A
SYSTEM
B
STANDBY
SYSTEM
M
M
M
M
POWER
TRANSFER
UNIT
LEADING EDGE
FLAPS AND
SLATS AND
AUTO SLATS
PTU CONTROL
VALVE
LEFT THRUST
REVERSER
RUDDER
RIGHT THRUST
REVERSER
FOR TRAINING PURPOSES ONLY!
AILERONS
GROUND
SPOILERS
1, 6, 7, 12
FLIGHT
SPOILERS
2, 4, 9, 11
ELEVATORS AND
ELEV FEEL
ALTERNATE
BRAKES
NOSE WHEEL
STEERING
LANDING
GEAR
LANDING GEAR
TRANSFER VALVE
AUTOPILOT A
Figure 126
FRA US/E GiM
Mai 29, 2006
FLIGHT
SPOILERS
3, 5, 8, 10
ALTERNATE NOSE
WHEEL STEERING
TRAILING
EDGE FLAPS
YAW
DAMPER
NORMAL
BRAKES
AUTOPILOT B
Hydraulic Basic Schematic
ATA 29 Hydraulic
Page 249
OSA MRO Support Pvt. Ltd
HYDRAULIC
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
29-- 00
HYD INDICATING SYSTEM
Hydraulic Fluid Quantity Indicating System
The hydraulic fluid quantity indicating system gives indications of fluid quantity
in the hydraulic system A, B and standby reservoirs. The system uses quantity
transmitters at the system A and B reservoirs to send signals to the common
display system. The quantity for system A and system B show as a percentage
of full on the systems display.
The system uses a quantity switch in the standby reservoir to send signals to
the STANDBY HYD LOW QUANTITY light on the flight control panel.
Hydraulic Pressure Indicating System
The hydraulic pressure indicating system gives indication of system pressure in
the flight compartment. The system uses pressure transmitters on the hydraulic
system A and B pressure modules to send signals to the common display
system. The pressure for each system shows on the systems display.
FOR TRAINING PURPOSES ONLY!
Hydraulic Pump Low Pressure Warning System
The hydraulic pump low pressure warning system gives indications when the
pressure of any hydraulic pump on the airplane decreases to less than normal.
The system uses pressure switches on the hydraulic system A and system B
pressure modules to send signals to the HYD PUMP LOW PRESSURE light on
the hydraulic panel.
The system uses a pressure switch on the standby hydraulic system module to
send a signal to the STANDBY HYD LOW PRESSURE light on the flight
control panel.
Hydraulic Fluid Overheat Warning System
The hydraulic fluid overheat warning system gives indications when the
temperature of hydraulic system A or system B electric motor--driven pump
(EMDP) is more than normal. The system uses temperature switches in the
pump case drain lines to send signals to the HYD PUMP OVERHEAT lights on
the hydraulic panel.
FRA US/E GiM
Mai 29, 2006
ATA 29 Hydraulic
Page 250
OSA MRO Support Pvt. Ltd
HYDRAULIC
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
SYS
A
SYS
B
RESERV
RESERV
29-- 00
EDP
EMDP
(CASE DRAIN)
(SYSTEM A SHOWN,
SYSTEM B SIMILAR)
HYDRAULIC SYS A
PRESSURE MODULE
SYSTEM B
QTY XMTR
SYS A PRESS XMTR
OVERHEAT
HYDRAULIC
A
QTY % 82
PRESS 2800
B
84
2800
EMDP
OVERHEAT
LOW
LOW
PRESSURE PRESSURE
LOW
LOW
PRESSURE PRESSURE
ENG 1
ELEC 2
OFF
ELEC 1
ENG 2
OFF
ON
A
ON
B
HYD PUMPS
(CASE DRAIN)
HYDRAULIC PANEL (P5)
SYSTEMS DISPLAY
STBY
FOR TRAINING PURPOSES ONLY!
RESERV
QTY SW
EMDP
STANDBY
HYD
LOW
STANDBY
SYSTEM
MODULE
QUANTITY
LOW
PRESSURE
FLIGHT CONTROL
PANEL (P5)
STBY HYDR IND SYSTEM
Figure 127
FRA US/E GiM
Mai 29, 2006
Hydraulic Indicating System
ATA 29 Hydraulic
Page 251
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
ATA 27
One Stop Airline
MRO Support Pvt. Ltd
The flight control system controls airplane movement in the roll, pitch, and yaw
axes.
These are the primary flight controls:
S Ailerons
The ailerons control movement around the roll axis.
S Elevators
The elevators control movement around the pitch axis.
S Rudder.
The rudder controls movement around the yaw axis.
These are the secondary flight controls:
S Spoilers
S Horizontal stabilizer
S Leading--edge slats and flaps
S Trailing--edge flaps.
Primary flight controls usually get power form both hydraulic systems A and B.
Either hydraulic system can power all primary control surfaces. If A and B
systems lose hydraulic pressure, aileron and elevator control changes to a
mechanical backup system (manual reversion). The backup for the rudder is
the standby hydraulic system.
ROLL CONTROL
FOR TRAINING PURPOSES ONLY!
27-- 00
FLIGHT CONTROL
GENERAL
AILERONS
An aileron on each wing supplies primary control about the airplane roll axis.
Two independent hydraulic power control units (PCUs) move the ailerons
through cables. One PCU receives hydraulic power from system A and the
other receives hydraulic power from system B. Either PCU can operate both
ailerons to supply roll control. There is manual reversion for aileron control with
both hydraulic system A and B off. Aileron balance tabs and balance panels
keep the control forces to a minimum during manual reversion.
FRA US/E GiM
B737-- 600/700/800/900
Mai 30, 2006
These are the inputs that move the ailerons:
S Pilot command
S Autopilot command
S Aileron trim.
Pilot input to the power control units is from the control wheels through a cable
system. The Captain’s cable system is the normal input path. Movement of the
power control units operates a wing cable system which sets the position of the
ailerons. A mechanical feel system with a centering cam, roller, and spring
supplies control wheel feel force for the pilots.
The autopilot, when engaged, controls the ailerons through autopilot actuators.
These actuators supply input to the power control units and backdrive the
control wheels.
The aileron trim switches on the aft of the pilots’ control stand control the
aileron trim. The trim switches command an electrical linear actuator which
moves the feel and centering mechanism.
SPOILER
Four flight spoilers on each wing operate with the ailerons. When the control
wheel turns 11 degrees or more, the spoilers operate to help the roll movement
of the airplane. Hydraulic system A operates flight spoilers 2,4, 9, and 11.
System B operates flight spoilers 3, 5, 8, and 10.
The flight spoilers also supply lateral control if there is a malfunction in the
aileron system. If a malfunction occurs, the First Officer’s spoiler cable system
controls the flight spoilers through an override mechanism.
The flight spoilers can also operate as speed brakes.
Speedbrakes, Horizontal Stabilizer, Trailing Edge Flaps or Leading Edge Flaps.
ATA 27 Flight Control
Page 252
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
27-- 00
AILERON
GROUND
SPOILERS
(7 & 6)
FLIGHT
SPOILERS
(8 TO 11)
FOR TRAINING PURPOSES ONLY!
GROUND
SPOILERS
(1 & 6)
AILERON
FLIGHT
SPOILERS
(2 TO 5)
ROLL
LONGITUDINAL
AXIS
Figure 128
FRA US/E GiM
Mai 30, 2006
Roll Control
ATA 27 Flight Control
Page 253
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
27-- 00
AILERON SYSTEM FUNCTIONAL
General
The aileron control system and the flight spoilers use cable force input from the
control wheels.
Functional Description — Normal
When the control wheels move, the left body cables move and control the
PCUs. The PCU housing moves and controls the aileron wing cables.
When the PCU housing moves, it also controls the right body cables and
completes the loop to the right control column. It also controls the spoiler wing
cables through the spoiler mixer. This controls the flight spoiler actuators to
move after some control wheel movement.
FOR TRAINING PURPOSES ONLY!
Functional Description — Manual
Manual operation is almost the same as normal operation with one difference.
There is three degrees of control wheel movement at the aileron PCUs before
the input crank meets the mechanical stops. Then the PCU housing moves, but
the pilot supplies the force.
Functional Description — One Control Cannot Move
If one control wheel cannot move, the related side cable will not move.
If the right control wheel cannot move, the crew can only use the left control
wheel to move the ailerons normally.
If the left control wheel cannot move, the crew can only use the right control
wheel. This will move the right body cables after 12 degrees of control wheel
movement. This controls the flight spoiler actuators to move after a
predetermined amount of control wheel movement.
Functional Description — One Aileron Cannot Move
If one aileron cannot move, the shear rivets at the body quadrants will shear
and isolate this aileron. The other part of the aileron control system operates
normally.
Functional Description — One PCU Input Cannot Move
If one PCU pogo input cannot move freely, then it compresses or extends. The
other PCU pogo still moves to the commanded position. This equalizes
pressure on both sides of the actuator. This prevents hydraulic lock to the PCU
and lets the other PCU move it through the aileron body quadrant.
FRA US/E GiM
Mai 30, 2006
ATA 27 Flight Control
Page 254
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
27-- 00
FIRST OFFICER
CONTROL WHEEL
BUS DRUM (2)
CAPTAIN
CONTROL
WHEEL
SPOILER CONTROL DRUM
ACBA
TRANSFER MECHANISM
AND LOST MOTION DEVICE
ACBB
AILERON
CONTROL
DRUM
AB
AA
WING
QUADRANT (2)
AA
AB
ABSA
ABSB
SPOILER CONTROL
QUADRANT
AILERON
CONTROL
QUADRANT
AILERON (2)
FOR TRAINING PURPOSES ONLY!
ABSB
BALANCE TAB (2)
ABSA
AILERON SPRING
CARTRIDGE
AILERON BODY
QUADRANT (2)
AILERON PCU (2)
AILERON A/P
ACTUATOR (2)
POGO INPUTS (4)
Figure 129
FRA US/E GiM
Mai 30, 2006
Aileron System Schematic
ATA 27 Flight Control
Page 255
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
FLIGHT CONTROL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
27-- 00
SPOILER SYSTEM AND SPEEDBRAKES
Flight Spoiler
There are four flight spoilers and two ground spoilers on each wing. The flight
spoilers operate in the air and on the ground. They help the ailerons with lateral
control and also operate as speed brakes to increase drag and decrease lift.
The ground spoilers operate only on the ground to decrease lift and increase
drag.
The speed brake lever controls the flight spoilers in the air. The amount that the
spoilers move depends on both the control wheel position and the speed brake
lever position. A mechanical spoiler mixer and a spoiler ratio changer give the
correct spoiler extension on each wing from the two inputs. Aerodynamic
forces can override actuator hydraulic pressure and limit spoiler panel
extension to an amount in proportion to airspeed.
Ground Spoiler
There are two ground spoilers on each wing. One ground spoiler is outboard of
the flight spoilers the other is inboard of the nacelle. All the ground spoilers
receive hydraulic power from system A. A ground spoiler bypass valve,
operated by the right main gear strut, permits ground spoiler use only on the
ground.
The ground and flight spoilers operate together on the ground. The spoilers
extend to reduce lift and increase aerodynamic drag. This helps stop the
airplane in a shorter distance.
The spoilers operate either automatically or manually on the ground. Use the
speed brake lever to operate the spoilers manually. The spoilers extend
automatically under these landing conditions:
S Speed brake lever is in the armed position
S Airplane on the ground or wheel rotation is more than 60 knots.
All spoilers automatically retract, after automatic extension, when either thrust
lever advances. The flight crew can manually move the speed brake lever to
override the automatic spoiler system.
During a refused takeoff (RTO), the spoilers extend if these two conditions
occur:
S One of the two reverse thrust levers operates
S The airplane speed is more than 60 knots.
FRA US/E GiM
Mai 30, 2006
ATA 27 Flight Control
Page 256
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
27-- 00
11
10
9
8
GROUND SPOILER
CONTROL VALVE
SPOILER RATIO
CHANGER
SPOILER
MIXER
SPOILER CONTROL
QUADRANT
FLIGHT
SPOILER
ACTUATOR
5
4
3
SPEEDBRAKE
LEVER
2
CONTROL
WHEEL
FOR TRAINING PURPOSES ONLY!
AILERON
SPRING
CARTRIDGE
FLIGHT SPOILER
ACTUATOR QUADRANT
BODY
QUADRANT
AILERON PCU
Figure 130
FRA US/E GiM
Mai 30, 2006
Flight Spoiler System
ATA 27 Flight Control
Page 257
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
27-- 00
PITCH CONTROL
The elevators supply primary control about the airplane pitch axis. Two
elevators connect to the aft end of the left and right horizontal stabilizer
sections. Two independent hydraulic power control units (PCU) move the
elevators. One PCU receives hydraulic power from System A and the other
receives hydraulic power from System B. Either power control unit can operate
both elevators to supply pitch control.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
FRA US/E GiM
Mai 30, 2006
ATA 27 Flight Control
Page 258
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
27-- 00
ELEVATOR
BALANCE TAB
ELEVATOR
LATERAL AXIS
FOR TRAINING PURPOSES ONLY!
STABILIZER
PITCH
Figure 131
FRA US/E GiM
Mai 30, 2006
Stabilizer
ATA 27 Flight Control
Page 259
One Stop Airline
MRO Support Pvt. Ltd
ELEVATOR CONTROL
These are the inputs that move the elevators:
S Pilot command
Pilot input is from the control columns through a dual cable System and an
input torque tube. The input torque tube connects to each PCU with two
input rods. An Output torque tube connects both power control units to both
elevators. A hydraulic feel System supplies control column forces
proportional to airspeed and stabilizer position. An elevator feel Computer
gets input of airspeed and stabilizer position and supplies the appropriate
feel force. There is manual reversion for elevator control with hydraulic
System A and B off.
S Autopilot command
The autopilot, when engaged, controls the elevators through autopilot
actuators. These actuators move the input torque tube which supplies input
to the power control units.
S Neutral shift
Neutral shift moves the elevators to give a different elevator neutral Position
for different stabilizer positions. Neutral shift rods connect the stabilizer to
the elevator feel and centering unit. The elevator’s neutral Position changes
as the stabilizer moves.
S Mach trim.
The mach trim System commands the elevators at high speeds. The mach
trim actuator moves the elevator feel and centering unit. This changes the
elevator neutral Position.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
FRA US/E GiM
Mai 30, 2006
B737-- 600/700/800/900
27-- 00
Stall Warning
A stick--shaker stall warning system gives the pilot the positive indication that
the airplane is close to a stall. An electric motor attached to each control
column shakes the column when the airplane comes near a stall condition.
Stabilizer Trim
The moveable horizontal stabilizer gives pitch trim to the airplane. The
horizontal stabilizer is a three piece assembly. A jackscrew assembly attaches
to the center section. The jackscrew moves the stabilizer assembly. These are
the inputs that control the jackscrew:
S Main electric trim inputs to the stabilizer trim motor
S Autopilot and speed trim inputs to the stabilizer trim motor
S Manual trim wheels through cables.
Thumb switches on either control wheel command the stabilizer trim motor for
the main electric trim system. The motor operates at low speed with flaps up
and high speed with flaps not up.
The autopilot and speed trim Systems also give commands to the stabilizer
trim motor. The autopilot trim motor speeds are slower than the thumb switch
control speeds.
The electric trim System includes a column switch module to stop
uncommanded stabilizer trim. If the pilot moves the control column opposite to
the direction of the uncommanded trim, switches in the module stop the electric
trim. An override switch on the aisle stand bypasses the column switch module
if it malfunctions.
The manual stabilizer trim control wheels connect to the stabilizer gearbox with
a forward and aft cable drum. Foldout handcranks on the trim wheels allow
either pilot to manually trim the stabilizer. The cable system also operates trim
Position indicators next to the trim wheels on the control stand.
ATA 27 Flight Control
Page 260
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
27-- 00
ELEVATOR
PCU
ELEVATOR
CONTROL ROD
ELEVATOR
HORIZONTAL
STABILIZER
FOR TRAINING PURPOSES ONLY!
CONTROL
COLUMN
BREAKOUT
MECHANISM
MACH TRIM
ACTUATOR
ELEVATOR FEEL AND
CENTERING UNIT
ELEVATOR
NEUTRAL
SHIFT RODS
COLUMN CUTOUT
SWITCHES (2)
ELEVATOR
AUTOPILOT
ACTUATORS
ELEVATOR INPUT
TORQUE TUBE
ELEVATOR FWD
CONTROL QUADRANT
ELEVATOR
CONTROL CABLES
Figure 132
FRA US/E GiM
Mai 30, 2006
ELEVATOR AFT
CONTROL QUADRANT
Stabilizer and Elevator Schematic
ATA 27 Flight Control
Page 261
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
27-- 00
RUDDER (YAW) CONTROL
The rudder gives control of the airplane around the yaw axis. The rudder is a
single conventional rudder without tabs. The normal movement of the rudder is
from the main rudder power control unit which uses hydraulic systems A and B.
A separate power control unit, which uses standby hydraulic power, supplies
backup movement. Any of the three hydraulic systems supply rudder control.
Either pilot’s rudder pedals operate the power control units through cables.
A mechanical feel and centering unit gives the pilot feel forces and centers the
rudder.
An electric actuator on the feel and centering unit supplies rudder trim. A trim
control switch on the aisle stand operates the trim actuator. Trim actuator
movement gives an input to the power control unit (PCU) to move the rudder.
Yaw Damper
The yaw damper system moves the rudder to prevent dutch roll. This System
operates through the hydraulic System B control section of the main rudder
power control unit. The yaw damper operates independently of the rudder
control System and does not give feedback to the rudder pedals.
FOR TRAINING PURPOSES ONLY!
WTRIS
The wheel to rudder interconnect system (WTRIS) also controls the rudder
through the standby power control unit. It is active only when hydraulic systems
A and B do not have pressure. Movement of the control wheel sends a signal
to the standby power control unit to move the rudder. This gives rudder assist
to help turn the airplane when control of the ailerons is through manual
reversion.
FRA US/E GiM
Mai 30, 2006
ATA 27 Flight Control
Page 262
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
YAW
FOR TRAINING PURPOSES ONLY!
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
27-- 00
RUDDER
VERTICAL AXIS
Figure 133
FRA US/E GiM
Mai 30, 2006
Rudder
ATA 27 Flight Control
Page 263
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
One Stop Airline
MRO Support Pvt. Ltd
HIGH LIFT DEVICES
General
The high lift devices improve wing performance at low speeds. The high lift
system includes leading edge flaps and slats and double slotted trailing edge
flaps. Hydraulic system B supplies power to the leading edge devices and the
trailing edge flaps.
Trailing Edge Flaps
Trailing edge flaps have double slotted inboard and outboard assemblies on
each wing. Each assembly includes two mechanically linked Segments that
extend and separate to form a double slotted surface for added lift. A hydraulic
motor drives a flap power drive unit (gearbox) to operate all trailing edge flaps.
A torque tube drive System transfers movement from the flap power drive unit
to the flaps.
FOR TRAINING PURPOSES ONLY!
Leading Edge Device
Leading edge devices have two leading edge flaps inboard of each engine and
four leading edge slats outboard of each engine. To extend the leading edge
devices, move the flap control lever on the control stand.
The leading edge flaps and slats retract with the flap lever in the 0 position.
The leading edge flaps extend with the flap control lever in any position from 1
to 40. The leading edge slats move to an extend Position with a flap lever
position from 1 to 5. The slats move to a full extend position with a flap lever
position from 10 to 40.
Auto Slat Operation
Autoslat Operation automatically moves the slats from extend to the full extend
position if the airplane approaches a stall. Normal Operation of the leading
edge flaps and slats comes from hydraulic System B. However, if the engine
driven pump for System B has low pressure and the trailing edge flaps are in
takeoff position, the power transfer unit (PTU) automatically supplies a backup
source of hydraulic system B power for normal and/or autoslat operation.
FRA US/E GiM
Mai 30, 2006
B737-- 600/700/800/900
27-- 00
Alternate Flap
The flap alternate operation uses electric power to drive the flap system if a
failure prevents normal hydraulic operation.
The hydraulic pressure shuts off to the drive motor if any of these conditions
occur:
S Flaps become asymmetric
S Flaps become skewed (inboard end of a flap does not aligned with outboard
end of flap)
S Input cables break
S Flaps operate with the alternate drive.
Takeoff flap positions supply high lift with low drag. Landing flaps produce high
lift and high drag which help to decrease approach speeds.
Flap Load Relief
The flap load relief system protects the trailing edge flaps from excessive
airloads. The flaps move up one Position for these conditions:
S Flaps are at 30 or 40 units
S Airspeed exceeds a set speed.
The flaps return to the selected flap Position when airspeed reduces.
The flap design helps with durability and maintainability. The heavy--gage lower
surface skin improves damage tolerance.
Flap Operation
For normal operations, the pilot selects the desired position with the flap lever
on the control stand. Both leading edge devices and trailing edge flaps travel to
the position selected. The possible flap lever positions are: UP, 1,2,5,10,15, 25,
30 and 40 units.
An alternate system operates when the normal hydraulic source (system B) is
not available for leading edge and trailing edge Operation. The standby
hydraulic system supplies power during alternate Operation to move the
leading edge devices to the fully extended position. An electric motor supplies
power during alternate Operation to move the trailing edge flaps. The alternate
flap arming switch and the alternate flaps control switch on the forward
overhead panel operate the trailing edge flaps and leading edge devices.
ATA 27 Flight Control
Page 264
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
27-- 00
LEADING EDGE
SLAT
INBOARD FLAP
FOR TRAINING PURPOSES ONLY!
OUTBOARD FLAP
LEADING EDGE
FLAP
Figure 134
FRA US/E GiM
Mai 30, 2006
High Lift Device
ATA 27 Flight Control
Page 265
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
27-- 00
FLAP LEVER CABLES
MLG BEAM
ANGLE GEARBOX
FOR TRAINING PURPOSES ONLY!
TRANSMISSION,
BALLSCREW, AND
GIMBAL
FLAP
CONTROL
UNIT
TORQUE TUBES
FLAP PDU
TEE ANGLE
GEARBOX
TORQUE TUBE TO
RIGHT WING
OUTBOARD FLAP
AFT FLAP
(LEFT SIDE SHOWN, RIGHT SIDE SIMILAR)
INBOARD FLAP
Figure 135
FRA US/E GiM
Mai 30, 2006
AFT FLAP
Flap Drive System
ATA 27 Flight Control
Page 266
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
27-- 00
UP
1
2
5
10
15
FOR TRAINING PURPOSES ONLY!
25
30
40
TE FLAP POSITIONS
Figure 136
FRA US/E GiM
Mai 30, 2006
Flap positions
ATA 27 Flight Control
Page 267
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
One Stop Airline
MRO Support Pvt. Ltd
FLIGHT CONTROL PANEL
Flight Control Switch
S OFF -- Corresponding hydraulic system pressure ailerons, elevators and
rudder shutoff.
S STDBY RUD (either switch) -- Corresponding hydraulic system pressure to
ailerons, elevators and rudder is shutoff. Turns on standby pump, opens
standby rudder shutoff valve and pressurizes standby rudder power control
unit.
S ON (guarded position) -- Normal operation.
Flight Control Low Pressure Lights (amber)
S ON -- Indicates low pressure of corresponding hydraulic system to ailerons,
elevator and rudder. MASTER CAUTION light and FLT CONT annunciator
illuminate. Deactivated when corresponding flight control switch is
positioned to STDBY RUD and the standby rudder shutoff valve is open.
S The A system indicates a failure of the pressure reducer to switch back to
full system pressure when commanded.
FOR TRAINING PURPOSES ONLY!
Flight Spoiler Switch
S A -- Controls inboard flight spoilers shutoff valve.
S B -- Controls outboard flight spoilers shutoff valve.
Alternate Flap Master Switch
S ARM -- Closes trailing edge flap bypass valve, turns on standby pump, arms
alternate flaps position switch and arms standby hydraulic LOW
PRESSURE light.
S OFF -- (guarded position) -- Normal operation
Alternate Flap Position Switch
S Functions only when alternate flaps master switch is in ARM position.
S DOWN (Momentary) -- Extends leading edge devices fully using standby
hydraulic system. When held in DOWN, electrically extends trailing edge
flaps.
S UP -- Electrically retracts trailing edge flaps.
FRA US/E GiM
Mai 30, 2006
B737-- 600/700/800/900
27-- 00
Elevator Feel Differential Pressure Light (amber)
S ON -- Indicates excessive differential pressure in the elevator feel computer
with the trailing edge flaps are up.
Auto Slat Fail Light (amber)
S ON -- Indicates failure of both autoslat computers
Standby Rudder ON Light
S ON -- Indicates the standby hydraulic system is commanded on to
pressurize the standby rudder control unit
Leading Edge Devices Annunciator Panel
Lights out -- Corresponding leading edge device retracted.
S Leading Edge Devices Transit Light (amber)
-- On -- Corresponding leading edge device in transit.
S Leading Edge Devices Extended Light (green)
-- On -- Corresponding leading edge slat in intermediate position.
S Leading Edge Devices Full Extended Light (green)
-- On -- Corresponding leading edge device fully extended.
S Annunciator Panel Test Switch
-- Press -- Tests all annunciator lights.
Speed Brake Armed Light (green)
Light deactivated with speed brake lever in DOWN position.
S ON -- Indicates valid speed brake system inputs.
Speed Brake Do Not Arm Light (amber)
Light deactivated with speed brake lever in DOWN position.
S On -- Indicates invalid signals or test inputs to automatic speed brake
system.
S The SPEEDBRAKES EXTENDED light is on the P3 panel.
ATA 27 Flight Control
Page 268
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
FLT CONTROL
A
B
STANDBY
HYD
STBY
RUD
STBY
RUD
OFF
OFF
A ON
B ON
1
LOW A
PRESSURE
STBY
RUD ON A
2
LOW
LOW
PRESSURE PRESSURE
TRANSIT
1
2
EXT
3
FULL EXT
4
5
6
7
8
STALL WARNING TEST PANEL (P5)
SLATS
UP
TEST
OFF
SPOILER
A
B
STALL WARNING TEST
NO.1
NO.2
4
3
SLATS
OFF
A
27-- 00
LE DEVICES
FLAPS
LOW A
QUANTITY
ALTERNATE FLAPS
A
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
LE DEVICES ANNUNCIATOR PANEL (P5)
DOWN
ARM
OFF
OFF
ON
ON
FEEL DIFF
PRESS
SPEEDBRAKES
EXTENDED
A
SPEED TRIM
FAIL
A
YAW DAMPER
P3 F/OINSTRUMENTPANEL
MACH TRIM
YAW A
DAMPER
FAIL
FLAP LOAD
RELIEF A
A
A
AUTO SLAT
FAIL
A
OFF
FOR TRAINING PURPOSES ONLY!
ON
2
FLIGHT CONTROL PANEL (P5)
5
1
10
UP
25
SPEED BRAKE
FLAPS
DO NOT ARM A
40
SPEED BRAKE
ARMED
G
RUDDER
PEDALS
(2 PAIR)
CONTROL
WHEEL (2)
CONTROL
COLUMN (2)
P1 CAPT INSTR PANEL
Mai 30, 2006
TRAILING EDGE
FLAP POSITION
INDICATOR
30
LE FLAPS LE FLAPS
TRANSIT A
EXT
G
P2 CENTERINSTRUMENT PANEL
Figure 137
FRA US/E GiM
15
Flight Control Panel
ATA 27 Flight Control
Page 269
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
27-- 00
CENTER PANEL
Horizontal Stabilizer
S The electric trim switches are on the outboard side of each control wheel.
Flap Position Indicator
S Indicates position of left and right outboard trailing edge flaps and provides
trailing edge flaps asymmetry protection circuit.
Flap Load Relief Light (amber)
S Indicates activation of flap load relief system.
LE Flap Extended Light (green)
S ON -- All leading edge flaps extended and all leading edge slats in
intermediate position (Flap positions1, 2, and 5) or, all leading edge devices
fully extended (Flap positions 10 through 40).
LE Flaps Transit Light (amber)
S ON -- Any leading edge device in transit, or not in programmed position with
respect to trailing edge flaps.
Note: Light is inhibited during autoslat operation in flight.
FOR TRAINING PURPOSES ONLY!
Stall Warning
S The stall warning test switches are on the P5 aft overhead panel.
FRA US/E GiM
Mai 30, 2006
ATA 27 Flight Control
Page 270
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
FLT CONTROL
A
B
STANDBY
HYD
STBY
RUD
STBY
RUD
OFF
OFF
A ON
B ON
1
LOW A
PRESSURE
STBY
RUD ON A
2
LOW
LOW
PRESSURE PRESSURE
TRANSIT
1
2
EXT
3
FULL EXT
4
5
6
7
8
STALL WARNING TEST PANEL (P5)
SLATS
UP
TEST
OFF
SPOILER
A
B
STALL WARNING TEST
NO.1
NO.2
4
3
SLATS
OFF
A
27-- 00
LE DEVICES
FLAPS
LOW A
QUANTITY
ALTERNATE FLAPS
A
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
LE DEVICES ANNUNCIATOR PANEL (P5)
DOWN
ARM
OFF
OFF
ON
ON
FEEL DIFF
PRESS
SPEEDBRAKES
EXTENDED
A
SPEED TRIM
FAIL
A
YAW DAMPER
P3 F/OINSTRUMENTPANEL
MACH TRIM
YAW A
DAMPER
FAIL
FLAP LOAD
RELIEF A
A
A
AUTO SLAT
FAIL
A
OFF
FOR TRAINING PURPOSES ONLY!
ON
2
FLIGHT CONTROL PANEL (P5)
5
1
10
UP
25
SPEED BRAKE
FLAPS
DO NOT ARM A
40
SPEED BRAKE
ARMED
G
RUDDER
PEDALS
(2 PAIR)
CONTROL
WHEEL (2)
CONTROL
COLUMN (2)
P1 CAPT INSTR PANEL
Mai 30, 2006
TRAILING EDGE
FLAP POSITION
INDICATOR
30
LE FLAPS LE FLAPS
TRANSIT A
EXT
G
P2 CENTERINSTRUMENT PANEL
Figure 138
FRA US/E GiM
15
Flight Control Panel
ATA 27 Flight Control
Page 271
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
One Stop Airline
MRO Support Pvt. Ltd
CENTER CONTROL STAND
Speed Brake Lever
S DOWN (detent) -- All flight and ground spoiler panels are in faired position.
S ARMED -- Automatic speed brake system armed. All flight and ground
spoiler panels extend upon touchdown ( speed brake lever moves to UP
position).
S FLIGHT DETENT -- All flight spoilers extended to their maximum position
for flight use.
S UP -- All flight and ground spoilers are extended to their maximum position
for ground use.
NOTE:
All spoiler panels retract on the ground if either throttle is
advanced for takeoff (speed brake lever moves to DOWN
position).
All spoiler panels extend if takeoff is rejected and the reverse
thrust levers are positioned for reverse thrust (speed brake
lever moves to UP position).
Stabilizer Trim Handle
S Provided for manual operation of the stabilizer. Overrides any other
stabilizer trim inputs. Handle should be folded inside stab trim wheel for
normal operation. Rotates when stabilizer is in motion.
FOR TRAINING PURPOSES ONLY!
Stabilizer Trim Wheel
S Rotates when stabilizer is in motion.
B737-- 600/700/800/900
27-- 00
Aileron Trim Switches
S Movement of both switches repositions the aileron neutral control position.
(Springloaded to neutral position)
Rudder Trim Control
S Electrically trims the rudder in the desired direction. (Springloaded to neutral
position)
Rudder Trim Indicator
S Indicates units of rudder trim
Rudder Trim Off Flag (amber)
S indicates loss of electrical power for rudder trim indicator.
Flap Lever
S Selects position of flap control valve directing hydraulic pressure for flap
drive unit. Position of leading edge devices is determined by selected
trailing edge flap position. At flap lever position 40, the flap load relief
system is armed. This causes automatic flap redaction to flap position 30 or
prevents flap extension to flap position 40 in the event of excessive
airspeed. The flap lever remains in position 40.
Flap Gates
S Prevents inadvertent flap lever movement beyond:
-- Position 1 -- to check flap position for one engine inoperative go--around.
-- Position 15 -- to check flap position for normal go--around.
Stabilizer Trim Indicator
S Indicates units of airplane trim on the adjacent scale.
Stabilizer green Band Range
S Corresponds to allowable range of trim settings for takeoff.
Stabilizer Trim Autopilot Cutout Switch
S Cutout -- Removes autopilot servo power to stabilizer drive. Autopilot
disengages if engaged.
Stabilizer Trim Main Electric Cutout Switch
S Cutout -- Removes power from stabilizer main electric trim motor.
FRA US/E GiM
Mai 30, 2006
ATA 27 Flight Control
Page 272
OSA MRO Support Pvt. Ltd
FLIGHT CONTROL
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
27-- 00
SPEED BRAKE LEVER
FLAP LEVER
STAB TRIM HANDLE
STABILIZER
TRIM WHEEL (2)
STABILIZER TRIM
INDICATOR (2)
STAB GREEN BAND RANGE
RUDDER TRIM
OFF FLAG
RUDDER TRIM
OFF 10
5
0
5
10
LEFT
15
RIGHT
RUDDER TRIM
FOR TRAINING PURPOSES ONLY!
15
10
5
0
LEFT
AILERON
LEFT
WING
DOWN
5
10
RIGHT
NOSE
LEFT
RIGHT
WING
DOWN
FLAP GATES
15
NOSE
RIGHT
R
U
D
D
E
R
AILERON/RUDDER
TRIM PANEL (P8)
STAB TRIM
AUTOPILOT
P10 CONTROL STAND
NORMAL
CUTOUT SWITCHES
STABILIZER TRIM OVERRIDE/
CABIN DOOR CONTROL PANEL (P8)
Figure 139
FRA US/E GiM
MAIN ELEC
STABILIZER TRIM
OVERRIDE
Mai 30, 2006
Center Control Stand
ATA 27 Flight Control
Page 273
OSA MRO Support Pvt. Ltd
LANDING GEAR
ATA 32
One Stop Airline
MRO Support Pvt. Ltd
The main and nose landing gear is a dual--wheel, conventional landing gear.
The main gear absorbs landing impacts with a nitrogen--oil strut. It also absorbs
vibrations while the airplane moves on the ground. The shock and side struts
transmit loads from the gear to the airplane structure.
The only doors on the main gear Installation are small segmented doors
attached to the shock strut and hinged to the wing. The doors close when the
struts retract. The outer surface of the outboard tires align with the contour of
the airplane to form the aerodynamic fairing for the wheel well opening. Wheel
well blade seals reduce noise and drag.
Nose Landing Gear
The nose gear retracts forward and up into the wheel well. A folding drag brace
transmits loads from the strut to the airplane structure. At full extension or
retraction of the nose gear, the over--center mechanism of the lock links, lock
the drag braces.
The nose wheel well doors operate by mechanical linkages that connect to lugs
on the trunnion. The doors stay open while the gear is down.
FOR TRAINING PURPOSES ONLY!
32-- 00
LANDING GEAR
MAIN GEAR
NORMAL OPERATION
The main/nose landing gear operates hydraulically. Extension uses system A
hydraulic. Retraction uses system A, or system B if necessary.
Overcenter mechanical and hydraulic locks hold the gear in these positions:
S Full extension
S Full retraction.
ALTERNATE EXTENSION
The alternate extension system permits landing gear extension if hydraulic
system A has no pressure. A manual gear release from the flight compartment
starts gear free fall to the down and locked position. The forces that pull down
the gear are gravity and wind loads.
FRA US/E GiM
B737-- 600/700/800/900
Mai 31, 2006
NOSE WHEEL STEERING
The captain’s steering wheel controls the nose wheel movement to a maximum
of 78_ in each direction. A first officer’s steering wheel is optional. The rudder
pedals control the nose wheel movement to a maximum of 7_ in each direction.
Nose gear steering operates hydraulically by system A through the landing
gear hydraulic extend line.
The steering wheel overrides the rudder pedal input. Rudder pedal steering is
not available after the nose gear strut becomes extended (the airplane in the
air).
Centering cams inside the nose gear strut center the gear before retraction.
A dynamic load damper in the steering system reduces vibration.
A towing lever on the steering metering valve permits the airplane to tow
throughout the full steering range.
ALTERNATE NOSE WHEEL STEERING
If hydraulic System A pressure has no pressure, a switch in the flight
compartment operates the landing gear transfer valve and permits steering with
hydraulic system B.
Air--Ground System
The air--ground System supplies air and ground mode signals to airplane
systems.
Two air--ground sensors on each landing gear monitor the compression of the
shock struts. Sensor signals go to the electrical gear and door system.
The system processes signals from the air--ground sensors and sends
air--ground discretes and signals to operate air--ground relays.
ATA 32 Landing Gear
Page 274
OSA MRO Support Pvt. Ltd
LANDING GEAR
One Stop Airline
MRO Support Pvt. Ltd
HYDRAULIC
SYSTEM A
HYDRAULIC
SYSTEM B
B737-- 600/700/800/900
32-- 00
LEFT
RIGHT
GEAR
GEAR
NOSE
GEAR
AUXILIARY
LANDING GEAR
POSITION LIGHTS
LANDING GEAR
TRANSFER VALVE
NOSE
GEAR R
NOSE
GEAR G
RIGHT
LEFT
GEAR R GEAR R
RIGHT
LEFT
GEAR G GEAR G
UP
L
A
N
D
I
N
OFF
G
G
E
A
R
DN
SHIMMY
DAMPER
LANDING GEAR
SELECTOR VALVE
PROX SW
ELECTR UNIT
LANDING GEAR
LIMIT (IAS)
OPERATING
EXTEND 270- .82M
RETRACT 235K
EXTENDED 320K- .82M
FLAPS LIMIT (IAS)
1- 230K
15- 195K
25- 190K
2- 230K
30- 185K
5- 225K
10- 210K 40- 158K
230K ALT FLAP EXT
FOR TRAINING PURPOSES ONLY!
LANDING GEAR
MANUAL EXTENSION
MECHANISM
LANDING
GEAR
PANEL
NOSE LANDING GEAR
LEFT MAIN LANDING GEAR
Figure 140
FRA US/E GiM
Mai 31, 2006
RIGHT MAIN LANDING GEAR
Landing Gear Schematic
ATA 32 Landing Gear
Page 275
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
LANDING GEAR
One Stop Airline
MRO Support Pvt. Ltd
BRAKE SYSTEM
The brake system includes multi--disc brakes for each main gear wheel.
Hydraulic system B operates the normal brake system, Hydraulic system A is
the primary backup and selected by the alternate brake selector valve if system
B fails. If both the A and B systems fail, the accumulator isolation valve selects
the accumulator as the secondary backup. The brake system has these
features:
S Full antiskid protection
S Autobrakes for landing or RTO
S Easy brake service and maintenance requirements
S Identical brake control from either pilot station
S Directional control through differential braking
S Hydraulic brake line fuses to limit fluid loss following a failure (leak)
downstream of the fuse.
When the gear retracts, the brakes are applied to stop the main gear wheel
rotation. Snubbing pads in the nose wheel well stop nose wheel rotation, when
the gear retracts.
Antiskid System
The antiskid system supplies safe brake control for all runway conditions. The
system protects the airplane from a skid condition caused by a stop of wheel
rotation.
The System has a speed transducer in each main wheel. A control unit in the
EE compartment controls both the antiskid and autobrake systems. The
system also has four normal antiskid valves and two alternate antiskid valves.
The antiskid system gets input from each wheel speed transducer when the
wheels roll on the ground. The system automatically controls brake pressure to
each main wheel.
If the pilot or autobrake system applies sufficient pressure to stop wheel
rotation, the control unit reads wheel sensor speed inputs and sends applicable
Signals to the antiskid valves. The brake pressure reduces enough to prevent a
skid, then reapplies to an optimum pressure. This operation repeats if skid
conditions continue as brakes are applied.
There is antiskid protection tor each wheel when the normal brake system
operates. When the alternate brake System operates, antiskid protection is for
a pair of wheels.
FRA US/E GiM
Mai 31, 2006
B737-- 600/700/800/900
32-- 00
The ANTISKID INOP amber light comes on when a fault in the system occurs
during these conditions:
S Normal flight operation
S BITE test.
The light cautions pilots that antiskid may not operate when the aircraft lands
and brakes are applied.
Ground lest features are in the antiskid/autobrake control unit for maintenance.
Autobrake System
The autobrake system automatically applies the brakes to stop the airplane
after it lands or if a refused takeoff occurs.
The system has a pressure control module in the main landing gear wheel well.
The pilot can select one of four deceleration levels before landing. The antiskid
System operates normally during autobrake Operation. Manual braking by the
pilot will override and disarm the autobrake System.
A control unit in the EE compartment controls the pressure control module.
The AUTO BRAKE DISARM amber light comes on when the pilot selects
autobrakes and the system has been manually disarmed or a malfunction
exists in the autobrake or antiskid systems.
The autobrake System also has a refused takeoff (RTO) mode. The pilot
selects RTO prior to takeoff. The system applies maximum brake pressure
when the pilot refuses a takeoff.
Tires, Wheels, and Brakes
The 737--600--700 main gear wheels use a Standard tire size with an optional
larger tire. The 737--800/900 is only available with the larger tire.
The nose gear tire is the same size for all models.
The brakes are steel and available from the two wheel suppliers. The
737--600/700 use a standard brake and the 737--800/900 uses a high capacity
brake.
Fuse plugs in the main gear wheels act as safety valves if wheel temperature
becomes too high. Excessive heat caused by unusual heavy use on brakes
can cause above normal wheel temperature.
A pressure relief valve in all wheels will release tire pressure if it becomes too
high.
ATA 32 Landing Gear
Page 276
OSA MRO Support Pvt. Ltd
LANDING GEAR
HYDRAULIC
SYSTEM B
PRESS
GAUGE
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
32-- 00
HYDRAULIC
SYSTEM A
BRAKE
ACCUMULATOR
LANDING GEAR
TRANSFER VALVE
ACCUMULATOR
ISOLATION VALVE
HYD BRAKE
PRESS IND
ALTERN
BRAKE
SELECTOR
VALVE
BRAKE
SYSTEM
RELIEF
VALVE
GEAR UP PRESS
ALTN
BRAKE
PRESS SW
AUTOBRAKE PRESS
CONTROL MODULE
NORMAL BRAKE
METERING VALVE (2)
AUTOBRAKE
SHUTTLE
VALVE (2)
ALTERNATE
BRAKE
METERING
VALVES
LEFT
LEFT
OUTBOARD
FOR TRAINING PURPOSES ONLY!
LANDING GEAR
SELECTOR VALVE
LEFT
INBOARD
RIGHT
INBOARD
RIGHT
OUTBOARD
LEFT
RIGHT
RIGHT
PARKING BRAKE
SHUTOFF VALVE
FUSE
LEGEND
FUSE
FUSE
FUSE
RETURN
PRESSURE
(SYSTEM)
PRESSURE
(METERED)
GAS
RIGHT
BRAKES
LEFT
BRAKES
Figure 141
FRA US/E GiM
Mai 31, 2006
NORMAL
ANTISKID
VALVE (4)
ALTERNATE
ANTISKID
VALVE (2)
BRAKE
SHUTTLE
VALVE (4)
Brake and Anti Skid Systems
ATA 32 Landing Gear
Page 277
OSA MRO Support Pvt. Ltd
LANDING GEAR
One Stop Airline
MRO Support Pvt. Ltd
INDICATION
Dual sensors at each location on the landing gear improves dispatch reliability.
If one sensor does not operate, the system will still give correct indication.
When the landing gear extends to the down and locked position, three primary
and three auxiliary green landing gear position lights come on.
VISUAL WARNING
Three red landing gear position lights come on when the landing gear moves
during extension and retraction and during the gear not down warning. The red
lights come on for a gear not down warning when these conditions are true:
S Landing gear not down and locked
S Either thrust lever at idle
S Altitude below 1000 feet
S Trailing edge flaps at more than 10 units position.
FOR TRAINING PURPOSES ONLY!
AURAL WARNING
The electrical gear and door system sends a single to the aural warning unit
when any landing gear is not down and locked and any of these conditions are
true:
S Either thrust lever at idle
S Both thrust lever at idle and trailing edge flaps at 15 units
S Trailing edge flaps at more than 15 units position.
S The horn cutout button permits reset of the horn for the first condition only.
LANDING GEAR INDICATOR LIGHTS
One red and two green indicator lights are provided for each gear.
The red light comes on for these conditions:
S The gear is not down and locked and either throttle is not at the idle position
S Gear position does not agree with the landing gear lever position.
S The green indicator lights come on when the related gear is down and
locked.
LANDING GEAR WARNING HORN CUTOUT
This button, on the control stand, stops the warning horn with trailing edge
flaps and throttle(s) in certain positions. The warning horn cannot silence when
FRA US/E GiM
Mai 31, 2006
B737-- 600/700/800/900
32-- 00
the trailing edge flaps are more than 15 units. The landing gear must be down
tor the horn to be stopped automatically, when the flaps are more than 15 units.
LANDING GEAR LEVER
This lever has three positions; UP, OFF, and DOWN.
The override trigger overrides the ground lockout in the landing gear control
lever assembly. The ground lockout prevents the placement of the lever to the
UP position while the airplane is on the ground.
NOSE WHEEL STEERING ALTERNATE SWITCH
Nose wheel steering normally receives pressure from hydraulic System A
through landing gear extension. If hydraulic system A has no pressure, this
switch in the flight compartment operates the landing gear transfer valve and
permits steering with hydraulic System B.
HYDRAULIC BRAKE PRESSURE INDICATOR
The indicator shows the pressure of the brake accumulator. Normal operating
pressure is 3000 psi.
ANTISKID INOPERATIVE LIGHT
When the antiskid monitoring System finds a fault, the amber ANTISKID INOP
light comes on.
PARKING BRAKE LEVER
To set the parking brake, push on the brake pedals then pull the parking brake
lever. The parking brake linkage latches the brake pedal linkage in the pushed
down position. The parking brake warning light comes on with the brake set.
AUTOBRAKE DISARM LIGHT
The amber light comes on when the pilot selects autobrakes and:
S a malfunction exists in the automatic brake system
S a malfunction exists in the antiskid system
S The system has been manually disarmed.
AUTOBRAKE SELECTOR SWITCH
This switch permits selection of the necessary level of auto brake and arms the
system.
ATA 32 Landing Gear
Page 278
OSA MRO Support Pvt. Ltd
LANDING GEAR
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
32-- 00
3
2
4
1
BRAKE
PRESS
0
HYDRAULIC BRAKE PRESSURE INDICATOR
PARKING
BRAKE LEVER
PARKING
BRAKE LIGHT
AUTO BRAKE
AUTO BRAKE
DISARM
AUTO BRAKE
DISARM LIGHT
A
2
1
P10 CONTROL STAND
FOR TRAINING PURPOSES ONLY!
AUTO BRAKE
SELECT SWITCH
3
OFF
MAX
RTO
ANTI SKID
ANTI SKID
INOP
A
AUTOBRAKE/ANTISKID PANEL (P2)
Figure 142
FRA US/E GiM
Mai 31, 2006
Indication
ATA 32 Landing Gear
Page 279
ATA 36
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
36-- 00
PNEUMATIC
GENERAL
The pneumatic System supplies pressurized air to these systems and
components:
S Engine Starters
S Air conditioning packs
S Thermal anti--ice Systems
S Hydraulic reservoirs
S Potable water system.
S These are the sources of pneumatic power
S External ground source
S APU load compressor
S Engine bleed air.
The APU regulates bleed air pressure from the APU load compressor. The
APU is a primary source of bleed air on the ground. It eliminates the need for
ground support equipment. The APU is a backup source of bleed air in flight.
Engine bleed air comes from the 5th or 9th stage of the high pressure
compressor. The change from 5th to 9th is automatic. The pressure regulating
and shutoff valves (PRSOVs) regulate engine bleed air pressure.
The precooler system cools the engine bleed air. The precooler is an air--to--air
heat exchanger. It cools engine bleed air with engine fan air as the heat sink.
The precooler control valve controls the flow of fan air.
The isolation valve isolates the pneumatic manifold into a left and right side
when closed. This separates the pneumatic system into two Systems. A single
duct failure can be isolated. It will not effect the entire system. When open, the
valve gives continuity to both sides of the pneumatic manifold. This allows a
single source to power systems on one or the other side of the manifold (e.g.
engine starting operations). The isolation valve Operation can be automatic or
manual.
Pressure transmitters and a gage on the P5 panel show right and left manifold
pressures.
The pneumatic system control is from the PS panel. Improvements of controls
and indications decrease crew work load.
Automatic overtemperature and overpressure protection systems protect the
airplane from system malfunctions.
Overheat sensing elements near the pneumatic ducts monitor the system for
duct leaks.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
PNEUMATIC
FRA US/E GiM
Mai 10, 2006
ATA 36 Pneumatic
Page 280
OSA MRO Support Pvt. Ltd
PNEUMATIC
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
TO WATER
TANK
36-- 00
APU
APU CHECK
VALVE (REF)
APU BLEED
AIR DUCT
ENG 2
FOR TRAINING PURPOSES ONLY!
TO ENGINE START
TO LEFT PACK
RIGHT TAP
FOR HYDRAULIC
RESERVOIRS
P5
OVERHEAD
PANEL
TO WTAI
ISOLATION
VALVE
GROUND
PNEUMATIC
CONNECTOR
ENG 1
LEFT TAP
FOR HYDRAULIC
RESERVOIRS
Figure 143
FRA US/E GiM
Mai 10, 2006
FROM ENGINE
BLEED AIR
Pneumatic System
ATA 36 Pneumatic
Page 281
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
PNEUMATIC
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
36-- 00
PNEUMATIC SYSTEM DESCRIPTION
Pneumatic manifold
The purpose of the pneumatic system is to supply bleed air from the air
sources via a pneumatic manifold to user systems.
The pneumatic manifold interconnects the bleed air sources to the user
systems. The pneumatic manifold system extends from the engine at one wing
to the crossover duct in the air conditioning bay below the center wing section
to the other engine at the opposite wing. An electrically actuated isolation valve
in the crossover duct separates the left and right side system. There are two
duct pressure transmitters installed in the crossover duct to monitor duct
pressure on either side of the isolation valve. The pneumatic manifold contains
the necessary valves to shut off bleed air at each engine if there is excessive
pressure or temperature.
Air sources
The main air sources are:
Engine 1 and 2
S 5th stage
The main supply of bleed air is from the 5th compressor stage of each
engine, through a check valve, to the pneumatic manifold.
S 9th stage
When 5th-stage bleed air pressure is not high enough, 9th-stage bleed air is
used. Switching from 5th-stage bleed air to 9th-stage bleed air is controlled
automatically by the high stage valve and regulator.
Each engine bleed system contains a bleed air temperature control system.
This consists of a precooler, precooler control valve and sensor. The engine
bleed air temperature is automatically controlled to a preset temperature
whenever the engine is operating and the Pressure Regulator and Shutoff
Valve is open. The temperature is regulated to 212_C. Engine fan air is used
as the heat sink for the bleed air.
APU
S APU bleed air is primarily used for engine starting and for air conditioning
pack operation on the ground. Flow of APU air into the pneumatic manifold
is controlled by the APU bleed air valve. The APU can be used as an
alternate bleed air source up to airplane altitudes of 17 000 ft.
Ground Cart
S Ground cart bleed air is supplied, through the ground pneumatic service
connection, to the pneumatic manifold. This air is primarily used for engine
starting and for air conditioning pack operation on the ground.
FRA US/E GiM
Mai 10, 2006
Air user
S Engine start system
S Air conditioning packs
S Wing anti ice
S Nose cowl anti ice
S Water tank pressurization
S Hydraulic tank pressurization
ATA 36 Pneumatic
Page 282
OSA MRO Support Pvt. Ltd
PNEUMATIC
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
36-- 00
RECIRC FAN
OFF
AUTO
L VALVE
R VALVE
OPEN b
OPEN b
CLOSED SIGNAL TO
RIGHT WTAI VALVE
OVHT
WING ANTI--ICE
WTAI SOL VALVE
OFF
TEST
L PACK
OFF
PRECOOLER
CONTROL
VALVE
AUTO
HIGH
ON
WING
ANTI
ICE
OVERH.
SWITCH
125 _C
FAN
S
FOR TRAINING PURPOSES ONLY!
HIGH STAGE
VALVE
TRIP
WING--BODY
OVERHEAT
BLEED
TRIP OFF
OFF
OFF
ON
ON
APU
2
P5--10 PNEUMATIC CONTROL PANEL
WING TAI
VALVE
PNEUM
PRESS
TRANSM
212_ C
255_ C
OVERHEAT
SWITCH
GROUND
PNEUMATIC
CONNECTION
BLEED AIR
CONTROL
VALVE
SENSOR
PRESS. REG. AND
SHUTOFF VALVE (EBV)
RELIEF
VALVE
160 PSI
WING--BODY
OVERHEAT
WING
ANTI
ICE
PACK
TRIP OFF
TO ACAU
M
PRECOOLER
PRE-COOLER
9TH-STAGE
OPEN
BLEED
TO ENGINE
START SYSTEM
5TH-STAGE
PACK
TRIP OFF
AUTO
HIGH
RESET
1
INLET COWL
TAI VALVE
OFF
AUTO
BLEED
TRIP OFF
FROM ACAU
R PACK
ISOLATION
VALVE
CLOSE
ISOLATION
VALVE
M
TO
RIGHT
MANIFOLD
230_ C
THERMOSTAT
TO HYDR TANK
PRESSURIZATION
PACK FLOW
CONTROL AND S
SHUTOFF VALVE
TO WATER TANK
PRESSURIZATION
EBV-REG
ENGINE 1
45 PSI
OVERPRESS.
SW. 220 PSI
ENGINE START
VALVE
S
TO BLEED TRIP
OFF LIGHT
FROM EBV SW
34
PSI
HIGH STAGE
REGULATOR
ACAU
S APU BLEED
AIR VALVE
APU
Figure 144
FRA US/E GiM
Mai 10, 2006
Pneumatic System Schematic
ATA 36 Pneumatic
Page 283
OSA MRO Support Pvt. Ltd
PNEUMATIC
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
36-- 00
DUCT PRESSURE INDICATOR
Indicates Pressure in the L (left) and R (right) Pneumatic Duct.
PNEUMATIC PANEL DESCRIPTION
DUAL BLEED LIGHT (amber)
Indicates APU Bleed Valve OPEN and:
S No. 1 Engine Bleed Switch ON, or
S No. 2 Engine Bleed Switch ON and Isolation Valve OPEN.
BLEED TRIP OFF LIGHT (amber)
Indicates excessive Bleed Air Temperature or Pressure. Engine Bleed Air Valve
Close automatically.
ISOLATION VALVE SWITCH
S CLOSE
Isolates Left and Right Pneumatic System.
S AUTO
Valve opens automatically if any Pack or Engine Bleed Switch is placed in
OFF Position.
S OPEN
Connects Left and Right Pneumatic System.
TRIP RESET SWITCH
S PRESSED If the fault condition has been corrected, resets
-- BLEED TRIP OFF
-- PACK TRIP OFF or
-- DUCT OVERHEAT Light.
FOR TRAINING PURPOSES ONLY!
ENGINE BLEED AIR SWITCH
S OFF
Closes the Engine Bleed Air Valve.
S ON
Opens the Engine Bleed Air Valves when the Engine is operating.
APU BLEED AIR SWITCH
S OFF
Closes the APU Bleed Air Valve
S ON
Opens the APU Bleed Air Valve if the APU is operating.
FRA US/E GiM
Mai 10, 2006
ATA 36 Pneumatic
Page 284
OSA MRO Support Pvt. Ltd
PNEUMATIC
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
DUAL BLEED
LIGHT (AMBER)
36-- 00
DUAL
BLEED
RAM DOOR
FULL OPEN
A
RAM DOOR
FULL OPEN
B
B
RECIRC FAN
PNEUMATIC PANEL
OFF
AUTO
DUCT PRESSURE
INDICATOR
PNEUMATIC MANIFOLD
ISOLATION VALVE
OVHT
TEST
L PACK
OFF
AUTO
OFF
CLOSE
AUTO
HIGH
WING
ANTI
ICE
FLIGHT COMPARTMENT
HIGH
AUTO
PACK
TRIP OFF
OPEN
PACK
TRIP OFF A
TRIP
WING--BODY
OVERHEATA
A
WING--BODY
OVERHEAT A
BLEED
TRIP OFF A
FOR TRAINING PURPOSES ONLY!
R PACK
ISOLATION
VALVE
WING
ANTI
ICE
BLEED
TRIP OFF A
BLEED TRIP
OFF LIGHT
OFF
TRIP RESET
SWITCH
RESET
OFF
BLEED SWITCH
ON
ON
1
APU
BLEED
AUTO
FAIL
A
OFF SCHED
DESCENT
A
2
APU BLEED
SWITCH
MANUAL
ALTN
G
G
103875
Figure 145
FRA US/E GiM
Mai 10, 2006
Pneumatic Control Panel
ATA 36 Pneumatic
103875
Page 285
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
ATA 21
One Stop Airline
MRO Support Pvt. Ltd
AIR CONDITIONING
AIR COND SYSTEM DESCRIPTION
FOR TRAINING PURPOSES ONLY!
GENERAL
The air conditioning system provides a conditioned air environment for the
passengers and crew, assuring comfort and safety.
The air conditioning packs receive hot air (212_C) from the pneumatic system.
The packs control the temperature, rate of flow, and distribute it throughout the
passenger and control compartments.
AIR CONDITIONING PACK
The flow control valves (pack valves) provide pack ON / OFF control, and one
of three different flow schedules in response to the pack switch and APU bleed
switch selection on the P5 panel.
S MIXING VALVE HOT AIR
An air mix valve, downstream of the pack valve, regulates cabin
temperature by allowing a controlled amount of hot air to by--pass the air
cycle system. The valve is a dual housing assembly with two disk plates
mounted on a common shaft 90_ opposed. As one disk moves from open
toward closed, the other moves from closed toward open. One part of the
air is routed to the hot air plate of the mixing valve, bypasses the cooling
pack, directed through the mixing chamber.
The remainder is directed through the
S PRIMARY HEAT EXCHANGER,
The primary heat exchanger is an air - to -- air type. The ram air system
employs outside air as a cooling medium across the heat exchanger. The
amount of outside air permitted to flow through the heat exchangers is
determined by ram air inlet panels. During periods of low ram air supply,
such as airplane on ground, ascent, or descent, an air-cycle-machine
operated fan induces outside air flow across the heat exchangers. In cruise,
inlet panels modulate open to control the amount of air flow through the
heat exchangers. The amount of opening is automatically controlled to
maintain a temperature of 110°C (230°F) at the compressor discharge.
S MIXING VALVE COLD AIR
The cold air disk regulates the amount of air through the cooling pack.The
FRA US/E GiM
Mai 10, 2006
B737-- 600/700
21-- 00
valve is controlled by auto and manual mode. When the pack valve is
closed, the mix valve drive to full cold.
S AIR CYCLE MACHINE, (COMPRESSOR)
The air cycle machine is a cooling unit consisting of a compressor and
turbine on a common shaft. The air enters the compressor, where the
pressure and temperature of the air is increased.
The air cycle machine (ACM) decreases air temperature, by expansion
through a turbine.
Foil air bearings support the shaft. The air bearings let the ACM rotate at
high speed with little friction. An air-bearing boost-air line connects at the
center of the ACM. The upstream supply of air comes from a port on the
upstream side of the flow control and shutoff valve.
When the airplane is in flight, demand from the air cycle machine decreases
and ram air pressure increases. The increase in ram air pressure opens the
check valve and lets more air go through the heat exchanger without the
increase of fan operation.
S WATER SEPARATOR
As the air cools, its moisture content condenses. The water separator
collects this atomized moisture and removes it from the air cycle system.
This water is sprayed into the ram air inlet duct, upstream of the pack heat
exchanger, through a water spray nozzle. The water separator 2_C control
system bypasses hot air around the air cycle machine, if needed, to prevent
water freezing in the separator.
S PACK PROTECTION
Protection of the pack is provided by four thermal switches.
-- 90_ C (Supply Duct).....................mixing valve drives to FULL COLD.
-- 100_C (Turbine Inlet) ....................pack valve closes.
-- 120_C (Distribution Manifold) ...........pack valve closes.
-- 200_C (Compressor Outlet).............pack valve closes.
If the Pack Valve is closed, the Mixing Valve drives to FULL COLD.
AIR CONDITIONING DISTRIBUTION
Cold air leaving the water separator then travels to the mixing chamber. The
cold air is then mixed with the remainder of the warm air as required to obtain
the conditioned air temperature called for by the temperature control system.
This conditioned air distribution system routes temperature controlled air to the
passenger and control cabins.
B737--6/7 ATA 21 Air Cond
Page 286
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
B737-- 600/700
One Stop Airline
MRO Support Pvt. Ltd
21-- 00
L TEMP SELECTOR
R/H PACK COLD AIR
L PACK
OFF
AUTO
NO
AUTO
HIGH
AL
PNEUMATIC AIR
R/H PACK HOT AIR
MIX
CHAMBER
1
2
3
4
COOL
FILTER
WARM
OFF
MANUAL
CONDITIONED
GROUND AIR
CONNECTION
MIX
MANIFOLD
RECIRCULATION
FAN
5
WARM
COOL
PRESSURIZED
S
UNPRESSURIZED
PACK
VALVE
M
CABIN
OVERHEAD
DISTRIBUTION
DUCT
CABIN
TEMP
SENSOR
CABIN
TEMP
BULB
MIX
CHAMBER
TRIM
AIR
HOT
ANTI ICE
CONTROL BOX
2_ C
LEGEND:
1
2
3
4
2_ C
VALVE
AIR CYCLE
M
MASCHINE
MIXING VALVE
COLD
2_ C
SENSOR
DUCT OVHT SW 90_C
DUCT OVHT SW 120_ C
DUCT LIMIT SENSOR 60_ C
DUCT ANTICIPATOR SENSOR
5 SUPPLY DUCT TEMP. BULB
WATER
SEPARATOR
FAN
BYPASS
CHECK
VALVE
FOR TRAINING PURPOSES ONLY!
200_ C COMP
OVERHEAT SW
4
3
2 1
RAM AIR
ACTUATOR
RAM AIR
CONTROLLER
CONTROL
CABIN
TEMP
SENSOR
SECONDARY
HEAT EXCHANGER
LEGEND:
WARM AIR
COOL AIR
COLD AIR
CONDITIONED AIR
Figure 146
FRA US/E GiM
Mai 10, 2006
PRIMARY
HEAT EXCHANGER
DEFLECTOR
HOT AIR
LEFT PACK SHOWN RIGHT PACK SIMILAR
RAM
AIR
EXHAUST
RAM AIR INLET
110_ C RAM AIR
MODULATION PANELS
TEMP SENSOR
WATER SPRAY
NOZZLE
100_ C TURBINE
INLET OVHT SW
LEFT PACK SHOWN RIGHT PACK SIMILAR
Air Conditioning System Schematic
B737--6/7 ATA 21 Air Cond
Page 287
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
One Stop Airline
MRO Support Pvt. Ltd
21-- 00
TEMPERATURE CONTROL PANEL
OVERHEAD PANEL DESCRIPTION
PNEUMATIC CONTROL PANEL
Recirculation Fan Switch
S AUTO
Fan is running exept when both Packs are operating with either Pack
Switch in HIGH.
Pack Switch
S AUTO
With both packs operating in AUTO, each Pack regulates to normal Flow
Rate.
With one Pack operating, regulates to high Flow Rate when:
-- in Flight and Flaps Up (if Engine Bleed is used)
-- in Flight, regardless of Flaps (if APU Bleed is used).
S HIGH
Pack regulates to High Flow. If APU Bleed Air is used on Ground, the Pack
regulates to APU High Flow which exceeds the High Flow Rate by approx.
20%.
FOR TRAINING PURPOSES ONLY!
B737-- 600/700
Pack Trip Off Light
S Indicates Pack Trip off. Pack Valve automatically closes and Air Mixing
Valve drive to Full Cold.
Trip caused by Compressor Discharge 200_ C, or Turbine Inlet 100_ C, or
Supply Duct Temperature 120_ C.
MASTER CAUTION Light and AIR COND Annunciator will illuminate.
Air Temperature Source Selector
S SUPPLY DUCT
Selects Main Distribution Supply Duct Sensor for Temperature Indicator.
S PASS CABIN
Selects Passenger Cabin Sensor for Temperature Indicator.
Temperature Indicator
S Indicates Temperature at location selected with Air Temperature Suorce
Selector (SUPPLY DUCT or PASS CABIN)
Mixing Valve Indicator
S Indicates Position of Air Mix Valves
Duct Overheat Light (amber)
S Indicates Cockpit / Passenger Cabin Duct Overheat 90_ C. Air Mix Valve
drives to Full Cold.
Temperature Selector
S AUTO
Air Mix Valve controlled by the Temperature Controller.
S MANUAL
Air Mix Valve controlled manually.
Ram Door Full Open Light (blue)
S Indicates respective Ram Door in Full Open Range.
Trip Reset Switch
S PRESSED
If the Fault condition has been corrected, Resets BLEED TRIP OFF,
PACK TRIP OFF and DUCT OVERHEAT.
Light remain illuminated until reset.
FRA US/E GiM
Mai 10, 2006
B737--6/7 ATA 21 Air Cond
Page 288
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
B737-- 600/700
One Stop Airline
MRO Support Pvt. Ltd
21-- 00
RECIRCULATION FAN
SWITCH
RECIRC FAN
OFF
AIR TEMP
CONT CABIN
AIR TEMPERATURE
SOURCE SELECTOR
AUTO
PASS CABIN
PASS
CABIN
SUPPLY
DUCT
AIR MIX
VALVE
OVHT
AIR MIX
VALVE
MIXING VALVE
INDICATOR
TEST
L PACK
OFF
AUTO
R PACK
ISOLATION
VALVE
OFF
OPEN
AUTO
HIGH
TEMPERATURE
INDICATOR
60
40 TEMP
DUCT OVERHEAT
LIGHT
PACK
SWITCH
DUCT
OVERHEAT
HIGH
AUTO
80
DUCT
OVERHEAT
A
20
A
100
C
WING
ANTI
ICE
PACK
TRIP OFF
CLOSE
PACK
TRIP OFF
WING--BODY
OVERHEAT
TRIP
WING--BODY
OVERHEAT
AUTO
PACK TRIP
OFF LIGHT
NO
TEMPERATURE
SELECTOR
1
OFF
ON
ON
APU
NO
WARM
WARM
OFF
MANUAL
AL
WARM
COOL
COOL
RESET
OFF
AUTO
AL
COOL
BLEED
TRIP OFF
BLEED
TRIP OFF
FOR TRAINING PURPOSES ONLY!
WING
ANTI
ICE
COOL
WARM
OFF
MANUAL
TRIP RESET
SWITCH
RAM DOOR
FULL OPEN
LIGHT
2
DUAL
BLEED
A
RAM DOOR
FULL OPEN
B
RAM DOOR
FULL OPEN
B
BLEED
P5--10 PNEUMATIC CONTROL PANEL
P5--17 TEMPERATURE CONTROL PANEL
Figure 147
FRA US/E GiM
Mai 10, 2006
Overhead Control Panel
B737--6/7 ATA 21 Air Cond
Page 289
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
EQUIPMENT COOLING
One Stop Airline
MRO Support Pvt. Ltd
EQUIPMENT COOLING SYSTEM
The equipment cooling system uses these two systems to remove heat from
equipment:
S Supply system (pushes air)
S Exhaust system (pulls air).
The supply system and the exhaust system use fans to move air. Each system
has a primary fan and an alternate fan.
The equipment that is not cooled by the equipment cooling system stays cool
by convection.
The supply and exhaust fans move air through ducts and manifolds. The ducts
and manifolds connect to shrouds around the electronic and electrical
equipment. Low flow sensors monitor the ducts for cooling flow conditions.
B737-- 600/700/800/900
21-27
Equipment Cooling Supply Switch
S NORMAL
-- The normal cooling supply fan is activated.
S ALTERNATE
-- The alternate cooling supply fan is activated.
Equipment Cooling Supply OFF Light
S Indicates no airflow from the selected cooling supply fan.
FOR TRAINING PURPOSES ONLY!
Supply
The supply fans push air to these components:
S P1, P2, P3 (display units)
S P9 panel (FMC control display units)
S Equipment racks in the EE compartment.
Exhaust
The exhaust fans pull air from these components:
S P1, P2, P3 (display units)
S P9 (FMC control display units)
S P6 (circuit breaker panel)
S P5 (control and indication)
S P8 (center aisle stand)
S Equipment racks in the EE compartment.
The overboard exhaust valve lets exhaust air go overboard when the airplane
is on the ground. The exhaust air supplements heating in the forward cargo
compartment in flight.
FRA US/E gz
22.4.98
Equip. Cooling
Page 290
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
EQUIPMENT COOLING
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
EQUIP COOLING
SUPPLY EXHAUST
MASTER
CAUTION
NORMAL
21-27
FIRE
WARN
GND
ANTI--ICE
AIR
OVERHEAD
ALTERNATE
DOORS
OFF
ENG
CREW CALL
HORN (NWW)
AIR COND
OFF
RIGHT MASTER CAUTION
AND ANNUNCATOR LIGHTS
SUPPLY FANS
CHECK VALVES
P5 PANEL
LOW FLOW
SENSOR
AIR FILTER
EXHAUST FANS
CHECK VALVES
P6 PANEL
FOR TRAINING PURPOSES ONLY!
ADIRU (E5)
OVERBOARD
EXHAUST
VALVE
P8
CENTER AISLE
STAND
EQUIPMENT RACKS
P9
FMC CONTROL
DISPLAY UNITS
P1, P2, P3
DISPLAY UNITS
EE COMPARTMENT
FLIGHT COMPARTMENT
Figure 148
FRA US/E gz
22.4.98
Equipment Cooling General
Equip. Cooling
Page 291
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
AIR CONDITIONING
COOLING
One Stop Airline
MRO Support Pvt. Ltd
COOLING - FUNCTIONAL DESCRIPTION
The temperature control system is configured in such a way that under normal
operation, the airplane is divided into three zones. These zones are the,
S control cabin zone,
S forward passenger cabin zone, and aft passenger cabin zone.
Controlling the temperature in the cabins is accomplished by controlling the
temperature of the air entering the cabins. Air conditioning operation begins
when the pack switches are positioned to AUTO or HIGH. This commands the
respective pack valve to open allowing bleed air into the pack.
Pack Valve
During normal operating, it modulates to meter pack airflow to one of three flow
schedules:
S OFF
The pack valve is closed.
S AUTO
With both packs operating in AUTO, each pack regulates to normal flow rate
approximately 75 Ibs/min.
With one Pack operating, regulates to high Flow Rate when:
-- in Flight and Flaps Up (if Engine Bleed is used)
-- in Flight, regardless of Flaps (if APU Bleed is used).
S HIGH
Pack regulates -- 105 Ibs/min.
If APU bleed air is used on ground, the pack regulates to APU high flow
approximately -- 131 Ibs/min.
Pack Flow
Downstream of the pack valve, the bleed air is diverted to a trim air system,
pack temperature control valve, standby pack temperature control valve, and
the primary heat exchanger. The bleed air enters the primary heat exchanger
where thermal energy is extracted from the bleed air by the cooler ram air
passing around the primary heat exchanger. The air leaves the primary heat
exchanger and enters the compressor side of the air cycle machine. In the
compressor, the pressure and temperture of the air is increased. For system
protection, the compressor is limited to 200_C by the compressor overheat
switch. The air then enters the secondary heat exchanger. Again, thermal
FRA US/E GiM
Mai 10, 2006
B737-- 800/900
21-- 50
energy is extracted by ram air passing around the heat exchanger. However,
the heat transfer is augmented by water evaporating on the surface of the
secondary heat exchanger. The water is sprayed on to the secondary heat
exchanger by a water spray nozzle located in the ram air duct. Upon leaving
the secondary heat exchanger, the air enters a high pressure water separator
system. The first item the air enters is the water extractor duct. The water
extractor duct removes any condensate on the inner walls of the duct leaving
the secondary heat exchanger. The extracted water is ducted the collection
manifold installed on the bottom of the condenser. After leaving the water
extractor duct, the air enters the hot side of the reheater on its way to the
condenser. This air transfers some of its heat to the dehumidified air returning
from the water extractors. Next, the air enters the condenser where it is cooled
by the discharge air leaving the air cycle machine turbine. The cooling of the air
causes the moisture in the air to condense. The moisture is removed by
passing through the water extractors. The static swirl vanes located in the core
of the water extractors removes the water by centrifugal motion. The water is
collected in sumps on the water extractors. The water from the sumps is
ducted to a collection manifold located on the bottom of the high pressure
water separator system. This water is ducted from the manifold to the water
spray nozzle located in the ram air duct. A port on the manifold is provided
for overflow provisions caused by a clogged nozzle. The dehumidified air then
enters the reheater for the second time. This will heat the air before entering
the air cycle machine turbine. Across either path of the condenser, icing may
occur restricting the airflow. This will cause a change in differential pressure
sensed by the standby pack temperature control valve. In this situation, the
standby pack temperature control valve will allow hot bleed air to enter the
condenser to deice either path. When the differential pressure returns to
normal, the standby pack temperature control valve will close. The air expands
in the turbine decreasing its temperature and pressure. This expansion
through the turbine powers the compressor. The compressor and turbine are
connected by a common shaft. For system protection, the air entering the
turbine is limited to 100_C by the turbine inlet overheat switch. The air leaving
the turbine is extremely cold and is warmed by bleed air from the pack
temperature control valve. The air then passes through the condenser for the
second time cooling the air from the reheater. Next the air enters the
mix manifold by way of the conditioned air check valve. For system protection,
the discharge temperature is limited to120_C by the pack discharge overheat
switch.
B737--8/9 AIr Cond
Page 292
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
COOLING
B737-- 800/900
One Stop Airline
MRO Support Pvt. Ltd
21-- 50
120_ C
PACK
DISCHARGE
PNEUMATIC
AIR RH
CABIN PRESSURE
FILTER
R PACK
VALVE S
RECIRCULATION
FAN
RIGHT PACK
(SIMILAR)
M TRIM AIR MOD
VALVE
AFT PASS ZONE
2 3
CABIN
TEMP
SENSOR
FOR TRAINING PURPOSES ONLY!
CABIN
TEMP
BULB
L PACK
VALVE S
S
SV STBY TCV
M
1
M
PRIMARY
WATER
EXTRACTORS
TEMP CONTROL
VALVE
FWD PASS ZONE
TRIM AIR
MODUL
VALVE
LEGEND:
1 DUCT OVHT SW90˚C
2 2
1
FAN BYPASS
120_ C
PACK
DISCHARGE
PACK
TEMP
SENSOR
M
CONTROL CABIN
LEGEND:
HOT AIR
WATER
RAM AIR
ACTUATOR
RAM AIR
EXHAUST
A
C
AIR
PNEUMATIC
AIR LH
AIR CYCLE
MASCHINE
CONDENSER
2 DUCT TEMP SENSOR
3 DUCT TEMP BULB
3
CABIN
TEMP
SENSOR
TRIM AIR PRESS
REGUL VALVE
L MIX MAN
TEMP
SENSOR
3 2
1
MIX
MANIFOLD
PRESSURIZED
CABIN
TEMP
BULB
R MIX MAN
TEMP
SENSOR
UNPRESSURIZED
CABIN
TEMP
SENSOR
ISOLATION
VALVE M
CONDITIONED
GROUND AIR
CONNECTION
B
PACK
TEMP
BULB
REHEATER
WATER SPRAY
NOZZLE
SEC WATER
EXTRACTOR
SECONDARY
HEAT EXCHANGER
PRIMARY
HEAT EXCHANGER
WARM AIR
COOL AIR
COLD AIR
PACK OUTLET AIR
A 200_C COMPRESSOR OUTLET
B 110_ C RAM AIR TEMP SENSOR
C 100_ C TURBINE INLET
RAM AIR INLET
Figure 149
FRA US/E GiM
Mai 10, 2006
Air Conditioning System Schematic
B737--8/9 AIr Cond
Page 293
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
COOLING
One Stop Airline
MRO Support Pvt. Ltd
PNEUMATIC CONTROL PANEL
Recirculation Fan Switch
S AUTO (in Flight)
-- Left Fan is running except when both Packs are operating and either
Pack is in high Flow.
-- Right Fan is running except when both Packs are working in high Flow.
S AUTO (on Ground)
-- Left Fan is running except when both Packs are operating in high Flow.
-- Right Fan will continue to run when both Packs are operating in high
Flow.
FOR TRAINING PURPOSES ONLY!
Pack Switch
S AUTO
-- With both packs operating in AUTO, each Pack regulates to normal Flow
Rate.
-- With one Pack operating, regulates to high Flow Rate when:
S in Flight and Flaps Up (if Engine Bleed is used)
S in Flight, regardless of Flaps (if APU Bleed is used).
S HIGH
-- Pack regulates to High Flow. If APU Bleed Air is used on Ground, the
Pack regulates to APU High Flow which exceeds the High Flow Rate by
approx. 20%.
Pack Light
S Indicates Pack Trip Off or Failure of both Primary and Standby Pack
Controls. Pack Trip caused by Compressor Discharge, or Turbine Inlet, or
Pack Discharge Temperature exceeding Limit. Pack Valve closes
automatically.
MASTER CAUTION Light and AIR COND annunciator will illuminate.
S During MASTER CAUTION Light Recall, indicates Failure of either Primary
or Standby Pack Control. Will extinguish when Master Caution is reset.
Trip Reset Switch
S PRESSED:If the Fault Condition has been corrected, resets BLEED TRIP
OFF, PACK and ZONE TEMP Lights. Lights remain illuminated until reset.
FRA US/E GiM
Mai 10, 2006
B737-- 800/900
21-- 50
TEMPERATURE CONTROL PANEL
Temperature Indicator
S Indicates Temperature at location selected with Air Temperature Source
Selector.
Air Temperature Source Selector
S SUPPLY DUCT
-- Selects appropriate Zone Supply Duct Temperature.
S PASS CAB
-- Selects FWD or AFT Passenger Cabin Temperature.
S PACK
-- Selects Water Extractor Discharge Temperature.
Trim Air Switch
S ON
-- Trim Air Pressure Regulation and Shut Off Valve open.
S OFF
-- Trim Air Pressure Regulation and Shut Off Valve closed.
Zone Temp Light
S CONT CAB Light indicates a Duct Temperature Overheat, or Failure of the
Cockpit Primary and Back Up Temperature Control.
S FWD CAB/AFT CAB Light indicates a Duct Temperature Overheat.
S During MASTER CAUTION LIGHT recall, the illumination of the CONT CAB
LIGHT indicates failure of the Cockpit Primary or Back Up Temperature
Control. Illumination of either FWD or AFT CAB Light indicates Failure of
the associated Zone Temperature Control.
Pack/Zone Controller Bite Test is required.
S Will extinguish when MASTER CAUTION is reset.
Temperature Selector
S AUTO
-- Provides automatic Temperature Control for associated Zone. Rotating
the Control towards C (cool) or W (warm) sets the desired Temperature
from 18_ C to 30_ C.
S OFF
-- Closes the associated Trim Air Modulating Valve.
B737--8/9 AIr Cond
Page 294
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
COOLING
B737-- 800/900
One Stop Airline
MRO Support Pvt. Ltd
L RECIRC FAN
OFF
AUTO
AUTO
AIR TEMP
SOURCE
SELECTOR
RECIRCULATION FAN
SWITCH
R RECIRC FAN
OFF
21-- 50
AIR TEMP
60
PASS
CAB
80
OVHT
DUCT
PRESS
40
60
40 TEMP
TEMPERATURE
INDICATOR
PSI
100
OFF
AUTO
HIGH
WING
ANTI
ICE
FOR TRAINING PURPOSES ONLY!
WING--BODY
OVERHEAT
TRIP
WING
ANTI
ICE
PACK
L
ON
ZONE TEMP
LIGHT
ZONE
TEMP
PACK LIGHT
ZONE
TEMP
a
ZONE
TEMP
a
a
24°C
WING--BODY
OVERHEAT
BLEED
TRIP OFF
BLEED
TRIP OFF
P
A
C
K
OFF
HIGH
CLOSE
PACK
R
TRIM AIR SWITCH
PACK
SWITCH
AUTO
AUTO
F
W
D
TRIM AIR
OFF
OPEN
AFT
AFT
CONT
CAB
R PACK
ISOLATION
VALVE
FWD
D
U
C
T
C
TEST
L PACK
80
20
0
20
S
U
P
P
L
Y
CONT CAB
FWD CAB
AFT CAB
AUTO
AUTO
AUTO
TEMPERATURE
SELECTOR
RESET
TRIP RESET
SWITCH
OFF
OFF
C
18°C
ON
1
W
OFF
30°C
C
W
OFF
C
W
OFF
ON
APU
P5 TEMPERATURE CONTROL PANEL
2
BLEED
P5--10 PNEUMATIC CONTROL PANEL
Figure 150
FRA US/E GiM
Mai 10, 2006
Overhead Control Panel
B737--8/9 AIr Cond
Page 295
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
PRESSURIZATION
One Stop Airline
MRO Support Pvt. Ltd
PRESSURIZATION CONTROL
The airplane operates at altitudes where the oxygen density is not sufficient to
sustain life. The pressurization control systern keeps the airplane cabin interior
at a safe pressure altitude. This protects the passengers and crew from the
effects of hypoxia (oxygen starvation).
FOR TRAINING PURPOSES ONLY!
General Description
The pressurization control system has three sub-- systems:
S Cabin pressure control system
The system controls the position of the outflow valve to control cabin
pressure. The air conditioning packs force air into the airplane pressure
vessel (cabin). The pressurization system controls the rate at which the air
flows out of the cabin. This maintains a safe cabin pressure. The
pressurization control systems are designed for a nominal operating
pressure of 7.8-8.35 psid with a maximum operating pressure of 8.45 psid.
It has these components:
-- Cabin pressure control panel (P5-6)
-- Digital cabin pressure controllers (2)
-- An outflow valve.
S Cabin pressure relief system
The cabin pressure relief system is a fail safe system. It protects the
airplane structure from overpressure and negative pressure if the automatic
system fails. The relief system has these components:
-- Positive pressure relief valves (2)
B737-- 600/700/800/900
21-- 30
S Cabin pressure indication and warning system.
The cabin pressure indication and warning system gives you data about the
pressurization system status. This system has these components:
-- Cabin altitude panel (P5--16)
-- Aural warning box panel (P9)
-- Cabin altitude warning switch.
The protect the fuselage structure from overpressure. They are set to
open and release pressure at 8.95 psid.
-- Negative pressure relief valve.
The valve opens when pressure outside of the airplane is 1.0 psi more
than the pressure inside of the airplane (-0.1 psid).
FRA US/E GiM
Mai 10, 2006
Pressurization
Page 296
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
PRESSURIZATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
21-- 30
P5 PANEL
CONTROLS
PRESSURE
CONTROLLER (2)
OVERBOARD
EXHAUST
VALVE
OUTFLOW VALVE AND
POSITIVE PRESSURE
RELIEF VALVE (2)
NEGATIVE
PRESSURE
RELIEF VALVE
DISTRIBUTION
LEFT
PACK
RIGHT
PACK
ISOL VALVE
APU BV
EBV
FOR TRAINING PURPOSES ONLY!
EBV
APU
ENGINE 1
ENGINE 2
Figure 151
FRA US/E GiM
Mai 10, 2006
Pressurization Control
Pressurization
Page 297
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
PRESSURIZATION
One Stop Airline
MRO Support Pvt. Ltd
PRESSURIZATION CONTROL - GENERAL DESCRIPTION
Automatic Pressurization Control
In the automatic mode of operation, the system uses a redundant system of
digital pressure controllers to schedule cabin pressurization through all phases
of flight. The active pressure controller keeps cabin altitude at a safe
comfortable pressure altitude (8,000 ft ISA maximum). The pressure controllers
are line replaceable units and incorporate standard front face bite.
Manual Pressurization Control
In the manual mode of operation, the flight crew has direct control of the
outflow valve from the P5 panel.
FOR TRAINING PURPOSES ONLY!
General Description
There are two digital cabin pressure controllers (CPCs). Each CPC has its own
systems interface and valve motor system. This gives the AUTO mode of
control a dual redundant architecture. Only one CPC controls the outflow valve
at any time. The other CPC is a backup. The active controller changes with
every flight or with an autofail event.
The manual control mode overrides and bypasses the two CPCs. The manual
control system has its own valve motor system. This gives the pressurization
control system a triple redundant architecture. The cabin pressure control
system has these components:
S A cabin pressure control panel
S Digital cabin pressure controllers (2)
S An aft outflow valve assembly with three drive motors
S Wiring, connectors and power sources.
Electric Power
The system gets triple redundant 28v dc power from these sources:
S Battery bus, DC bus 1 and DC bus 2.
FRA US/E GiM
Mai 10, 2006
B737-- 600/700/800/900
21-- 30
Data Input Interface
The flight crew makes these inputs to the cabin pressure control panel:
S Pressurization mode
S Flight altitude
S Landing altitude.
A sensor on each CPCs senses pressure in the cabin.
Each CPC gets air data from both the air data inertial reference units.
Each CPC gets engine speed data from both the stall management and yaw
damper computers (SMYDCs).
Each CPC gets air/ground logic from the proximity switch electronics unit.
Each CPC uses position feedback from valves that effect the pressurization
system:
S Left pack valve
S Right pack valve
S Overboard exhaust valve.
Outflow Valve Interface
The outflow valve has three motors:
S Two AUTO mode motors with control electronics boxes
S One MANUAL mode motor with no electronics box
The CPCs use data buses to interface with the drive electronic boxes on the
valve. The electronics boxes drive the automatic mode motors. Altitude
switches on each drive electronic box will override CPC signals and close the
outflow valve if cabin altitude pressure is 14,500 feet. This function will not
effect manual mode operation of the outflow valve.
In manual mode, the pilot uses the control module toggle switch to operate the
outflow valve. The manual valve motor has no control electronics box, and no
pressure switch.
The outflow valve gives position feedback to:
S The two CPCs
S The P5 overhead panel.
Pressurization
Page 298
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
PRESSURIZATION
28V DC
BUS 1
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
21-- 30
A
PRESS CONT
AUTO 1
VALVE POSITION
28V DC
BUS 2
28V DC
BAT BUS
28V DC
BAT BUS
B
PRESS CONT
AUTO 2
MANUAL
PRESS CONT
MANUAL
CABIN
PRESSURE
SENSE
PRESS CONT
IND
ADIRU 1
STATIC PRESS
ALT, UN--CORR
ALT, BARO--CORR
AIRSPEED
SMYDC 1
ENG 1 N1
ENG 2 N2
A
P6 CB PANEL
ELACT1
A
AUTO
MOTOR 1
CPC 1
MODE
FLT ALT
ADIRU 2
LAND ALT
MANUAL
CONTROL
AUTO
CABIN
PRESSURE
SENSE
SMYDC 2
STATIC PRESS
ALT, UN--CORR
ALT, BARO--CORR
AIRSPEED
ENG 1 N2
ENG 2 N1
MANUAL
MOTOR
AUTO
MOTOR 2
A
C
T
U
A
T
O
R
VALVE
FOR TRAINING PURPOSES ONLY!
ELACT2
CABIN PRESSURE
CONTROL MODULE
B
B
OUTFLOW
VALVE
ASSEMBLY
CPC 2
LEFT PACK VALVE
1
1
ACTIVE CONTROLLER CHANGES
WITH EVERY FLIGHT OR WITH
AN AUTOFAIL EVENT
PSEU
Mai 10, 2006
OPEN/CLOSED
RIGHT PACK VALVE
OVBD EXHAUST VALVE
Figure 152
FRA US/E GiM
AIR/GROUND LOGIC
Pressurization Control Interface
Pressurization
Page 299
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
PRESSURIZATION
One Stop Airline
MRO Support Pvt. Ltd
PRESSURIZATION CONTROL MODULE
The cabin pressure control module and cabin altitude panel let the crew
monitor and control the pressurization system.
The control panel has these parts:
S Cabin pressure control module
S System status lights
S Pressure indication panel.
FOR TRAINING PURPOSES ONLY!
Location
The cabin pressure control module is on the P5--6 panel. The system status
lights are above the module. The cabin altitude panel (P5—16) is next to the
module.
Cabin Pressure Control Module
The cabin pressure control module has these controls:
S Mode selector
S Landing altitude (LAND ALT) selector with display
S Flight altitude (FLT ALT) selector with display
S Aft outflow valve position indicator
S Manual control toggle switch.
The mode selector has three positions. They set these system modes of
operation:
S AUTO for automatic operation
S ALT for alternate automatic operation
S MAN for manual control.
Two selectors are used to set the flight altitude and the landing field altitude
into the system controller. The flight altitude selection is made in 500 foot
increments. The flight altitude range begins at —1000 ft. and extends to 42,000
ft. The landing field altitude ranges from —1000 ft. to 14,000 ft. in increments
of 50 ft. The liquid crystal displays show the settings.
FRA US/E GiM
Mai 10, 2006
B737-- 600/700/800/900
21-- 30
A three position toggle switch controls the aft outflow valve when in the manual
mode. It has three positions:
S CLOSE
NEUTRAL
OPEN.
It is spring loaded to the neutral position. An aft outflow valve position indicator
shows the valve position in all modes of operation.
These are the four system status lights above the control module.
S AUTO FAIL
S OFF SCHED DESCENT
S ALTN
S MAN.
These four lights give these indications:
S Operational mode
S Deviation from flight plan
S System failure.
Cabin Altitude Panel
These indicators and control switch are left of the pressure control panel:
S Cabin altitude and differential pressure indicator
S Cabin rate of change indicator
S Cabin altitude warning horn cutout switch.
The cabin altitude and differential pressure indicator is connected to the
alternate static system.
The rate of change indicator senses pressure changes from a port on the back
of the indicator.
Placards on the pressurization control panels are used during manual operation
modes. They provide a reference for:
S Takeoff and landing pressure differential maximums
S Flight altitude to cabin altitude conversions.
Training Information Point
The cabin pressure control module has integrated circuit electronics. It is an
electro—static discharge sensitive (ESDS) device. Use proper care when you
handle it.
Pressurization
Page 300
OSA MRO Support Pvt. Ltd
AIR CONDITIONING
PRESSURIZATION
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
21-- 30
CAUTION
OBSERVE PRECAUTIONS
FOR HANDLING
ELECTROSTATIC
SENSITIVE
DEVICES
SYSTEM
STATUS
LIGHTS
AUTO
FAIL
OFF SCHED
DESCENT
MANUAL
ALTN
MANUAL
AUTO
ESS0
F PR
DI F
10
P
SI
50
9
8
1
0
40
35
30
CABIN
ALT
5
25
X 1000 FEET
10
20
15
6
5
4 1 0 0 0
FLT ALT
3
3 5 0
1
.5
UP
O
P
E
N
ALTN
AUTO
MAN
2
3
0
4
DN
.5
3
1
2
CAB ALT
FLT ALT
CABIN ALTITUDE PANEL
Figure 153
Mai 10, 2006
C
L
O
S
E
LAND ALT
PRESS DIFF
LIMIT: TAKE-OFF & LDG
.125 PSI
FRA US/E GiM
V
A
L
V
E
4
7
FOR TRAINING PURPOSES ONLY!
2
ALT
HORN
CUTOUT
LAND ALT
2000
<FL160
4000
FL220
6000
FL260
8000
FL320
FL410
CABIN PRESSURE CONTROL MODULE
Pressurization Control Module
Pressurization
Page 301
OSA MRO Support Pvt. Ltd
APU
AUXILIARY POWER SYSTEM
One Stop Airline
MRO Support Pvt. Ltd
GENERAL DESCRIPTION
APU Power Plant
The APU is a gas turbine engine. It has a single shaft and operates at a
constant speed. It drives an electric generator, pneumatic load compressor,
and a reduction gearbox.
APU Engine
These are the primary APU engine components:
S The power section
S The load compressor
S The accessory gearbox.
The power section has a single stage centrifugal compressor. It has a reverse
flow annular combustor with a two-stage axial turbine.
The Load compressor turns on the same shaft with the power section
compressor. The load compressor also uses the same air inlet as the power
section compressor.
The gearbox provides gear reduction for the high speed torque of the power
section to the accessories on the gearbox.
FOR TRAINING PURPOSES ONLY!
APU Fuel System
The APU fuel system supplies pressurized and metered fuel to the combustion
chamber. It also supplies fuel to operate the inlet guide vane actuator and the
surge control valve.
APU Ignition and Start System
The APU ignition and start system begins the rotation and acceleration of the
APU. The starter-generator is used as a starter during APU starting. The start
power unit (SPU) and start converter unit (SCU) change ac or dc power so it
can be used for starting.
B737-- 600/700/800/900
49-- 00
APU Controls
An electronic control unit (ECU) controls the APU functions. The ECU
interfaces with other airplane systems.
The ECU monitors APU functions using built in test equipment (BITE). The
ECU shows unsatisfactory conditions found by BITE and the cause for
protective shutdowns on the control display unit (CDU). The unsatisfactory
conditions are called maintenance messages. Some of the maintenance
messages and all the protective shutdowns cause one of these lights in the
flight compartment to come on:
S Maintenance light (blue)
S Low oil pressure light (amber)
S Fault light (amber)
S Overspeed light (amber).
APU Indicating System
The APU indicating system consist of these components:
S EGT gauge
S Data Memory Module
S Control display unit (CDU).
The APU indications are on the P5-4 panel and the P9 panel.
APU Exhaust System
The APU exhaust system sends the APU exhaust gases through the APU
muffler. The muffler sends the APU exhaust out the tailcone.
APU Lubrication System
The APU lubrication system lubricates and cools the APU bearings, the
gearbox, and the starter generator. An eductor moves air through the oil cooler
to control oil temperature. It also takes in the ambient air to cool the APU
compartment.
APU Bleed Air System
The APU bleed air system supplies pressurized air to the airplane pneumatic
system. Inlet guide vanes control the quantity of air that goes to the load
compressor. A surge control valve vents unnecessary bleed air overboard
through the exhaust. A bleed air valve (BAV) isolates the APU air system from
the airplane ducts.
FRA US/T4GiM
Mai 12, 2006
ATA 49 APU
Page 302
OSA MRO Support Pvt. Ltd
APU
AUXILIARY POWER SYSTEM
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
49-- 00
OIL COOLER
INLET SCREEN
LOAD COMPRESSOR
ACCESSORY GEARBOX
FOR TRAINING PURPOSES ONLY!
GENERATOR
TURBINE
2 STAGE
COMBUSTION
CHAMBER
COMPRESSOR WHEEL
SURGE BLEED VALVE
Figure 154
FRA US/T4GiM
Mai 12, 2006
APU BLEED VALVE
Allied Signal 131-- 9 B
ATA 49 APU
Page 303
OSA MRO Support Pvt. Ltd
APU
AUXILIARY POWER SYSTEM
One Stop Airline
MRO Support Pvt. Ltd
Flight Compartment
These APU components are in the flight compartment:
S APU switch - (APU/engine start panel) (P5)
S APU bleed air switch — (air conditioning module) (P5)
S APU generator switches — (AC system generator/APU control module)
(P5)
S APU EGT indicator and APU indication lights — (AC system generator/APU
control module) (P5)
S APU light (system annunciator lights) (P7)
S APU fire warning switch (Engine and APU fire controls module) (P8).
The APU has four indication lights and an EGT indicator on the APU indicator
panel. These are the four lights:
MAINTENANCE LIGHT ( blue )
S Light comes on when an APU maintenance problem exists.
LOW OIL PRESSURE LIGHT (amber)
S Light comes on when the APU oil pressure is low. A protective shutdown
occurs with low oil pressure.
FOR TRAINING PURPOSES ONLY!
FAULT LIGHT (amber)
S Light comes on when the APU has a fault that causes a protective
shutdown. The light also comes on when overspeed protection is lost.
OVERSPEED LIGHT (amber)
S Light comes on when the APU speed is too high and a protective shutdown
occurs.
FRA US/T4GiM
Mai 12, 2006
49-- 00
CONTROLS
INDICATION & CONTROLS
EXHAUST TEMPERATURE INDICATOR
S Displays APU exhaust gas temperature.
B737-- 600/700/800/900
Control Display Unit (P9)
The control display unit (CDU) shows this APU system data:
S Current status
S Fault history
S Maintenance history
S Ident/config
S Input monitoring (real time data)
S Oil quantity.
Battery switch (P5)
The main battery energizes buses and components when you put the battery
switch to the ON position. The Battery switch must be in ON position for APU
operation.
APU MASTER CONTROL SWITCH (P5)
S OFF-- Normal position when APU is not running.
S OFF-- when APU is running initiates normal shutdown.
S ON -- Normal position with APU running.
S START (Momentary) -- When APU switch is moved from OFF to START
and released to ON, causes automatic start sequence to be initiated.
APU BLEED AIR SWITCH
S ON -Opens the APU bleed air valve if the APU is operating.
S OFF- Closes the APU bleed air valve.
APU FIRE WARNING SWITCH (P8)
You can stop the APU with the APU fire warning switch on the engine and APU
fire control module (P8)
APU Ground Control Panel (P28)
You can stop the APU from outside the airplane. You use the remote fire switch
handle (P28) in the right wheel well aft bulkhead.
ATA 49 APU
Page 304
OSA MRO Support Pvt. Ltd
APU
AUXILIARY POWER SYSTEM
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
49-- 00
TR1
Indication
TR2
BAT
BAT
BUS
TR3
STBY
TEST
PWR
10
‘CX100
OFF
BAT
APU
APU INDICATIONS (P5)
OFF
ON
ON
DC
BATTERY SWITCH (P5)
START
APU SWITCH (P5)
APU REMOTE FIRE
SWITCH HANDLE
P28 GROUND CONTROL PANEL
FOR TRAINING PURPOSES ONLY!
APU FIRE SWITCH
OVERHEAT/FIRE PROTECTION PANEL (P8)
Figure 155
FRA US/T4GiM
Mai 12, 2006
CDU PANEL (P9)
Indication & Controls
ATA 49 APU
Page 305
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
APU
AUXILIARY POWER SYSTEM
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
49-- 00
APU LUBRICATION SYSTEM
The lubrication system lubricates and cools the gears, bearings, and shafts of
these major components:
S Power compressor
S Load compressor
S Gearbox.
The lubrication system also lubricates the APU Starter generator.
The lubrication module pressurizes, filters, and scavenges the oil. The
lubrication module contains these components:
S Pressure and scavenge pumps
S Pressure and scavenge filters
S High oil temperature sensor.
These are other lubrication system components:
S Low oil pressure switch
S Oil cooler
S Temperature control valve
S Magnetic Chip detector.
S Air/oil separator.
The gearbox sump is the oil reservoir. An oil fill port supplies oil to the reservoir.
A sight glass shows oil quantity.
The gearbox vents to the APU exhaust.
From the reservoir the oil pressurizes, filters, and cools before it goes to the
major components and the starter generator.
Scavenge pumps send oil to the scavenge filter before the oil returns to the
reservoir.
The APU exhaust gas operates an eductor. The eductor pulls APU
compartment air through the oil cooler to cool the oil and APU compartment. A
temperature control valve regulates oil flow to and from the oil cooler.
FRA US/T4GiM
Mai 12, 2006
ATA 49 APU
Page 306
OSA MRO Support Pvt. Ltd
APU
AUXILIARY POWER SYSTEM
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
49-- 00
FOR TRAINING PURPOSES ONLY!
OIL COOLER
OIL TEMPERATURE
CONTROL VALVE
FWD
OIL TANK
LUBE MODULE
Figure 156
FRA US/T4GiM
Mai 12, 2006
Oil System
ATA 49 APU
Page 307
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
APU
AUXILIARY POWER SYSTEM
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
49-- 00
APU FUEL SYSTEM
The airplane fuel system ac boost pumps or the APU dc boost pump supply
fuel for APU operation. The fuel goes through the APU fuel shutoff valve on the
left wing aft spar.
If ac boost pumps do not supply fuel, the APU dc boost pump supplies fuel
from the left main tank. If the ac and dc boost pumps do not supply fuel, the
APU suction feeds from the left main tank.
The ECU calculates the correct fuel flow for APU start and run. The ECU uses
these values to calculate the correct fuel flow:
S APU speed
S APU exhaust gas temperature (EGT)
S Inlet temperature (T2)
S Inlet pressure (P2)
S Fuel temperature.
The ECU sends the fuel flow command signal to the fuel control unit (FCU) on
the APU. The FCU sends the correct fuel flow to the flow divider and flow
divider solenoid.
The flow divider solenoid gets a signal from the ECU to inhibit fuel flow to the
secondary fuel manifold. The flow divider and flow divider solenoid send the
metered fuel from the FCU to the primary and secondary fuel manifolds.The
fuel manifolds give primary and secondary fuel to ten dual tipped fuel nozzles.
The nozzles give the metered fuel to the APU combustor.
Component Location
Most fuel system components are part of the fuel control unit. The fuel control
unit attaches to the lube module.
These are the APU fuel system components not found in the fuel control unit:
S Flow divider
S Flow divider solenoid
S Primary fuel manifold
S Secondary fuel manifold
S Fuel nozzles.
FRA US/T4GiM
Mai 12, 2006
ATA 49 APU
Page 308
OSA MRO Support Pvt. Ltd
APU
AUXILIARY POWER SYSTEM
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
49-- 00
ENERGIZED = CLOSED
S > 7% -30 % RPM
S > 25 000 FT
APU FUEL
SHUTOFF VALVE
FLOW DIVIDER AND
FLOW DIVIDER SOLENOID
FUEL CONTROL UNIT
FWD
FOR TRAINING PURPOSES ONLY!
APU FUEL FEED
APU FUEL FEED
METERED FUEL
PRIMARY FUEL
ELECTRONIC CONTROL
UNIT (AFT CARGO)
SECONDARY FUEL
Figure 157
FRA US/T4GiM
Mai 12, 2006
FUEL MANIFOLDS AND
NOZZLES (10)
Fuel System General
ATA 49 APU
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APU
AUXILIARY POWER SYSTEM
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
49-- 00
APU PNEUMATIC SYSTEM
The APU supplies pneumatic power for the environmental control System and
for main engine start.
The air inlet door directs air into the inlet plenum. The APU takes inlet Plenum
air for use in two APU sections.
The APU has two separate compressors:
S a power compressor supplies compressed air to the combustor.
S a load compressor supplies pressurized air to the airplane’s pneumatic
system.
Load Compressor
Inlet guide vanes control the amount of air that enters the load compressor.
The ECU controls the inlet guide vanes with the inlet guide vane actuator. The
inlet guide vane actuator uses fuel pressure to operate the inlet guide vanes.
FOR TRAINING PURPOSES ONLY!
Surge Control Valve
A surge control valve sends excess pressurized air to the APU exhaust. This
protects the load compressor from a surge. The ECU controls the surge control
valve. Regulated fuel pressure, from the fuel control unit, operates the surge
control valve.
FRA US/T4GiM
Mai 12, 2006
ATA 49 APU
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APU
AUXILIARY POWER SYSTEM
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
FUEL IN
49-- 00
FUEL
RETURN
INLET GUIDE VANE
ACTUATOR
LOAD
COMPRESSOR
ENGINE
COMPRESSOR
CDU
INLET
GUIDE
VANES
ELECTRONIC
CONTROL
UNIT
FOR TRAINING PURPOSES ONLY!
BLEED
AIR VALVE
INLET AIR FLOW
SURGE BLEED AIR
AIR
FLOW
TO APU
EXHAUST
FUEL RETURN
FUEL IN
LVDT
T/M
Figure 158
FRA US/T4GiM
Mai 12, 2006
SURGE CONTROL VALVE
APU Pneumatic System
ATA 49 APU
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APU
AUXILIARY POWER SYSTEM
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
49-- 00
IGNITION AND START SYSTEM
General
The APU ignition and start system consists of these components:
S Ignition unit
S Igniter plug
S Start power unit (SPU)
S Start converter unit (SCU)
S Starter--generator.
The APU electronic control unit (ECU) controls the APU start sequence.
Ignition System
The ignition system supplies sparks to start APU combustion during the APU
start. The ignition unit supplies spark to the igniter plug.
The ECU energizes the ignition unit at 0% speed and deenergizes the ignition
unit at 60% speed. The ECU energizes the ignition system again, if the APU
engine speed goes below 95% speed during APU operation (speed droop).
FOR TRAINING PURPOSES ONLY!
Start System
The starter--generator, SPU, and SCU together supply initial rotation of the
APU. The start power sources are 28v dc from the battery or 115v ac transfer
bus number 1.
The starter--generator is also a source of electrical power for the airplane
systems. It supplies 90 kva of ac electrical power on ground and in flight. The
starter--generator is on the upper right side of the APU gearbox.
The APU oil system cools the starter--generator.
FRA US/T4GiM
Mai 12, 2006
ATA 49 APU
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APU
AUXILIARY POWER SYSTEM
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
49-- 00
ENERGIZED 0% SPEED
DE-ENERGIZED >60% SPEED
IGNITION UNIT AND
IGNITER PLUG LEAD
FWD
115V AC TRANSFER BUS 1
OR
BATTERY
STARTER--GENERATOR
FOR TRAINING PURPOSES ONLY!
IGNITER PLUG
270V DC
START POWER UNIT
START CONVERTER UNIT
Figure 159
FRA US/T4GiM
Mai 12, 2006
270V AC
ELECTRONIC CONTROL UNIT
Ignition and Start System Components
ATA 49 APU
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POWER PLANT
ATA 71
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
71-- 80
POWER PLANT
Bump Option for the --7B22 B1, --7B24 B1, --7B26 B1.
Bump is an Option provided to achieve power levels greater than the normal
take--off levels within specific limitations. The bump rating does not influence
power levels which are at, or below Max. Continuous Thrust. For any available
bump, the redline values (N1, N2, EGT) remain identical to the baseline rating.
ENGINE — INTRODUCTION
General
Two CFM56—7B engines supply thrust for the airplane.
The engines also supply power for these systems:
S Electric
S Hydraulic
S Pneumatic.
The CFM56—7B is a high bypass ratio, dual rotor, turbo
fan engine.
Engine Thrust Ratings and Aircraft Model Application
A limited number of the six engine thrust rating configurations are applicable to
a 737 model. The different engine thrust ratings are based upon airplane
weight and elevator/rudder control limits. The longer--body 737--800 and
737--900 models can operate at the maximum thrust capability of the
CFM56--7B engine. Also, the lowest thrust rating is not sufficient for the
737--700, 737--800, 737--900.
FOR TRAINING PURPOSES ONLY!
Aircraft Models
The normal models are 737--600, 700, 800 and 900.
Some other variations will be 737--700 IGW (increased gross weight), and
737--700 BBJ (Boeing business jet).
Engine Thrust Rating
By design, all 7B engines can produce a take--off thrust of 27,300 Ibs.
Specific contacts within the identification plug enable various thrust ratings,
which are :
-- B18 : 19,500 Ibs 737--600.
-- B20 : 20,600 Ibs 737--600 & --700.
-- B22 : 22,700 Ibs 737--600 & --700.
-- B24 : 24,200 Ibs 737--700 & --800 & --900.
-- B26 : 26,300 Ibs 737--800 & --900 & --BBJ & COMBI & C40A.
-- B27 : 27,300 Ibs 737--800 & --900.
FRA US/E GiM
Mai 10, 2006
ATA 71--80 Engine
Page 314
One Stop Airline
MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
POWER PLANT
B737-- 600/700/800/900
71-- 80
30_C
Figure 160
FRA US/E GiM
Mai 10, 2006
Thrust Rating
ATA 71--80 Engine
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POWER PLANT
ATA 72
One Stop Airline
MRO Support Pvt. Ltd
The CFM56-7 is a high bypass, dual rotor, axial flow turbofan engine.
The engine has these sections:
S Fan and booster
The fan and booster rotor and the LPC rotor are on the same low pressure
shaft (N1). The fan and booster is a four-stage compressor.
The fan increases the speed of the air. A splitter fairing divides the air into
these two air flows:
-- Primary
The primary air flow goes into the core of the engine.
The booster increases the pressure of this air and sends it to the HPC.
-- Secondary.
FOR TRAINING PURPOSES ONLY!
71-- 80
ENGINE
GENERAL DESCRIPTION
The secondary air flow goes in the fan duct. It supplies approximately
80% of the thrust during take-off.
S High pressure compressor (HPC)
The HPC rotor and the HPT rotor are on the same high pressure shaft (N2).
The HPC is a nine-stage compressor. It increases the pressure of the air
from the LPC and sends it to the combustor. The HPC also supplies bleed
air for the aircraft pneumatic system and the engine air system.
S Combustor
The combustor mixes air from the compressors and fuel from the fuel
nozzles. This mixture of air and fuel burns in the combustion chamber to
make hot gases. The hot gases go to the HPT.
S High pressure turbine (HPT)
The HPT is a single-stage turbine. It changes the energy of the hot gases
into a mechanical energy. The HPT uses this mechanical energy to turn the
HPC rotor and the accessory drive.
S Low pressure turbine (LPT)
The LPT is a four-stage turbine. It changes the energy of the hot gases into
a mechanical energy. The LPT uses this mechanical energy to turn the fan
and booster rotor.
FRA US/E GiM
B737-- 600/700/800/900
Mai 10, 2006
S Accessory drive.
The accessory drive has these components:
-- Inlet gear box (IGB)
-- Radial drive shaft (RDS)
-- Transfer gear box (TGB)
-- Horizontal drive shaft (HDS)
-- Accessory gear box (AGB).
The N2 shaft turns the AGB through these shafts and gearboxes:
-- IGB
-- RDS
-- TGB
-- HDS.
The AGB holds and operates the airplane accessories and the engine
accessories.
ATA 71--80 Engine
Page 316
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
71-- 80
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
POWER PLANT
FRA US/E GiM
Mai 10, 2006
ATA 71--80 Engine
Page 317
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
71-- 80
FADEC SYSTEM INTRODUCTION
FADEC Purpose.
The CFM56--7B operates through a system known as FADEC (Full Authority
Digital Engine Control).
It takes complete control of engine systems in response to command inputs
from the aircraft. It also provides information to the aircraft for flight deck
indications, engine condition monitoring, maintenance reporting and
troubleshooting.
S It performs fuel control and provides limit protections for N1 and N2.
S It controls the engine parameters during the starting sequence and
prevents the engine from exceeding starting EGT limits (aircraft on ground).
S It manages the thrust according to 2 modes:
-- manual and
-- autothrust.
S It provides optimal engine operation by controlling compressor airflow and
turbine clearances.
S Finally, it controls the 2 thrust lever interlock solenoids.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
POWER PLANT
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ATA 71--80 Engine
Page 318
OSA MRO Support Pvt. Ltd
POWER PLANT
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
71-- 80
FOR TRAINING PURPOSES ONLY!
FADEC
Figure 161
FRA US/E GiM
Mai 10, 2006
Fadec Purpose
ATA 71--80 Engine
Page 319
OSA MRO Support Pvt. Ltd
POWER PLANT
ATA 79
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
71-- 80
OIL
ENGINE OIL SYSTEM
General
The engine oil system is a self--contained, centervented and recirculating type
system. Each engine has an independant oil system to provide lubrication and
cooling for the engine main bearings, radial driveshaft bearings and gears and
bearings in the transfer gearbox (TGB) and accessory gearbox (AGB).
The oil system consist of:
S oil storage system,
S oil distribution system and
S oil indicating system
Storage
The oil storage system keeps sufficient oil for a continuous supply to the oil
distribution circuit. The oil storage system lets you do an oil level check and to
fill the oil system.
The oil storage system holds oil in the oil tank.
Distribution
The oil distribution system has these circuits:
S Supply
The supply circuit sends oil to lubricate the engine bearings and gears. Oil
from the tank goes to the lubrication unit through an anti--leakage valve. The
lubrication unit pressurizes and filters the oil. The oil then goes to the
engine.
S Scavenge
The scavenge circuit takes the oil from the engine. Oil first flows through the
lubrication unit. The lubrication unit also scavenges the oil. The oil goes to
the scavenge oil filter and then to the servo fuel heater. The oil goes from
the servo fuel heater to the main oil/fuel heat exchanger and then back to
the servo fuel heater. Then the oil flows back to the oil tank.
S Vent.
The vent circuit balances the internal air pressures in the oil system.
Externally, a vent line connects the engine to the oil tank. Unwanted air
pressure goes out of the oil tank through the vent line.
FOR TRAINING PURPOSES ONLY!
Indication
The oil quantity indicating system sends this data to the display electronic units
(DEUs):
S Scavenge oil filter bypass indication
S Low oil pressure indication
S Oil pressure
S Oil temperature
S Oil quantity.
FRA US/E GiM
Mai 10, 2006
ATA 71--80 Engine
Page 320
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POWER PLANT
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
71-- 80
EEC
DEU
SERVO FUEL
HEATER
OIL FILTER
BYPASS
OIL FILTER
BYPASS
LOW OIL
PRESSURE
LOW OIL
PRESSURE
T/P SENSOR
100
50
100
50
0
0
OIL P
OIL TANK
200
200
100
100
0
0
OIL T
75
OIL Q %
75
UPPER CENTER DISPLAY
UNIT (P2 PANEL)
CONFIG. 1
ANTI--LEAKAGE VALVE
FOR TRAINING PURPOSES ONLY!
MAIN OIL/FUEL
HEAT EXCHANGER
LUBRICATION UNIT
SCAVENGE
OIL FILTER
SUPPLY
SCAVENGE
VENT
Figure 162
FRA US/E GiM
Mai 10, 2006
12
OIL
PRESS
36
165
OIL
TEMP
130
20
OIL QTY
20
SECONDARY ENGINE
DISPLAY UNIT (P2)
CONFIG. 2
Oil System Schematic
ATA 71--80 Engine
Page 321
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POWER PLANT
ATA 73
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
71-- 80
ENGINE CONTROLS
The engine control system supplies manual and automatic control inputs to
control the engine thrust. It also supplies signals to other airplane systems that
require engine control status.
The engine control system has these components:
S Thrust levers (forward and reverse)
S Engine start levers and switches
S Thrust lever interlock solenoids.
Thrust Levers
You use the thrust levers to supply the manual inputs to the engine control
system. There are two thrust lever assemblies, one for each engine. For each
engine, there is a forward thrust lever and a reverse thrust lever. The reverse
thrust lever is on the forward thrust lever.
For each engine, the thrust levers supply a thrust command signal to the
electronic engine control (EEC) through a resolver. Each thrust lever assembly
connects mechanically to a resolver through an adjustable rod.
An interlock latch prevents the operation of the forward thrust lever and the
reverse thrust lever at the same time.
FOR TRAINING PURPOSES ONLY!
Start Levers
There are two start levers, one for each engine. You use the engine start lever
during an engine start. You also use it to shutdown the engine. The start levers
operate switches which supply signals to different aircraft and engine systems
and components.
Reverse Thrust Interlock Solenoids
There are two reverse thrust interlock solenoids, one for each engine. Each
reverse thrust interlock solenoid limits the range of motion of a reverse thrust
lever. You can make the thrust reverser deploy, but you can not increase the
reverse thrust until the thrust reverser sleeves are near the full deployed
position. The EEC operates the solenoids. The thrust lever interlock solenoids
are in the autothrottle assembly. You must remove the autothrottle assembly to
access the thrust lever interlock solenoids.
See the thrust reverser section for more information. (AMM PART I 78—31)
See the autoflight chapter for more information on the autothrottle system.
(AMM PART I 22)
FRA US/E GiM
Mai 10, 2006
ATA 71--80 Engine
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POWER PLANT
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
71-- 80
RODS
INTERLOCK
LATCH
THRUST LEVERS
FOR TRAINING PURPOSES ONLY!
THRUST
LEVER
CRANK
START LEVERS
START LEVER
SWITCHES
RODS
REVERSE THRUST
INTERLOCK
SOLENOIDS
FWD
FWD
THRUST LEVER
RESOLVER ASSEMBLIES
Figure 163
FRA US/E GiM
Mai 10, 2006
Engine Controls Components
ATA 71--80 Engine
Page 323
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
71-- 80
ENGINE FUEL AND CONTROL - DISTRIBUTION
The engine fuel pump assembly receives fuel from the airplane fuel system.
The fuel pump assembly supplies pressurized fuel to the servo and metering
sections of the HMU. The fuel filter in the pump cleans the fuel that goes to the
HMU.
These units heat the fuel before it goes to the HMU:
S IDG oil cooler
S Oil/fuel heat exchanger
S Servo fuel heater.
Fuel goes from the fuel pump to the IDG oil cooler, then to the oil/fuel heat
exchanger. From the oil/fuel heat exchanger, the fuel goes back to the fuel
pump assembly. This fuel becomes high pressure fuel. This high pressure fuel
goes to the HMU. Part of the high pressure fuel goes through the servo fuel
heater before it goes to the HMU. The other part of the high pressure fuel
becomes metered fuel in the HMU.
The fuel pump always supplies more fuel to the HMU than the HMU can use.
The fuel that the HMU does not use (bypass fuel) goes back to the outlet of the
integrated drive generator (IDG) oil cooler. This fuel returns to the fuel pump.
Metered fuel goes through the fuel flow transmitter.
From the fuel flow transmitter, metered fuel goes through the fuel nozzle filter.
Fuel goes from the fuel nozzle filter to the fuel nozzles. The fuel nozzles supply
atomized fuel to the engine combustion chamber.
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
POWER PLANT
FRA US/E GiM
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ATA 71--80 Engine
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POWER PLANT
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One Stop Airline
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71-- 80
SERVO FUEL
HEATER
AIRPLANE
FUEL SYSTEM
HYDROMECHANICAL
UNIT
FUEL
MANIFOLD
FUEL FLOW
TRANSMITTER
OIL/FUEL
HEAT
EXCHANGER
FUEL NOZZLE
FILTER
FUEL NOZZLES (20)
FOR TRAINING PURPOSES ONLY!
FUEL PUMP ASSEMBLY
IDG OIL COOLER
FUEL SUPPLY (LOW PRESSURE)
UNMETERED (HIGH PRESSURE)
METERED (HIGH PRESSURE)
BYPASS (LOW PRESSURE)
Figure 164
FRA US/E GiM
Mai 10, 2006
Fuel Distribution
ATA 71--80 Engine
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POWER PLANT
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MRO Support Pvt. Ltd
ENGINE THRUST CONTROL
The engine fuel and control system controls the power for engine operation.
The electronic engine control (EEC) uses the fuel metering valve (FMV) in the
hydro mechanical unit (HMU) schedule fuel flow. The metered fuel supplies
correct engine power at all thrust lever positions. This is for both forward and
reverse thrust. Percent N1 speed indication is the measure of engine thrust.
The EEC controls these engine forward and reverse thrust conditions:
S Idle forward thrust
S Maximum forward thrust
S Idle reverse thrust
S Maximum reverse thrust.
FOR TRAINING PURPOSES ONLY!
Idle Thrust Control
The EEC/HMU controls ground and in--flight idle speed and thrust. There are
no mechanical adjustments for idle speeds.
On the ground, the EEC uses a selected total temperature to control minimum
N2 speed.
In flight, the EEC uses static air pressure, total air pressure and total air
temperature to calculate and control the fuel metering valve for idle speed. The
EEC/HMU prevents engine flameout and adjust idle speed for high pressure
compressor (HPC) bleed air supply to airplane pneumatic or thermal anti--ice
(TAI) systems. The EEC does not let the in--flight N2 idle speed to decrease
less than approximately 59%. The fuel flow will not go below 300 lb/h (136
kg/h). Other inputs that have an effect on idle speed are pressure altitude and
mach airspeed number.
B737-- 600/700/800/900
71-- 80
Thrust Reverser LVDT
The T/R s leeve linear variable differential transformer (LVDT) supplies
position data to the EEC. There is one dual channel on each T/R half locking
actuator. The EEC uses the thrust reverser position data to operate these
functions:
S Reverse thrust lever interlock solenoid control
S Fuel metering valve (FMV) control for reverse thrust power
S The two color REV message control signals to the common display system
(CDS) display electronic units (DEUs), which show on some display units
(DUs).
Make sure to supply airplane electrical power to the EEC during thrust reverser
operation with the engines not on. Put the engine start switch to the CONT
position, making sure the start lever is in CUTOFF.
With power to the EEC, the REV message signal will go to the DEUs.
Forward Thrust Control
The EEC uses thrust resolver angle (TRA) inputs to control forward thrust and
reverse thrust. The EEC calculates and controls forward and reverse thrust
conditions from changes in thrust lever angle inputs from the thrust lever angle
resolvers (TLRs).
Reverse Thrust Control and Indication
The EEC controls engine speed for thrust reverser (T/R) operation. The EEC
also supplies T/R translating sleeve data to the DEUs. When the T/R sleeves
get to the 90 % deploy position, full reverse thrust from the engine can occur.
FRA US/E GiM
Mai 10, 2006
ATA 71--80 Engine
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POWER PLANT
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B737-- 600/700/800/900
71-- 80
FORWARD THRUST
REVERSE THRUST
FOR TRAINING PURPOSES ONLY!
IDLE THRUST
HMU
Figure 165
FRA US/E GiM
Mai 10, 2006
Engine Thrust Control System Schematic
ATA 71--80 Engine
Page 327
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
POWER PLANT
ATA 75
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71-- 80
ENGINE AIR
During engine operation, the electronic engine control (EEC) receives airplane
system data through the display electronic units (DEUs). The EEC uses this
data to control the engine air system. The EEC adjusts the bleed airflows to
adjust the turbine blade tips clearances. The EEC also controls the compressor
airflows to prevent stall. The EEC operates the air valves and the actuators
through the hydromechanical unit (HMU). HMU servo fuel pressure moves the
valves and the actuators.
The engine air system has these subsystems:
S Turbine clearance control
The engine air system adjusts the clearances between the high pressure
turbine (HPT) blades and shroud, and the low pressure turbine (LPT) blades
and shroud. Usually, the engine air system decreases the clearance
between the rotors and the turbine case. This helps the engine use less
fuel. The engine air system also increases the clearance between the high
pressure turbine blades and shroud during some power conditions. This
makes sure the HPT blades tips do not rub against the case.
S Compressor airflow control.
The engine air system adjusts the low pressure compressor (LPC) and the
high pressure compressor (HPC) airflows for all power conditions. These
adjustments prevent an engine stall.
Turbine Clearance Control
The engine air system uses air to control the engine internal clearances. When
the air flows onto a case, it heats or cools the case. This increases or
decreases the clearance between the rotor blade tips and the case.
These are the turbine clearance control sub--systems:
S High pressure turbine active clearance control (HPTACC)
S Low pressure turbine active clearance control (LPTACC).
The HPATCC system controls the 4th--stage air and the 9th--stage air to the
high pressure turbine (HPT) shroud support. The air flows through an HPTACC
valve. The EEC uses the HMU to control the position of the HPTCC valve. The
HMU sends servo fuel pressure to move the HPTACC valve actuator. The
HPTACC actuator sends electrical position data to the EEc for closed--loop
control.
FRA US/E GiM
B737-- 600/700/800/900
Mai 10, 2006
The LPTACC system controls the amount of fan discharge air that goes to the
low pressure turbine (LPT) case. The air flows through the LPTACC valve. The
EEC uses the HMU to control the position of the LPTACC valve. The HMU
sends servo fuel pressure to move the LPTACC valve actuator. The LPTACC
actuator sends electrical position data to the EEC for closed-loop control.
Compressor Airflow Control
These are the compressor airflow control subsystems:
S Variable stator vanes (VSV)
S Variable bleed valve (VBV)
S Transient bleed valve (TBV).
The VSV system controls the high pressure compressor (HPC) inlet airflow.
The VSV system gives the correct quantity of air to the HPC. The EEC uses
the HMU to control the VSV system. The HMU sends servo fuel pressure to
move two VSV actuators. The two actuators move the variable stator vanes.
Each actuator sends electrical position data to the EEC for closed-loop control.
The VBV system controls the low pressure compressor (LPC) discharge
airflow. The VBV system bleeds the LPC air out into the secondary airflow. The
EEC uses the HMU to control the VBV system. The HMU sends servo fuel
pressure to move two VBV actuators. The actuators cause the HPC discharge
air bleed to the secondary airflow. Each actuator sends an electrical position
data to the EEC for closed--loop control.
The TBV sends HPC 9th--stage air to the low pressure turbine stage 1 nozzles
for these two conditions:
S Engine start
S Engine acceleration.
The EEC uses the HMU to control the TBV system. The HMU sends a servo
fuel pressure to move the TBV actuator. The transient bleed valve sends an
electrical position data to the EEC for closed-loop control.
ATA 71--80 Engine
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POWER PLANT
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FAN AIR
9TH STAGE
HPC AIR
4TH STAGE
HPC AIR
71-- 80
LPTACC
VALVE
TBV
HPTACC
VALVE
VBV
FOR TRAINING PURPOSES ONLY!
VSV STAGES (4)
FAN AND LPC (BOOSTER)
HPC
Figure 166
FRA US/E GiM
Mai 10, 2006
COMBUSTOR
HPT
LPT
Engine Air General
ATA 71--80 Engine
Page 329
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FOR TRAINING PURPOSES ONLY!
POWER PLANT
ATA 74
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B737-- 600/700/800/900
71-- 80
IGNITION
The ignition systems supply electrical sparks in the combustion chamber for
combustion. Each engine has two ignition systems that operate independently.
The ignition system usually operates manually. However, the ignition systems
operate automatically when the electronic engine control (EEC) sees a possible
engine flameout condition.
You use ignition during these times:
S Ground start
S Takeoff and Landings
S In--flight (during heavy turbulence or bad weather)
S In--flight start.
These components control ignition:
S Start levers
S Start switches
S Ignition selector switch
S Electronic engine control (EEC).
The start lever controls ignition system power to the EEC. The start switch and
the ignition selector switch supply inputs to the EEC. The EEC uses these
inputs to supply power to the ignition exciters. The ignition exciters supply
power to the spark igniters.
WARNING:
MAKE SURE THE IGNITION EXITERS ARE DEENERGIZED
BEFORE YOU START ON THE IGNITION SYSTEM.
THE IGNITION SYSTEM VOLTAGE IS DANGEROUSLY HIGH.
DO NOT TOUCH THE IGNITION SYSTEM COMPONENTS
UNTIL YOU DO THE PROCE DURE THAT FOLLOWS.
THIS PROCEDURE WILL RELEASE THE HIGH VOLTAGE
FROM THE IGNITION EXITER.
IF YOU DO NOT OBEY THIS PROCEDURE, INJURY TO
PERSONS CAN OCCUR.
Electrical Power
The engine 1 ignition systems receive 115 v ac from ac transfer bus 1 and the
ac standby bus. The EEC has internal switches that control the 115v ac to the
ignition exciters. The ignition exciters change the 115 v ac input to a dc voltage
of approximately 15 000 to 20 000 v dc and 14.5 to 16 joules, for the spark
igniters. The spark igniters give a spark for combustion. Usually, only one
ignition exiter per engine operates at a time. The ignition systems of engine 2
receive ac power from ac transfer bus 2 and the ac standby bus.
FRA US/E GiM
Mai 10, 2006
ATA 71--80 Engine
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POWER PLANT
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One Stop Airline
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71-- 80
GRD
START
SWITCH
OFFCONT
FLT
ENGINE START
BOTH
IGN
IGN
L
R
1
115V AC
TRANSFER BUS 1
GRD
OFF CONT
FLT
2
P5
IGNITION
SELECTOR
SWITCH
115V AC
STANDBY BUS
CDS/DEU (2)
ENGINE 1
START LEVERS
FOR TRAINING PURPOSES ONLY!
CONTROL STAND
R SPARK IGNITER
L SPARK IGNITER
IGNITION EXCITERS
Figure 167
FRA US/E GiM
Mai 10, 2006
EEC 1
Ignition System Schematic
ATA 71--80 Engine
Page 331
ATA 78
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
71-- 80
THRUST REVERSER SYSTEM
The thrust reverser (T/R) system changes the direction of the fan air exhaust to
help create reverse thrust. The fight crew uses reverse thrust to slow the
airplane after landing or during a rejected takeoff (RTO). The turbine exhaust
airflow direction does not change during reverse thrust. The T/R system has a
eectrohydraulic control system and an indicating system.
The T/R system has two thrust reversers. T/R 1 is the thrust reverser for
engine 1 (left). T/R 2 is the thrust reverser for engine 2 (right).
FOR TRAINING PURPOSES ONLY!
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ATA 71--80 Engine
Page 332
OSA MRO Support Pvt. Ltd
POWER PLANT
LEFT TRANSLATING
SLEEVE
STRUT (REF)
71-- 80
FAN AIR
EXHAUST
FAN COWL
(REF)
INLET
AIR
EXHAUST
AIR
EXHAUST
NOZZLE
EXHAUST
AIR
EXHAUST
PLUG
EXHAUST
NOZZLE
BLOCKER
DOOR (CLOSED)
CASCADE
OUTER SKIN
OUTER SKIN
INNER SKIN
FAN AIR
EXHAUST
FAN AIR
EXHAUST
BLOCKER DOOR
DRAG LINK
FWD
FWD
FAN DUCT
Figure 168
Mai 10, 2006
INNER SKIN
BLOCKER DOOR
DRAG LINK
FAN DUCT
REVERSE THRUST (DEPLOY POSITION)
FORWARD THRUST (STOW POSITION)
FRA US/E GiM
EXHAUST
PLUG
T/R DEPLOY POSITION
CASCADE
BLOCKER
DOOR (OPEN)
LEFT TRANSLATING
SLEEVE
INLET
AIR
T/R STOW POSITION
FOR TRAINING PURPOSES ONLY!
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
Translating Sleeves
ATA 71--80 Engine
Page 333
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POWER PLANT
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Thrust Reverser System
The T/R system changes the direction of the fan air exhaust to help decrease
the speed of the airplane after landing or during a rejected takeoff (RTO).
The T/R system has two thrust reversers. T/R 1 is the thrust reverser for
engine 1 (Left). T/R 2 is the thrust reverser for engine 2 (right).
Each T/R has a left and right half. Each half has a translating sleeve which
moves aft for reverse thrust. The sleeves work at the same time, but are
independent from each other. Three hydraulic actuators move each sleeve.
Rotary flex shafts make sure that the hydraulic actuators extend and retract at
the same rate.
71-- 80
The T/R indicating system supplies these indications in the flight compartment:
S REV message on common display system (CDS)
S REVERSER light on the P5 aft overhead panel
S Linear variable differential transformer (LVDT) data on the control display
unit (CDU).
The common display system (CDS) shows the REV message. This message
refers to the positions of a T/R’s translating sleeves. Each T/R has LVDTs
which supply translating sleeve position data to the electronic engine control
(EEC).
When on, the REVERSER light shows that there is a failure in one of these
areas:
S T/R control system
S Mechanical failure which prevents the control system from correct
operation.
The REVERSER light comes on for 10 seconds during a T/R stow operation.
The light will stay on if the T/R does not stow in l0 seconds. The EAU controls
this light.
FOR TRAINING PURPOSES ONLY!
T/R Control System
The T/R control system lets you deploy the T/R when the airplane is less than
10 feet (3 meters) from the ground. You give a deploy signal to the control
system when you raise a reverse thrust Lever.
You supply a stow signal when you return the reverse thrust lever to the stow
position.
The T/R control valve module controls hydraulic power to the hydraulic
actuators. The reverse thrust lever operates the switches necessary to send a
deploy or stow signal to the T/R control valve module.
The sync locks prevent the operation of the hydraulic actuators when there is
no deploy signal.
The primary purpose of the engine accessory unit (EAU) is to control the T/R
stow operation. The EAU supplies front panel built-in-test equipment (BITE) to
help you do trouble shooting of the control system. The EAU uses two T/R
proximity sensors for each translating sleeve for control. The EAU also
interfaces with the T/R indicating system to control the REVERSER light.
B737-- 600/700/800/900
FRA US/E GiM
Mai 10, 2006
ATA 71--80 Engine
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POWER PLANT
B737-- 600/700/800/900
One Stop Airline
MRO Support Pvt. Ltd
71-- 80
DEPLOY
SYSTEM A OR STANDBY
HYDRAULIC POWER
TO RIGHT
T/R HALF
STOW
PROXIMITY
SENSORS (2)
REVERSE
THRUST
LEVER
DEPLOY
LVDT
DEPLOY
T/R 1
CTRL SW
P18
SYNC
LOCK
STOW
28 VDC
STANDBY
BUS
ARM
ARM
T/R 1 CONTROL
VALVE MODULE
ENG 1
FIRE SW
EAU
EEC
ARM (STOW)
STOW
STOW
DEU
FOR TRAINING PURPOSES ONLY!
ARM (DEPLOY)
SYNC LOCK
SYNC LOCK
CDU
DEPLOY
FCC (2)
REV
SYNC LOCK (POWER)
L AUTOTHROTTLE
SWITCH PACK
67.7
10
0
8
SYNC LOCK (POWER)
REVERSER
A
NOTE: T/R 1 IS SHOWN.
T/R 2 IS ALMOST THE SAME.
MISC EQUIP
PANEL (J22)
Figure 169
FRA US/E GiM
Mai 10, 2006
AFT P5
6
2
4
N1
CDS DISPLAY UNIT
System Schematic
ATA 71--80 Engine
Page 335
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POWER PLANT
ATA 77
One Stop Airline
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B737-- 600/700/800/900
71-- 80
ENGINE INDICATING
The engine indicating system shows these parameters for each engine:
S Low pressure rotor speed (N1)
S High pressure rotor speed (N2)
S Exhaust gas temperature (EGT)
S Engine vibration.
FOR TRAINING PURPOSES ONLY!
Electronic Engine Control
The electronic engine control (EEC) receives an analog input from these
engine sensors:
S N1 speed sensor
S N2 speed sensor
S EGT probes (T49.5).
The EEC changes the analog signals to digital signals. The EEC sends the
digital signals on an ARINC 429 data bus to the common display system (CDS)
display electronics units (DEU)s.
Airborne Vibration Monitoring Signal Conditioner
The airborne vibration monitoring (AVM) signal conditioner calculates and
monitors vibration levels of each engine.
The AVM signal conditioner receives analog input from these engine sensors:
S N1 speed sensor
S N2 speed sensor
S Number 1 bearing vibration sensor, or
S Fan frame compressor case vertical vibration (FFCCV) sensor.
The DEUs and the flight data acquisition unit (FDAU) receive AVM information
through an ARINC 429 data bus.
DEUs
The DEUs use input from the engine indicating system to show engine
parameters on the CDS.
FRA US/E GiM
Mai 10, 2006
ATA 71--80 Engine
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B737-- 600/700/800/900
71-- 80
EEC
NO. 1 BEARING
VIB SENSOR
N2 SPEED
SENSOR
FOR TRAINING PURPOSES ONLY!
N1 SPEED
SENSOR
DEU 1
Mai 10, 2006
FFCCV
SENSOR
DEU 2
AVM SIGNAL
CONDITIONER
Figure 170
FRA US/E GiM
T49.5
(EGT)
FDAU
General Schematic
ATA 71--80 Engine
Page 337
OSA MRO Support Pvt. Ltd
FOR TRAINING PURPOSES ONLY!
POWER PLANT
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
71-- 80
ENGINE DISPLAY CONFIG 1
The upper center display unit usually shows these indications:
S N1 rotor speed
S EGT
S N2 rotor speed
S Engine vibration
The display unit can also show these indications:
S Thrust reverser message
S Engine inlet cowl thermal anti-ice on
S Autothrottle limit
S Autothrottle mode
S N1 reference
S Engine fail message
S Cross bleed start message
S Start control valve open
S Engine oil filter bypass
S Engine low oil pressure.
S Fuel flow or fuel used
S Fuel quantity
S Total air temperature
S Engine oil pressure
S Engine oil temperature
S Engine oil quantity
S Hydraulic pressure
S Hydraulic quantity.
Refer to the applicable chapters for more information about these indications.
The lower center and inboard display units can also show this information.
FRA US/E GiM
Mai 10, 2006
ATA 71--80 Engine
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POWER PLANT
B737-- 600/700/800/900
One Stop Airline
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90.0
N1 ROTOR SPEED
90.0
20.0
10
20.0
10
0
8
6
EXHAUST GAS
TEMPERATURE (EGT)
0
8
2
4
71-- 80
6
N1
2
4
100
50
100
50
0
0
583
583
OIL P
200
EGT
200
100
100
N2 ROTOR SPEED
60.0
0
60.0
0
OIL T
96
N2
2
0.87
6
0.87
6
0
4
2
4
0
FF/FU
LB X 1000
A
3
CTR
1
8 500
1
AIRBORNE VIBRATION
MONITORING (AVM)
5
B
3
4
2
2
2 800
4
0
VIB
2
3
1
5
4
2
FOR TRAINING PURPOSES ONLY!
3
1
0
96
OIL Q %
2
0
HYD P
4
1
0
8 500
100
FUEL LB
HYD Q %
100
COMMON DISPLAY SYSTEM DISPLAY UNIT
Figure 171
FRA US/E GiM
Mai 10, 2006
Engine Display
ATA 71--80 Engine
Page 339
One Stop Airline
MRO Support Pvt. Ltd
B737-- 600/700/800/900
71-- 80
ENGINE DISPLAY CONFIG 2
The CDS usually shows engine data on two display units. One display unit
shows the primary engine display and the other shows the secondary engine
display. The primary engine display usually shows on the upper center display
unit (DU). The secondary engine display usually shows on the lower center DU.
Engine data can also show on the inboard display units
FOR TRAINING PURPOSES ONLY!
OSA MRO Support Pvt. Ltd
POWER PLANT
FRA US/E GiM
Mai 10, 2006
ATA 71--80 Engine
Page 340
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POWER PLANT
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One Stop Airline
MRO Support Pvt. Ltd
71-- 80
N1 ROTOR SPEED
TAT +19c
10
ENG 1
75.0
75.0
21.0
21.0
10
0
8
6
N2 ROTOR SPEED
ENG 2
61.0
0
8
2
6
4
N2
2
4
N1
500
61.0
5.90
500
EXHAUST GAS
TEMPERATURE (EGT)
36
EGT
FF
OIL
PRESS
5.99
36
129
OIL
TEMP
20
OIL QTY 20
130
CTR
14 890
1
FOR TRAINING PURPOSES ONLY!
8 760
FUEL
LB
AIRBORNE VIBRATION
MONITORING (AVM)
1.6
4.5
COMMON DISPLAY SYSTEM
LOWER CENTER DISPLAY UNIT
(SECONDARY ENGINE DISPLAY)
Figure 172
Mai 10, 2006
VIB
8 760
COMMON DISPLAY SYSTEM
UPPER CENTER DISPLAY UNIT
(PRIMARY ENGINE DISPLAY)
FRA US/E GiM
1.6
2
Engine Indication Config. 2
ATA 71--80 Engine
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POWER PLANT
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B737-- 600/700/800/900
71-- 80
EEC-BITE
General
The EEC built--in test equipment (BITE) stores engine information in
non--volatile memory and lets the mechanic do ground tests. You get the
information from the EEC BITE memory and do the ground tests with the flight
management computer (FMC) control display unit (CDU). You select the data
or test with the CDU. The FMC CDU sends a signal to the EEC through the
display electronic unit (DEU) on a ARINC 429 data bus. The EEC returns the
requested data or test results to the FMC CDU through the DEU.
These are the types of data that the EEC stores:
S RECENT FAULTS (faults that occurred during the last 3 flight legs)
S FAULT HISTORY (faults that occurred during the last 10 flight legs)
S IDENT/CONFIG (engine identification and configuration data)
S INPUT MONITORING (data sent to the EEC by engine and airplane
sensors).
EEC BITE can do several ground tests. The ground test let the mechanic find
engine system problems and make sure maintenance action corrected the
problem.
FOR TRAINING PURPOSES ONLY!
Training Information Point
You use the fault isolation manual (FIM) to interpret engine faults that show on
the CDU.
You use part II of the maintenance manual to do the engine ground tests.
FRA US/E GiM
Mai 10, 2006
ATA 71--80 Engine
Page 342
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POWER PLANT
B737-- 600/700/800/900
One Stop Airline
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71-- 80
ENGINE 1 BITE TEST
MAIN MENU
1/1
< RECENT FAULTS
< FAULT HISTORY
< INDENT/CONFIG
< GROUND TESTS
< INPUT MONITORING
< INDEX
FOR TRAINING PURPOSES ONLY!
DEU
INIT
REF
RTE
CLB
CRZ
DIR
INTC
LEGS
DEP
ARR
HOLD PROG EXEC
N1
LIMIT
FIX
A
B
C
D
E
PREV NEXT
PAGE PAGE
F
G
H
I
J
1
2
3
K
L
M
N
O
4
5
6
P
Q
R
S
T
7
8
9
U
V
W
X
Y
0
+/ --
Z
DEL
/
CLR
BRT
DES
EEC
CDU
Figure 173
FRA US/E GiM
Mai 10, 2006
EEC BITE General
ATA 71--80 Engine
Page 343
One Stop Airline
MRO Support Pvt. Ltd
OSA B737--6 GEN FAM
TABLE OF CONTENTS
GENERAL FAMILIARIZATION . . . . . . . . . . . . . . .
1
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GROUND OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . .
MAINTENANCE DOCUMENTS - INTRODUCTION . . . .
2
8
10
ATA 24 ELECTRICAL POWER . . . . . . . . . . . . . .
14
POWER AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . .
EL. METERS, BATTERY & GALLEY POWER MODULE
GENERATOR DRIVE AND STBY POWER MODULE . .
AC SYSTEMS, GENERATOR AND APU MODULE . . . .
GENERATOR DRIVE - GENERAL DESCRIPTION . . . .
14
16
20
22
26
ATA 26 FIRE PROTECTION - GENERAL . . . . .
28
FIRE PROTECTION - INTRODUCTION . . . . . . . . . . . . .
FIRE PROTECTION - FIRE ALARMS . . . . . . . . . . . . . . .
ENGINE FIRE EXTINGUISHING . . . . . . . . . . . . . . . . . . . .
APU FIRE EXTINGUISHING . . . . . . . . . . . . . . . . . . . . . . .
26--14 LAVATORY SMOKE DETECTION . . . . . . . . . . . . .
LAVATORY SMOKE DETECTION - GENERAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WHEEL WELL OVERHEAT DETECTION - INTRO . . . .
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . .
WING AND BODY OVERHEAT DET.- INTRO . . . . . . . .
CARGO COMP. SMOKE DETECTION - INTRO . . . . . . .
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . .
LAV FIRE EXTING BOTTLE AND TEMP INDICATOR .
PORTABLE FIRE EXTINGUISHING . . . . . . . . . . . . . . . . .
28
30
32
34
36
38
40
42
44
46
48
50
52
ATA 30 ICE AND RAIN PROTECTION . . . . . . . .
54
ICE AND RAIN PROTECTION - GEN. DESCRIPTION .
54
OSA
NN
Jul 3, 2007
PITOT AND STATIC - CONTROL PANEL . . . . . . . . . . . .
CABIN WINDOW ANTI-ICING (CWAI) INTRO . . . . . . .
WINDSHIELD WIPER SYSTEM . . . . . . . . . . . . . . . . . . . .
56
58
60
30--43 RAIN REPELLENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDROPHOBIC WINDSHIELD COATING . . . . . . . . . . .
62
62
30--10
WING THERMAL ANTI-ICING SYSTEM . . . . . . . . . . . . .
64
30--20
INLET COWL ANTI-ICING SYSTEM . . . . . . . . . . . . . . . .
66
ATA 31 INSTRUMENTS . . . . . . . . . . . . . . . . . . . .
68
CLOCKS - GENERAL DESCRIPTION . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FDRS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . .
FDRS - COMPONENT LOCATION FLT. COMPT . . . . . .
AURAL WARNING SYSTEM - GENERAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MASTER CAUTION SYSTEM - INTRODUCTION . . . . .
MASTER CAUTION SYSTEM - GENERAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TAKEOFF WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMMON DISPLAY SYSTEM . . . . . . . . . . . . . . . . . . . . . .
CDS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . .
68
70
72
74
ATA 33 LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
88
FLIGHT COMPARTMENT LIGHTING - INTRO . . . . . . .
CARGO AND SERVICE COMPARTMENT - INTRO . . .
EMERGENCY LIGHTING - INTRODUCTION . . . . . . . . .
88
90
94
ATA 23 COMMUNICATION . . . . . . . . . . . . . . . . . .
96
FLIGHT INTERPHONE SYSTEM . . . . . . . . . . . . . . . . . . .
FLIGHT INTERPHONE - GENERAL DESCRIPTION . .
FLIGHT INTERPHONE - AUDIO CONTROL PANEL . . .
96
98
100
76
78
80
82
84
86
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TABLE OF CONTENTS
FLIGHT INTERPHONE FLIGHT COMP. LOCATIONS .
SERVICE INTERPHONE SYSTEM . . . . . . . . . . . . . . . . . .
SERVICE INTERPHONE - GEN. DESCRIPTION . . . . .
FLIGHT CREW CALL / CABIN INTERPHONE . . . . . . . .
PASSENGER ADDRESS - INTRODUCTION . . . . . . . . .
VERY HIGH FREQUENCY SYSTEM -- INTRO . . . . . . .
VHF - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . .
ACARS -- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . .
ACARS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . .
ACARS - OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMERGENCY LOCATOR TRANSMITTER - INTRO . . .
ELT - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . .
HIGH FREQUENCY COMMUNICATION -- INTRO . . . .
HF -- GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . .
SELECTIVE CALLING SYSTEM -- INTRODUCTION . .
SELCAL - GENERAL DESCRIPTION . . . . . . . . . . . . . . . .
VOICE RECORDER SYSTEM -- INTRODUCTION . . . .
VOICE RECORDER - GENERAL DESCRIPTION . . . . .
PES / AUDIO -- INTRODUCTION . . . . . . . . . . . . . . . . . . .
PES--AUDIO / GENERAL DESCRIPTION . . . . . . . . . . . .
PES - VIDEO -- INTRODUCTION . . . . . . . . . . . . . . . . . . .
PES - VIDEO - GENERAL DESCRIPTION . . . . . . . . . . .
OPERATION OF THE VSCU . . . . . . . . . . . . . . . . . . . . . .
102
104
106
108
110
112
114
116
118
120
122
124
126
128
130
132
134
134
136
138
140
142
144
ATA 34 NAVIGATION . . . . . . . . . . . . . . . . . . . . . . .
146
STATIC AND TOTAL AIR PRESSURE SYSTEM . . . . . .
AIR DATA - INERTIAL REFERENCE SYSTEM . . . . . . .
ADIRS - ALIGNMENT PROCEDURE 1 . . . . . . . . . . . . . .
ADIRS - LAST PRESENT POSITION ENTRY ON CDU
CDS - PFD - OVERVIEW (AIR DATA - IRS DATA) . . . . .
INSTRUMENT LANDING SYSTEM (ILS) . . . . . . . . . . . . .
ILS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . .
CDS - PFD - OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . .
146
148
150
150
152
154
156
158
OSA
NN
Jul 3, 2007
ND - CENTERED APPROACH . . . . . . . . . . . . . . . . . . . . .
VHF OMNIDIRECTIONAL RANGING (VOR) SYSTEM .
VOR SYSTEM - GENERAL DESCRIPTION . . . . . . . . . .
ND - CENTERED VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MARKER BEACON SYSTEM - INTRODUCTION . . . . .
MARKER SYSTEM - GENERAL DESCRIPTION . . . . . .
PFD - OVERVIEW - MARKER BEACON INDICATIONS
DISTANCE MEASURING EQUIPMENT . . . . . . . . . . . . . .
DME SYSTEM - GENERAL DESCRIPTION . . . . . . . . . .
ND - CENTERED APPROACH - DME INDICATION . . .
AUTOMATIC DIRECTION FINDER SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ADF SYSTEM - GENERAL DESCRIPTION . . . . . . . . . .
RADIO ALTIMETER SYSTEM — INTRODUCTION . . .
RA SYSTEM - GENERAL DESCRIPTION . . . . . . . . . . . .
PFD - INDICATION - RADIO ALTITUDE . . . . . . . . . . . . .
AIR TRAFFIC CONTROL SYSTEM - INTRODUCTION
ATC SYSTEM - GENERAL DESCRIPTION . . . . . . . . . . .
TRAFFIC ALERT AND COLLISION AVOIDANCE
SYSTEM (TCAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TCAS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . .
TCAS - NAVIGATION DISPLAY . . . . . . . . . . . . . . . . . . . . .
TCAS - ATTITUDE INDICATOR DISPLAY . . . . . . . . . . . .
WEATHER RADAR SYSTEM . . . . . . . . . . . . . . . . . . . . . . .
WXR SYSTEM - GENERAL DESCRIPTION . . . . . . . . . .
EGPWS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . .
EGPWS GENERAL DESCRIPTION . . . . . . . . . . . . . . . . .
GLOBAL POSITIONING SYSTEM (GPS) . . . . . . . . . . . .
GPS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . .
160
162
162
164
166
166
168
170
170
172
ATA 22 AUTOFLIGHT . . . . . . . . . . . . . . . . . . . . . .
202
DIGITAL FLIGHT CONTROL SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DFCS - MCP DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
202
204
174
174
176
176
178
180
182
184
186
188
190
192
194
196
198
200
200
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TABLE OF CONTENTS
DFCS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . .
AUTOTHROTTLE SYSTEM - INTODUCTION . . . . . . . .
A/T SYSTEM - OPERATION, OVERVIEW . . . . . . . . . . .
206
210
212
ATA 51--57
STRU
CTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
214
BASIC STRUCTURAL DESCRIPTION . . . . . . . . . . . . . . .
214
ATA 52 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
216
DOOR LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
216
ATA 25 EQUIPMENT AND FURNISHINGS . . . .
218
DOOR MOUNTED ESCAPE SLIDES . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PASSENGER COMPARTMENT . . . . . . . . . . . . . . . . . . . .
CABIN ATTENDANT STATIONS . . . . . . . . . . . . . . . . . . . .
218
220
222
224
ATA 35 OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . .
226
OXYGEN SYSTEM INTRODUCTION . . . . . . . . . . . . . . .
PASSENGER OXYGEN SYSTEM . . . . . . . . . . . . . . . . . . .
226
228
ATA 38 WATER AND WASTE . . . . . . . . . . . . . . .
230
POTABLE WATER -- INTRODUCTION . . . . . . . . . . . . . . .
VACUUM WASTE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . .
230
232
ATA 28 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
234
FUEL STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
234
OSA
NN
Jul 3, 2007
PRESSURE REFUEL SYSTEM . . . . . . . . . . . . . . . . . . . . .
FUEL VENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEFUEL -- SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FUEL SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE FUEL FEED SYSTEM . . . . . . . . . . . . . . . . . . . . .
FUEL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . .
236
238
240
242
244
246
ATA 29 HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . .
248
HYD INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . .
250
ATA 27 FLIGHT CONTROL . . . . . . . . . . . . . . . . .
252
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AILERON SYSTEM FUNCTIONAL . . . . . . . . . . . . . . . . . .
SPOILER SYSTEM AND SPEEDBRAKES . . . . . . . . . . .
PITCH CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER (YAW) CONTROL . . . . . . . . . . . . . . . . . . . . . . . .
HIGH LIFT DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . .
CENTER PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CENTER CONTROL STAND . . . . . . . . . . . . . . . . . . . . . . .
252
254
256
258
260
262
264
268
270
272
ATA 32 LANDING GEAR . . . . . . . . . . . . . . . . . . .
274
MAIN GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
274
276
278
ATA 36 PNEUMATIC . . . . . . . . . . . . . . . . . . . . . . .
280
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PNEUMATIC SYSTEM DESCRIPTION . . . . . . . . . . . . . .
280
282
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PNEUMATIC PANEL DESCRIPTION . . . . . . . . . . . . . . . .
284
ATA 73 ENGINE CONTROLS . . . . . . . . . . . . . . .
322
ATA 21 AIR CONDITIONING . . . . . . . . . . . . . . . .
286
ENGINE FUEL AND CONTROL - DISTRIBUTION . . . .
ENGINE THRUST CONTROL . . . . . . . . . . . . . . . . . . . . . .
324
326
AIR COND SYSTEM DESCRIPTION . . . . . . . . . . . . . . .
OVERHEAD PANEL DESCRIPTION . . . . . . . . . . . . . . . .
EQUIPMENT COOLING SYSTEM . . . . . . . . . . . . . . . . . .
COOLING - FUNCTIONAL DESCRIPTION . . . . . . . . . . .
PNEUMATIC CONTROL PANEL . . . . . . . . . . . . . . . . . . . .
PRESSURIZATION CONTROL . . . . . . . . . . . . . . . . . . . . .
PRESSURIZATION CONTROL - GENERAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRESSURIZATION CONTROL MODULE . . . . . . . . . . . .
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . .
INDICATION & CONTROLS . . . . . . . . . . . . . . . . . . . . . . . .
APU LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . .
APU FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU PNEUMATIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . .
IGNITION AND START SYSTEM . . . . . . . . . . . . . . . . . . .
286
288
290
292
294
296
ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . .
328
ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . .
330
ATA 78 THRUST REVERSER SYSTEM . . . . . .
332
ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . .
336
ENGINE DISPLAY CONFIG 1 . . . . . . . . . . . . . . . . . . . . . .
ENGINE DISPLAY CONFIG 2 . . . . . . . . . . . . . . . . . . . . . .
EEC-BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
338
340
342
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . .
314
ENGINE — INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . .
314
ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . .
316
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . .
316
318
ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
320
ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . .
320
OSA
NN
Jul 3, 2007
298
300
302
304
306
308
310
312
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OSA B737--6 GEN FAM
TABLE OF FIGURES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
Figure 20
Figure 21
Figure 22
Figure 23
Figure 24
Figure 25
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
Figure 31
Figure 32
Figure 33
Figure 34
Figure 35
OSA
Dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aircraft Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT DECK PANEL - FRONT VIEW . . . . . . . . . . . . . . . . . . .
FLIGHT DECK PANEL - PEDESTAL . . . . . . . . . . . . . . . . . . . . .
FLIGHT DECK PANEL - OVERHEAD . . . . . . . . . . . . . . . . . . . .
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAINT. DOCUMENTS - INTRODUCTION . . . . . . . . . . . . . . . .
MAINT. DOCUMENTS - MAINTENANCE . . . . . . . . . . . . . . . . .
POWER / CONTROL - GEN. DESCRIPTION . . . . . . . . . . . . .
EL. METERS / BATTERY / GALLEY PWR MODULE . . . . . .
EL. METERS / BATTERY / GALLEY PWR MODULE . . . . . .
GEN. DRIVE / STBY POWER MODULE . . . . . . . . . . . . . . . .
AC SYSTEMS / GENERATOR / APU MODULE . . . . . . . . . .
AC SYSTEMS / GENERATOR / APU MODULE . . . . . . . . . .
GENERATOR DRIVE - GENERAL . . . . . . . . . . . . . . . . . . . . . .
FIRE PROTECTION - INTRODUCTION . . . . . . . . . . . . . . . . .
Engine and APU Fire Warning . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE FIRE EXTINGUISHING - INTRODUCTION . . . . . .
APU FIRE EXT. - GEN. DESCR. . . . . . . . . . . . . . . . . . . . . . . .
LAV. SMOKE DET. - INTRO . . . . . . . . . . . . . . . . . . . . . . . . . . .
LAV. SMOKE DET. - GEN. DESCRIPTION . . . . . . . . . . . . . . .
WHEEL WELL OVERHEAT DET. - INTRO . . . . . . . . . . . . . . .
WW-FIRE WARNING - GENERAL. DESCR. . . . . . . . . . . . . .
WING & BODY OVERHEAT DET.- INTRO . . . . . . . . . . . . . . .
CARGO SMOKE DET. - INTRO . . . . . . . . . . . . . . . . . . . . . . . .
CARGO SMOKE DET. - GENERAL DESCR. . . . . . . . . . . . . .
LAVATORY FIRE EXT. - BOTTLE AND TEMP-INDIC. . . . . .
PORTABLE FIRE EXT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ICE & RAIN - GENERAL DESCRIPTION . . . . . . . . . . . . . . . .
PITOT AND STATIC - CONTROL PNL . . . . . . . . . . . . . . . . . .
CWAI SYSTEM - INTRODUCTION . . . . . . . . . . . . . . . . . . . . .
WINDSHIELD WIPER - INTRO . . . . . . . . . . . . . . . . . . . . . . . .
HYDROPHOBIC WINDSHIELD COATING . . . . . . . . . . . . . . .
Wing Anti Ice System Schematic . . . . . . . . . . . . . . . . . . . . . . .
ICAI System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NN
Jul 3, 2007
3
4
5
6
7
9
11
13
15
17
19
21
23
25
27
29
31
33
35
37
39
41
43
45
47
49
51
53
55
57
59
61
63
65
67
Figure 36
Figure 37
Figure 38
Figure 39
Figure 40
Figure 41
Figure 42
Figure 43
Figure 44
Figure 45
Figure 46
Figure 47
Figure 48
Figure 49
Figure 50
Figure 51
Figure 52
Figure 53
Figure 54
Figure 55
Figure 56
Figure 57
Figure 58
Figure 59
Figure 60
Figure 61
Figure 62
Figure 63
Figure 64
Figure 65
Figure 66
Figure 67
Figure 68
Figure 69
Figure 70
Clocks - General, Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FDRS - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FDRS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
FLIGHT COMP. - LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . .
AURAL WARNING - GENERAL . . . . . . . . . . . . . . . . . . . . . . . .
MASTER CAUTION - GENERAL . . . . . . . . . . . . . . . . . . . . . . .
MASTER CAUTION - BASIC INTRODUCTION . . . . . . . . . . .
LANDG. WARNING - GENERAL . . . . . . . . . . . . . . . . . . . . . . .
COMMON DISPL. SYSTEM - GENERAL . . . . . . . . . . . . . . . .
COMMON DISPL. SYSTEM - GEN. DESCR. . . . . . . . . . . . .
FLIGHT COMP. LIGHTING - INTRO . . . . . . . . . . . . . . . . . . . .
CARGO & SERVICE COMP. LIGHTING - INTRO . . . . . . . . .
EXTERIOR LIGHTING - INTRO . . . . . . . . . . . . . . . . . . . . . . . .
EMERGENCY LIGHTING - INTRO . . . . . . . . . . . . . . . . . . . . .
FLIGHT INTERPHONE - INTRODUCTION . . . . . . . . . . . . . .
FLIGHT INTERPHONE - GEN. DESCRIPTION . . . . . . . . . .
FLIGHT INTERPHONE - ACP . . . . . . . . . . . . . . . . . . . . . . . . .
FLIGHT INTERPHONE - COMP. LOC. . . . . . . . . . . . . . . . . . .
SERVICE INTERPHONE - INTRODUCTION . . . . . . . . . . . . .
SERVICE INTERPHONE - GEN. DESCRIPTION . . . . . . . . .
FLIGHT CREW CALL - GEN. DESCRIPTION . . . . . . . . . . . .
PA - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VHF - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VHF - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
ACARS - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACARS - OPERATION – MCDU . . . . . . . . . . . . . . . . . . . . . . . .
ELT - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELT - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HF - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HF - GEN. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SELCAL - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . .
SELCAL - GENERAL DESCR. . . . . . . . . . . . . . . . . . . . . . . . . .
VOICE RECORDER - DESCRIPTION . . . . . . . . . . . . . . . . . . .
PES-AUDIO - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . .
69
71
73
75
77
79
81
83
85
87
89
91
93
95
97
99
101
103
105
107
109
111
113
115
117
119
121
123
125
127
129
131
133
135
137
Page v
One Stop Airline
MRO Support Pvt. Ltd
OSA B737--6 GEN FAM
TABLE OF FIGURES
Figure 71
Figure 72
Figure 73
Figure 74
Figure 75
Figure 76
Figure 77
Figure 78
Figure 79
Figure 80
Figure 81
Figure 82
Figure 83
Figure 84
Figure 85
Figure 86
Figure 87
Figure 88
Figure 89
Figure 90
Figure 91
Figure 92
Figure 93
Figure 94
Figure 95
Figure 96
Figure 97
Figure 98
Figure 99
Figure 100
Figure 101
Figure 102
Figure 103
Figure 104
Figure 105
OSA
PES / AUDIO - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . .
PES / VIDEO - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . .
PES / VIDEO - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . .
VSCU - OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PITOT, STATIC INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . .
ADIRS GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
IRS ALIGN - MCDU POS. ENTRY . . . . . . . . . . . . . . . . . . . . . .
PFD - OVERVIEW (IRS / AIR DATA) . . . . . . . . . . . . . . . . . . . .
ILS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GEN. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PFD - OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ND - CENTERED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . .
VOR GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
ND - CENTERED VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MARKER GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . .
PFD - OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DME GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ND - CENTERED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . .
ADF GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
GEN. SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PFD - OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATC INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ATC GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .
TCAS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TCAS GERERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
TCAS - NAVIGATION DISPLAY . . . . . . . . . . . . . . . . . . . . . . . .
TCAS - ATTITUDE INDICATOR DISPLAY . . . . . . . . . . . . . . .
WXR - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
WXR - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .
EGPWS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EGPWS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . .
GPS GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . .
DFCS - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DFCS MCP - GENERAL DESCRIPTION . . . . . . . . . . . . . . .
DFCS - GENERAL DESCRIPRION . . . . . . . . . . . . . . . . . . . .
NN
Jul 3, 2007
139
141
143
145
147
149
151
153
155
157
159
161
163
165
167
169
171
173
175
177
179
181
183
185
187
189
191
193
195
197
199
201
203
205
207
Figure 106
Figure 107
Figure 108
Figure 109
Figure 110
Figure 111
Figure 112
Figure 113
Figure 114
Figure 115
Figure 116
Figure 117
Figure 118
Figure 119
Figure 120
Figure 121
Figure 122
Figure 123
Figure 124
Figure 125
Figure 126
Figure 127
Figure 128
Figure 129
Figure 130
Figure 131
Figure 132
Figure 133
Figure 134
Figure 135
Figure 136
Figure 137
Figure 138
Figure 139
Figure 140
DFCS - GENERAL DESCRIPRION . . . . . . . . . . . . . . . . . . . .
AT INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AT OPERATION OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . .
Composite Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Door Mounted Escape Slide . . . . . . . . . . . . . . . . . . . . . . . . . . .
Equipment and Furnishing . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Compartment - Introduction . . . . . . . . . . . . . . . . .
Attendant Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Passenger Oxygen System Introduction . . . . . . . . . . . . . . . .
Functional Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vacuum Waste System - Introduction . . . . . . . . . . . . . . . . . . .
Fuel Storage - General Description . . . . . . . . . . . . . . . . . . . . .
Refueling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Defueling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine and APU Fuel Feed System . . . . . . . . . . . . . . . . . . . .
Fuel Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . .
Roll Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aileron System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Spoiler System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stabilizer and Elevator Schematic . . . . . . . . . . . . . . . . . . . . .
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Lift Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flap positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Center Control Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Gear Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
209
211
213
215
217
219
221
223
225
227
229
231
233
235
237
239
241
243
245
247
249
251
253
255
257
259
261
263
265
266
267
269
271
273
275
Page vi
One Stop Airline
MRO Support Pvt. Ltd
OSA B737--6 GEN FAM
TABLE OF FIGURES
Figure 141
Figure 142
Figure 143
Figure 144
Figure 145
Figure 146
Figure 147
Figure 148
Figure 149
Figure 150
Figure 151
Figure 152
Figure 153
Figure 154
Figure 155
Figure 156
Figure 157
Figure 158
Figure 159
Figure 160
Figure 161
Figure 162
Figure 163
Figure 164
Figure 165
Figure 166
Figure 167
Figure 168
Figure 169
Figure 170
Figure 171
Figure 172
Figure 173
OSA
Brake and Anti Skid Systems . . . . . . . . . . . . . . . . . . . . . . . . .
Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pneumatic System Schematic . . . . . . . . . . . . . . . . . . . . . . . . .
Pneumatic Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Conditioning System Schematic . . . . . . . . . . . . . . . . . . . .
Overhead Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Equipment Cooling General . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Conditioning System Schematic . . . . . . . . . . . . . . . . . . . .
Overhead Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressurization Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressurization Control Interface . . . . . . . . . . . . . . . . . . . . . . .
Pressurization Control Module . . . . . . . . . . . . . . . . . . . . . . . . .
Allied Signal 131--9 B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Indication & Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel System General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
APU Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition and Start System Components . . . . . . . . . . . . . . . . .
Thrust Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fadec Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Controls Components . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Thrust Control System Schematic . . . . . . . . . . . . . . .
Engine Air General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Translating Sleeves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Indication Config. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . .
EEC BITE General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NN
Jul 3, 2007
277
279
281
283
285
287
289
291
293
295
297
299
301
303
305
307
309
311
313
315
319
321
323
325
327
329
331
333
335
337
339
341
343
Page vii