B737 Training

B737--600/700/800/900 General Familiarization
One Stop Airline

MRO Support Pvt. Ltd
Training Manual One Stop Airline
Boeing
B737--600/700/800/900
Issue: Jul 2007

Author: OSA
ATA DIVERSE For Training Purposes Only

E OSA 2007
General Familiarization
Level 1
OSA B737--6_DIVERSE_L1
Training Manual One Stop Airline
For training purposes and internal use only.

E Copyright by One Stop Airline MRO Support Pvt. Ltd (OSA).
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software.
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OSA MRO Support Pvt. Ltd
One Stop Airline B737-- 600/700/800/900
GENERAL FAMILIARIZATION
FOR TRAINING PURPOSES ONLY!
ATA DOC Page 1

INTRODUCTION One Stop Airline B737-- 600/700/800/900
GENERAL AIRCRAFT
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

GENERAL AIRCRAFT
35,80 mtr
12,60 mtr
14,30 mtr
B737--600 31,20 mtr

B737--700 33,60 mtr
B737--800 39,50 mtr
B737--900 42,10 mtr
Figure 1 Dimension
GENERAL AIRCRAFT
B737--600 B737--700 B737--800 B737--900
Maximum weight (kg):

Taxi 56530 60550 78460 79243
Take-off 56250 60330 78220 79016
Landing 54650 58060 65310 66360
Zero-fuel 51480 54660 61690 62730
Powerplant:
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
Accomodation:
Max. Seating (single class) 132 149 189 189
Hold Volume (m3) 23.30 30.20 47.10 52.40
Fuel (kg):
Standard 20536 20536 20536 20536
Optional (BBJ) 30170
Long Range Cruise:

Range with max. payload (nm) 3153 3299 2926 2726
Figure 2 Aircraft Data

GENERAL AIRCRAFT
P7
P1 P2
P3
P8
P9
P7 (GLARESHIELD)
1
1
P1 P2 P3
Figure 3 FLIGHT DECK PANEL - FRONT VIEW
GENERAL AIRCRAFT
P8
P8
P9
PILOTS’ CONTROL STAND
P9
Figure 4 FLIGHT DECK PANEL - PEDESTAL
GENERAL AIRCRAFT
P 5 AFT
P 5 AFT
P 5 FWD
P 5 FWD
Figure 5 FLIGHT DECK PANEL - OVERHEAD

GENERAL AIRCRAFT
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.
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)

GENERAL AIRCRAFT
FUELING
GALLEY POTABLE WATER

SERVICE BAGGAGE SERVICE
BAGGAGE
HANDLING
HANDLING
ELECTRICAL
POWER
1 APU
2
FORWARD
AIRSTAIRS
STARTING
AIR
1 AIR
CONDITIONING
1 VACUUM GALLEY
1 NOT REQUIRED IF APU IS IN USE.
2 AUXILIARY POWER UNIT CAN PROVIDE: LAVATORY SERVICE
w ELECTRICAL POWER SERVICE (SECOND
w ENGINE START
POSITION)
w AIR CONDITIONING
Figure 6 Servicing
MAINTENANCE DOCUMENTS One Stop Airline B737-- 600/700/800/900
MAINTENANCE DOCUMENTS - INTRODUCTION Dispatch Deviation Guide

The Dispatch Deviation Guide (DDG) supplies Boeing’s recommended
General minimum equipment required for dispatch in the Master Minimum Equipment
The maintenance documents will help you to do scheduled and unscheduled List (MMEL). It also supplies the procedures for dispatch with a fault if
maintenance work. permitted.
System Schematics Manual Training Information Point

The System Schematic Manual (SSM) gives the user an understanding of Each maintenance document has an introduction to show you how to use that
system operation and helps in the fault isolation process. document.
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.
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.
FRA US/E GiM Mai 10, 2006 Documentation Page 10

NOTE:
THE SHADOWED DOCUMENTS CAN BE FOUND IN

THE BOEING PORTABLE MAINTENANCE AID (PMA)
PMA
Figure 7 MAINT. DOCUMENTS - INTRODUCTION

Scheduled Maintenance Unscheduled Maintenance
These are examples of scheduled maintenance work: These are examples of unscheduled maintenance work:
S Through stop checks S Flight faults
S Airplane turn around S Ground faults
S Daily checks S Service problems
S Planned checks. S Structural damage.
You use these documents to do scheduled maintenance: You use these documents to do unscheduled maintenance:
S Maintenance Planning Document (MPD) S Fault Reporting Manual (FRM)
S Airplane Maintenance Manual (AMM). S Fault Isolation Manual (FIM) (PMA)!
S Structural Repair Manual (SRM)
These documents supply supporting data to do scheduled maintenance: S Dispatch Deviations Guide (DDG)
S System Schematics Manual (SSM) S Airplane Maintenance Manual (AMM) (PMA)!
S Wiring Diagram Manual (WDM)
S Structural Repair Manual (SRM)
NOTE: NOTE: SOME OF THIS DOCUMENTS CAN BE FOUND IN THE
S Illustrated Parts Catalog (IPC). DIGITAL BOEING PORTABLE MAINTENANCE AID (PMA)!
S Maintenance Planning Document
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.

SCHEDULED MAINTENANCE UNSCHEDULED MAINTENTANCE

NOTE:
THE SHADOWED DOCUMENTS CAN BE FOUND IN
THE BOEING PORTABLE MAINTENANCE AID (PMA) PMA
Figure 8 MAINT. DOCUMENTS - MAINTENANCE

ELECTRICAL POWER One Stop Airline B737-- 600/700/800/900
MRO Support Pvt. Ltd 24-- 00
ATA 24 ELECTRICAL POWER make AC power. The SPCU controls the distribution of AC and DC standby
power.
Protection
POWER AND CONTROL The electrical power system uses automatic control to protect the system from
source failure or load failure. These line replaceable units (LRUs) supply the
The electrical power system makes and supplies AC and DC power to airplane.
system with protection and control logic:
The system has automatic and manual controls and protection.
A standby AC and DC system gives normal and emergency power. S Left generator control unit (GCU 1)
AC Power S Right generator control unit (GCU 2)
The electrical power system has four main AC power sources and one standby S APU generator control unit (AGCU)
power source. S Bus power control unit (BPCU)
These are the main AC power sources and their supply capacity: S Standby power control unit (SPCU)
S Left integrated drive generator (IDG 1) (90 KVA) S Start converter unit (SCU).
S Right integrated drive generator (IDG 2) (90 KVA) The GCUs monitor the system to control and protect the IDGs.
S APU starter-generator (90 KVA below 32,000 feet/9,753 meters, and goes The APU GCU and the starter converter unit (SCU) work together to control
down to 66 KVA at 41,000 feet/12,496 meters) and protect the APU starter-generator.
S External power (90 KVA). The bus power control unit (BPCU) controls and monitors the use of external
The IDGs and APU starter-generator supply a 3 phase,115/200 volts (nominal) power. The BPCU protects the airplane from external power whose quality is
at 400 Hz. The AC power system design prevents two sources to the same out of limits.
load at the same time. Control
The static inverter supplies a one phase, 115v ac output to the AC standby These modules on the P5 panel give manual control of the electrical power
bus. system:
DC Power S Electrical meters, battery and galley power module (P5-13)
Three transformer rectifier units (TRUs) change 115v ac to 28v dc. S Generator drive and standby power module (P5-5)
The airplane also has these DC power sources: S AC systems, generator and APU module (P5-4).
S Main battery The switches on these modules send signals to the LRUs that control portions
S Main battery charger of the system. The LRUs then energize or de-energize relays or breakers to
control electrical power.
S Auxiliary battery
Breakers allow power to the buses. A breaker closes to let power through it.
S Auxiliary battery charger.
The breakers close when you command the GCU to close it. The GCU closes
The batteries are the backup DC source if other sources do not operate. the breaker only when power is good and no other power source is on the bus.
The standby power control unit (SPCU) controls the distribution of dc power. These are the main breakers:
Standby Power S External power contactor (EPC)
With the loss of norma power, the standby power system supplies a minimum S APU power breaker (APB)
of 60 minutes of AC and DC power to systems necessary to maintain safe S Generator control breaker (GCB)
flight. The batteries supply DC power. The static inverter uses battery power to S Bus tie breakers (BTBs).
FRA US/E GiM Mai 10, 2006 ATA 24 Electric Page 14

DC AMP CPS FREQ
SYS A
DATA
EPC
DC VOLTS / AC AMPS / AC VOLTS
BPCU EXTERNAL POWER A

TR1 APU GEN
BAT TR2 GEN1 GEN2
BAT TR3 GRD INV
BUS PWR
STBY TEST STBY TEST
PWR PWR
OFF
OFF
TRU 1 STATIC
BAT GALLEY
TO INV
ON
ON
SYS GCB 2
DC AC
P5--13
1 2
GCU 2 IDG 2
STANDBY POWER SYS AC STDBY
DISCONNECT DISCONNECT STATUS TRU 2
BAT OFF AUTO
TO A
SYS
P5--5 SCU
DC STDBY
GRD
TRU 3
PWR
OFF
ON APB
BUS TRANSFER
A
O
F U
T
SYS
F O
STATUS AGCU APU A CHARGER
STARTER--GENERATOR DC
BUSES SPCU
OFF OFF
ON ON
GEN 1 APU GEN GEN 2
APU
P5--4 GCB 1
GCU 1 AC
IDG 1 BUSES BATTERY
Figure 9 POWER / CONTROL - GEN. DESCRIPTION
EL. METERS, BATTERY & GALLEY POWER MODULE DC Meter Selector

The DC meter selector is a rotary selector with seven positions. Each position,
General except the TEST position, is related to a DC power source or DC bus.
You use the electrical meters, battery and galley power module (P5-13) for Voltage (DC VOLTS) and load (DC AMPS) show on the alphanumeric display
these functions: when you put the selector in any of the TR positions or any of the BAT
S See electrical power parameters for AC and DC components or buses positions.
S Connect battery power to electrical buses with the battery switch Only voltage shows when you put the selector to the BAT BUS or STBY PWR
S Supply and remove power to the galleys with the galley switch. positions.
The module also has these BITE functions: The selector must be in the TEST position to use the P5-l3 BITE.
S Supplies DC and standby power system failure indication BAT DISCHARGE Light
S Monitors the dc and standby power and saves fault messages in memory. The amber BAT DISCHARGE light gives indication of main battery discharge
S Shows fault messages on the LED alphanumeric display. or auxiliary battery discharge. The
See the training information point page in this section for more information on BAT DISCHARGE light temporarily comes on during an APU start with battery
BITE. power.
See the APU chapter for more information on APU starting.(AMM PART I 49)
AC Meter Selector
The AC meter selector is a rotary selector with seven positions. TR UNIT Light
Each position, except the TEST position, is related to an AC power source or The amber TR UNIT light gives indication of transformer rectifier unit (TRU)
AC bus. failure.
The alphanumeric display shows these parameters for the three generators: The TR UNIT light comes on for any one of these reasons:
S Voltage (AC VOLTS) S Any TRU fails on the ground, or
S Load (AC AMPS) S TRU 1 fails in flight, or
S Output frequency (CPS FREQ). S TRU 2 and TRU 3 fail in flight.
The alphanumeric, display shows only voltage and frequency when you select ELEC Light
one of these:
The ELEC light gives indication that the DC system or standby power system
S STBY PWR has a failure. You use BITE to find the failure.
S GRD PWR The amber ELEC light comes on only when the airplane is on the ground.
S INV.
MAINT Switch
The selector must be in the TEST position to use the P5-13 BITE.
You use the maintenance switch during BITE. The BITE operates only on the
ground.
The maintenance switch is a momentary push-button switch.

ELECTRICAL METERS, DC AMP CPS FREQ

BATTERY, AND GALLEY
POWER MODULE (P5)
LED
ALPHANUMERIC
DISPLAY

MAINTENANCE
BAT
TR UNIT ELEC SWITCH
DISCHARGE
FLIGHT COMPARTMENT a a a MAINT
DC METER AUX BAT APU GEN

SELECTOR BAT TR1 GEN1 GEN2 AC METER
SELECTOR
BAT GRD
TR2 INV
BUS PWR
STBY TR3 STBY TEST
PWR TEST PWR
2
BATTERY SWITCH
OFF GALLEY
(BEHIND COVER)
OFF OFF
OFF POWER
BAT GALLEY SWITCH
ON ON ON
ON
CAB/UTIL IFE/PASS 1
SEAT DC AC
ELECTRICAL METERS, BATTERY, AND GALLEY POWER MODULE (P5)

1 AIRPLANES WITH GALLEY SWITCH
2 AIRPLANES WITH CABIN UTILITY AND IFE SWITCHES
Figure 10 EL. METERS / BATTERY / GALLEY PWR MODULE
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.
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

ELECTRICAL METERS, DC AMP CPS FREQ

BATTERY, AND GALLEY
POWER MODULE (P5)
LED
ALPHANUMERIC
DISPLAY

MAINTENANCE
BAT
TR UNIT ELEC SWITCH
DISCHARGE
FLIGHT COMPARTMENT a a a MAINT
DC METER AUX BAT APU GEN

SELECTOR BAT TR1 GEN1 GEN2 AC METER
SELECTOR
BAT GRD
TR2 INV
BUS PWR
STBY TR3 STBY TEST
PWR TEST PWR
2
BATTERY SWITCH
OFF GALLEY
(BEHIND COVER)
OFF OFF
OFF POWER
BAT GALLEY SWITCH
ON ON ON
ON
CAB/UTIL IFE/PASS 1
SEAT DC AC
ELECTRICAL METERS, BATTERY, AND GALLEY POWER MODULE (P5)

1 AIRPLANES WITH GALLEY SWITCH
2 AIRPLANES WITH CABIN UTILITY AND IFE SWITCHES
Figure 11 EL. METERS / BATTERY / GALLEY PWR MODULE
GENERATOR DRIVE AND STBY POWER MODULE Standby Power Switch

The standby power switch gives you manual control of the AC and DC standby
General power bus sources.
The generator drive and standby power module (P5-5) has these indications The switch is a three-position switch.
and manual controls: The switch is usually in the AUTO position. The cover is a guard for the switch
S IDG low oil pressure indication (DRIVE lights) in the AUTO position.
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.
DRIVE Light
The amber DRIVE light comes on when the IDG oil pressure is less than the
operation limit.
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.

STANDBY POWER SWITCH

(BEHIND GUARD)
STANDBY
1 PWR OFF A 2
DRIVE DRIVE A
A STANDBY POWER
DISCONNECT DISCONNECT
GENERATOR DRIVE DISCONNECT BAT OFF AUTO

SWITCH (BEHIND GUARD)
R R
GENERATOR DRIVE AND STANDBY POWER MODULE (P5)
Figure 12 GEN. DRIVE / STBY POWER MODULE

AC SYSTEMS, GENERATOR AND APU MODULE SOURCE OFF Light

The amber SOURCE OFF light supplies indication that an AC transfer bus is
General not energized by the selected source.
The upper part of the AC systems, generator and APU module (P5-4) has The left SOURCE OFF light is related to these sources:
these lights: S IDG 1 (GEN 1 switch)
S GRD POWER AVAILABLE S APU (left APU GEN switch)
S TRANSFER BUS OFF S External power (ground power switch).
S SOURCE OFF The right SOURCE OFF light is related to these sources:
S GEN OFF BUS S IDG 2 (GEN 2 switch)
S APU GEN OFF BUS. S APU (right APU GEN switch)
The upper part of the module also has these manual controls: S External power (ground power switch).
S Ground power switch The SOURCE OFF light does not indicate that the AC transfer bus is
S Engine generator switches de-energized. For example, in flight the left SOURCE OFF light comes on
S APU generator switches when GCB 1 trips.
S Bus transfer switch. However, the bus transfer function lets IDG 2 power AC transfer bus 1
S IDG1 fails
GROUND POWER AVAILABLE Light
S The bus transfer function closes the BTBs, and
The GRD POWER AVAILABLE light is on when external AC power is
connected and the quality is good. S Both AC transfer buses receive power from IDG2.
The light is bright blue when on. GEN OFF BUS Light
Ground Power Switch The blue GEN OFF BUS light comes on when the engine generator control
breaker (GCB) is open.
You use the ground power switch to control external power to the AC transfer
buses. This shows that the IDG is not a power source in use. The light goes off when
the GCB closes.
See Electrical Power - Operation - General Description in this section for more
information. APU GEN OFF BUS Light
TRANSFER BUS OFF 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 amber TRANSFER BUS OFF light comes on when the AC transfer bus
does not have power. The light is on when the APU is running and the auxiliary power breakers
(APBs) is open.
There is one light for each AC transfer bus.
The light goes off when the APB closes or you shut down the APU.

GRD POWER
AVAILABLE
GRD GROUND POWER

PWR
OFF
SWITCH
ON
BUS TRANSFER
BUS TRANSFER SWITCH
A
O U (BEHIND COVER)
TRANSFER TRANSFER
F T
BUS OFF A BUS OFF A
F O
SOURCE SOURCE
OFF A OFF A
GEN OFF APU GEN GEN OFF
BUS B OFF BUS B BUS B
ENGINE GENERATOR
OFF OFF SWITCH (2)
ON ON
GEN 1 APU GEN GEN 2
APU GENERATOR APU
SWITCH (2) B LOW OIL A OVER
MAINT FAULT
PRESSURE A SPEED A
AC SYSTEMS, GENERATOR, AND APU MODULE (P5--4)
Figure 13 AC SYSTEMS / GENERATOR / APU MODULE

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.
information.
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.
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.
information.

GRD POWER
AVAILABLE
GRD GROUND POWER

PWR
OFF
SWITCH
ON
BUS TRANSFER
BUS TRANSFER SWITCH
A
O U (BEHIND COVER)
TRANSFER TRANSFER
F T
BUS OFF A BUS OFF A
F O
SOURCE SOURCE
OFF A OFF A
GEN OFF APU GEN GEN OFF
BUS B OFF BUS B BUS B
ENGINE GENERATOR
OFF OFF SWITCH (2)
ON ON
GEN 1 APU GEN GEN 2
APU GENERATOR APU
SWITCH (2) B LOW OIL A OVER
MAINT FAULT
PRESSURE A SPEED A
AC SYSTEMS, GENERATOR, AND APU MODULE (P5--4)
Figure 14 AC SYSTEMS / GENERATOR / APU MODULE

GENERATOR DRIVE - GENERAL DESCRIPTION IDG

The IDG is an assembly that has a hydromechanical constant speed drive
Purpose (CSD) section and an oil-cooled brushless AC generator section.
The generator drive makes the normal source of AC power in flight. The IDG also includes a permanent magnet generator (PMG) for control and
There are two IDGs on the airplane. excitation power to the main generator section.
Each supplies 115/200v ac, 400 Hz power. The generator control unit (GCU) rectifies the PMG AC output to DC. See the
Each IDG can supply up to 90 KVA. AC generation section for more information on the generator.(AMM PART I
24-20)
General Description The GCU monitors IDG output power quality at two places:
The engine accessory gearbox turns the IDG. Because engine speed changes, S A neutral current transformer (NCT) on the IDG, between the generator and
the gearbox speed also changes. The IDG takes the variable input speed and ground
changes it into a constant speed (24,000 rpm) for its internal AC generator.
S A line current transformer (LCT) between the generator and generator
The IDG uses a combination of internal mechanical and hydraulic components control breaker.
to supply the constant speed to the generator.
The GCU uses DC power to excite the generator.
The IDG uses oil for these purposes: The GCU controls the excitation power to control the output power of the IDG
S Hydromechanical main generator.
S Lubrication The GCU controls the generator control breaker (GCB) as a function of power
S Cooling. quality or manual control input.
The IDG has an oil cooling system. The cooling system has two external IDG Oil System
cooling components: Pumps inside the IDG move the oil through the IDG and out through two
S Air/oil cooler external coolers.
S Fuel/oil heat exchanger. The air/oil cooler first uses engine fan air to decrease the temperature of the
The generator drive and standby power module gives indication and control of IDG oil. The air/oil cooler has an internal bypass which opens if the cooler
the AC generator drive system. becomes clogged.
The amber DRIVE light comes on when the IDG oil pressure is less than the The oil leaves the air/oil cooler and goes to the fuel/oil heat exchanger.
minimum operating limit. This cooler uses fuel to decrease the temperature of the IDG oil.
You use the generator drive switch to manually operate the disconnect See the fuel distribution system section for more information on the fuel/oil heat
mechanism of the IDG. exchanger.(AMM PART I 73-11)
The IDG stops turning after the disconnect. You can reconnect the IDG on the The oil returns to the IDG from the air/oil cooer.
ground only while then engine is not turning. The high pressure bypass valve opens if the fuel/oil heat exchanger becomes
The IDG also has an automatic thermal disconnect which occurs when the oil clogged.
temperature gets too hot. The amber DRIVE light comes on if the IDG oil pressure decreases below the
You must remove the IDG to reset this type of disconnect. minimum operating limit.
The GCU receives a low oil pressure input from the IDG to control this light.

STANDBY
1 PWR OFF 2
DRIVE
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
OIL IN
HIGH
ENGINE PRESSURE
FAN BYPASS
AIR VALVE
IDG OIL COOLER

AIR/OIL COOLER
Figure 15 GENERATOR DRIVE - GENERAL
FIRE WARNING One Stop Airline B737-- 600/700/800/900
ATA 26 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.
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
WHEEL WELL
FIRE DETECTION
ENGINES APU
-- ENGINE OVERHEAT -- APU FIRE DETECTION
AND FIRE DETECTION -- APU FIRE EXTINGUISHING
-- ENGINE FIRE EXTINGUISHING
CARGO COMPARTMENT
LAVATORIES -- CARGO COMPARTMENT SMOKE DETECTION
-- LAVATORY SMOKE DETECTION -- CARGO COMPARTMENT FIRE EXTINGUISHING
-- LAVATORY FIRE EXTINGUISHING
PORTABLE FIRE
EXTINGUISHERS
WING/BODY
OVERHEAT
DETECTION
ENGINES
CARGO COMPARTMENT -- ENGINE OVERHEAT
-- CARGO COMPARTMENT SMOKE DETECTION AND FIRE DETECTION
-- CARGO COMPARTMENT FIRE EXTINGUISHING -- ENGINE FIRE EXTINGUISHING
Figure 16 FIRE PROTECTION - INTRODUCTION

FIRE PROTECTION - FIRE ALARMS Description
Purpose When there is a fire in the engine,

the engine and APU fire detection module provides a ground for the two red
The fire alarms provide visual and aural indication to the flight crew about a fire FIRE WARN lights and the bell.
in any of these systems:
When there is a fire in the APU,
S Engine 1 the engine and APU fire detection module provides a ground for the two red
S Engine 2 FIRE WARN lights and the bell.
S APU The same module provides power for the red light and horn on the P28 panel.
S Forward cargo compartment When there is a fire in the main wheel well,
the compartment overheat detection controller provides a ground for the two
S Aft cargo compartment
red FIRE WARN lights and the bell.
S Main wheel well.
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
Visual and Aural Indications and the bell.
When there is a fire, these are the visual and aural indications: The two red FIRE WARN lights, bell, and horn are reset by removal of the
S Two red FIRE WARN lights on the P7 panel come on ground.
S Bell in the aural warning unit comes on The reset is done by a momentary push on one of these:
S Red light and horn on alternatly in the right main wheel well come on (APU S Left FIRE WARN light
fire only). (The horn does not come on in flight.) S Right FIRE WARN light
S Bell cutout switch on P8
S Horn cutout switch on the P28 panel
FWD
P7 PANEL
APU FIRE
ENGINE FIRE DETECTORS APU FIRE
DETECTORS SHUTDOWN
FIRE & OVERHEAT DETECTION
FAULT AREA
ENGINE 1
A B
LOOP
ENGINE 2
A B
LOOP
SEE F.I.M. FOR
APU MULTIPLE FAULTS OR
FAULT CODE INFO.
FAULT FAULT DISPLAY
FAULT
CODES
WIRING OPEN OR
DETECTOR(S) FAULT
OVHT DET WHEEL BELL CUTOUT OVHT DET WIRING SHORT TO GND
WELL L BOTTLE R BOTTLE LOOP POWER
A B A B DISCHARGED DISCHARGED LOW DET. RESISTANCE
CLEAN CONNECTIONS
DISCH DISCH DISCH
ENGINES
FAULT DETECTOR FAULT
NORMAL NORMAL T
L R L R E
E1 2
FOR 737--600/700/800 ONLY
ENGINE APU
APU ELECTRONIC
ENG 1 ENG 2 X
S
OVERHEAT APU DET OVERHEAT T
T
CORE LEFT UPPER CONTROL UNIT
CORE RIGHT LOWER
F TEST INOP
I O F FIRE SWITCHES L R FAN LOWER TAILPIPE
A
N V I (FUEL SHUTOFF) FAN UPPER
U
O H R APU BOTTLE PULL WHEN ILLUMINATED
L LOCK OVERRIDE: PRESS FAULT/INOP TEST
P T E DISCHARGED APU
T BUTTON UNDER HANDLE PRESS AND
HOLD 5 SEC
ENGINE AND APU TEST PASSES A.P.U.
FIRE IF ALL 8 LIGHTS ON
FIRE
FIRE CONTROL CONTROL
PANEL (P8)
TEST
ENGINE AND APU FIRE

DETECTION MODULE
AURAL WARNING UNIT

P28 APU GROUND
CONTROL PANEL
Figure 17 Engine and APU Fire Warning
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.
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.
OVHT DET WHEEL BELL CUTOUT OVHT DET A A

L BOTTLE R BOTTLE
WELL R DISCHARGED DISCHARGED
A B A B
DISCH DISCH DISCH ENGINES
FAULT
NORMAL A NORMAL T
L R L R E
E 1 2
ENG 1 A ENG 2 A X
APU DET S
OVERHEAT OVERHEAT T
INOP A T
F
I TEST O F FIRE SWITCHES L R
A G G
N V I APU BOTTLE (FUEL SHUTOFF)
U PULL WHEN ILLUMINATED
O H R DISCHARGED
L A LOCK OVERRIDE: PRESS
P T E R R R APU G
T BUTTON UNDER HANDLE
ENGINE AND APU FIRE CONTROL PANEL (P8)

ENGINE FIREEXTINGUISHER
BOTTLES
ENGINE FIRE
EXTINGUISHING PORTS
MAIN WHEEL WELL

Figure 18 ENGINE FIRE EXTINGUISHING - INTRODUCTION
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.
The APU fire extinguishing system has these components:
S Fire extinguisher bottle
S Overheat/fire protection panel
S APU ground control panel.
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.
OVHT DET WHEEL BELL CUTOUT OVHT DET A A

L BOTTLE R BOTTLE
WELL R DISCHARGED DISCHARGED
A B A B
DISCH DISCH DISCH ENGINES
FAULT
NORMAL A NORMAL T
L R L R E E 1 2
ENG 1 A ENG 2 A X
APU DET S
OVERHEAT OVERHEAT T
INOP A T
F TEST
I O F FIRE SWITCHES L R
A G G
N V I APU BOTTLE (FUEL SHUTOFF)
U PULL WHEN ILLUMINATED
O H R DISCHARGED
L A LOCK OVERRIDE: PRESS
P T E R R R G
T BUTTON UNDER HANDLE APU
PRESSURE SWITCH
WARNING SWITCH
OVERRIDE
APU
FIRE
CONTROL
1.PULL HANDLE DOWN
2.DISCHARGE BOTTLE
BOTTLE DISCHARGE
FWD
BOTTLE HORN
DISCHARGE CUTOUT
EXTINGUISHING
BOTTLE SQUIB
FIRE WARNING SWITCH
(TYPICAL)
APU FIRE CONTROL PANEL (P28)

Figure 19 APU FIRE EXT. - GEN. DESCR.
26-- 14 LAVATORY SMOKE DETECTION Physical Description

The smoke detector assembly has these components:
Purpose S Alarm horn
The Lavatory smoke detection system aterts the flight crew to smoke S Electrical connector
conditions in the lavatories.
S Power indicator
General Description — Smoke Detector S Power/reset switch
A green indicator light comes on when a smoke detector has power. S Sensor unit.
When there is smoke in the lavatory, the detector red alarm indicator light The sensor unit has a red alarm indicator. It supplies a visual indication when
comes on and the detector horn sounds. the unit detects smoke.
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.
LAVATORY SMOKE
DETECTOR (TYPICAL)
LOCK RELEASE
LEVER
POCKET SCALE
ELECTRICAL MOUNTING
CONNECTOR BRACKET
CASE
COVER
COVER SCREW
SMOKE SENSOR
LAVATORY (TYPICAL)
FILTER
(INTERNAL)
PLUGGED HOLES
ALARM LED (RED)
Figure 20 LAV. SMOKE DET. - INTRO

LAVATORY SMOKE DETECTION - GENERAL DESCRIPTION Control Panel Interface

The control panel lets you test the smoke detectors and gives indications when
General a detector finds smoke.
The smoke detection system gives aural and visual alarm indications when These indications show on the control panel when a smoke detector finds
smoke is detected in a lavatory. smoke:
Interfaces S SMOKE DETECT indicator (red)
The lavatory smoke detector has these interfaces: S Location indicator (red)
S Lavatory call circuitry S Internal horn turns on.
S Flight data recorder system S Electrical Power
S Lavatory smoke detection control panel The smoke detection system uses 28v dc from bus 1.
S Electrical power.
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.
28V DC
BUS 1
FLIGHT DATA RECORDER SYSTEM

SMOKE
DETECTR
LAVATORY CALL LIGHT/RESET SW

G
MASTER LAVATORY CALL LIGHTS
POWER
HORN PA SYS -- HIGH TONE CHIME
INTERRUPT
LAVATORY CALL CIRCUITRY
FAULT R
TEST RESET
LAVATORY SMOKE DETECTOR CONTROL PANEL
LAVATORY SMOKE DETECTOR

(ONE IN EACH LAVATORY)
Figure 21 LAV. SMOKE DET. - GEN. DESCRIPTION
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.
FIRE WARN LIGHTS

(P7)
OVERHEAT SENSING
ELEMENT
ENGINE AND APU

FIRE CONTROL PANEL
(P8)
BELL
FWD
MAIN WHEEL WELL
Figure 22 WHEEL WELL OVERHEAT DET. - INTRO

GENERAL DESCRIPTION NOTE: DURING THE WHEEL WELL FIRE TEST, THE ENGINE
OVERHEAT-, THE ENGINE FIRE- AND THE APU FIRE SYSTEMS
Physical Description DO A TEST ALSO.
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.
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.
WHEEL WELL FIRE, WING & BODY

OVERHEAT DETECTION
FIRE MASTER FLT CONT ELEC ANTI--ICE ENG MASTER FIRE

WARN CAUTION CAUTION WARN
PUSH TO RESET IRS
BELL CUTOUT APU HYD OVERHEAD
BELL CUTOUT
PUSH TO RESET
MAINT.
FUEL OVHT/DET DOORS AIR COND
REFER TO MAINT. MANUAL FOR COMPLETE
A ADV.
EXPLANATION OF SYSTEM CHARACTERISTICS
FAULT & ALARM CODE
MAINT. ADV. LIGHT WILL BE
FWD ON DURING FAULTS AND
ALARMS--OFF AFTER
ERASURE
P7 PANEL 00 FAILURE IN CONTROL OR
MAIN WHEEL WELL POWER SUPPLY CARDS
01.02 115VAC FAILURE OR
CONTROL CARD FAILURE
03.04.05 FAILED CONTROL CARD
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
WHEEL WELL FIRE ALARM 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 DEPRESS AND RELEASE ”DISP TEST” SWITCH.
NOTES: 1. ALARMS BECOME ALARM HISTORY
OVHT DET WHEEL BELL CUTOUT OVHT DET MEM AFTER ERASURE.
2. EXISTING FAULTS CAN NOT BE
WELL R A
L BOTTLE A
R BOTTLE READ ERASED UNTIL CORRECTED.
A B A B DISCHARGED DISCHARGED LOCAL TEST
ZONE/ SITUATION ALARM
OPEN SHORT
DISCH FAULT DISCH DISCH ENGINES LEFT WING LE 14 12 10
NORMAL A NORMAL T LEFT AC PACK BAY 24 22 20
L R L R E 1 2
E
ENG 1 A ENG 2 A X
S
MEM KEELBEAM
AFT CARGO SECT
34
44
32 30
40
OVERHEAT APU DET OVERHEAT T 42
INOP A T R CLEAR RIGHT WING LE AND
64 62 60
F AC PACK BAY
I TEST O F FIRE SWITCHES L WHEEL WELL FIRE
A G G 84 -- --
N V I APU BOTTLE (FUEL SHUTOFF) IN NOT
U PULL WHEN ILLUMINATED LOCAL PROGRESS COMPLETE COMPLETE
O H R DISCHARGED
A
L LOCK OVERRIDE: PRESS TEST
T
P T E R R R G LOC 90 98 99
BUTTON UNDER HANDLE APU
TEST
DISP
TEST
COMPARTMENT OVERHEAT DETECTION

CONTROLLER
AURAL WARNING UNIT
Figure 23 WW-FIRE WARNING - GENERAL. DESCR.
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.
AIR CONDITIONING/ WHEEL WELL FIRE, WING & BODY

BLEED AIR CONTROLS OVERHEAT DETECTION
PANEL (P5)
DUAL RAM DOOR RAM DOOR
BLEED FULL OPEN FULL OPEN
A
MAINT.
L RECIRC FAN RECIRC FAN ADV.
REFER TO MAINT. MANUAL FOR COMPLETE
OFF OFF
EXPLANATION OF SYSTEM CHARACTERISTICS
FAULT & ALARM CODE
MAINT. ADV. LIGHT WILL BE
AUTO AUTO ON DURING FAULTS AND
ALARMS--OFF AFTER
60 80 ERASURE
OVHT 00 FAILURE IN CONTROL OR
40 DUCT POWER SUPPLY CARDS

PRESS 01.02 115VAC FAILURE OR
PSI CONTROL CARD FAILURE
03.04.05 FAILED CONTROL CARD
20 0
TEST DEPRESS AND HOLD ”DISP TEST” SWITCH UNTIL DISPLAY
TEST DISPLAY SHOWS ”88”. THEN RELEASE AND DISPLAY WILL BLANK.
L PACK R PACK READ

DEPRESS AND RELEASE ”MEM READ” SWITCH TO DISPLAY
MASTER CAUTION ISOLATION MEMORY
FIRST FAULT. REPEAT FOR ADDITIONAL FAULTS UNTIL CODE
”97” IS DISPLAYED. DEPRESS ”MEM READ” TO BLANK.
LIGHTS (P7) OFF VALVE OFF DEPRESS AND RELEASE ”LOC TEST” CODE. ”90” WILL BE
AUTO AUTO PERFORM DISPLAYED WHILE TEST IS IN PROGRESS. IF NO FAULTS EXIST,
SYSTEM ”99” WILL BE DISPLAYED. IF FAULTS ARE DISPLAYED, THEN
HIGH HIGH TEST DEPRESS AND RELEASE ”LOC TEST” SWITCH UNTIL ALL FAULTS
AUTO HAVE BEEN DISPLAYED OR UNTIL DISPLAY IS BLANK.
WING WING DEPRESS AND RELEASE ”LOC TEST” SWITCH UNTIL ”99” IS
(1)
ANTI OPEN ANTI ERASE
DISPLAYED. WHILE ”99” IS DISPLAYED, DEPRESS AND RELEASE
ICE ”MEM READ” SWITCH THEN DEPRESS AND RELEASE ”MEM CLEAR”
ICE PACK PACK MEMORY SWITCH FOR EACH FAULT UNTIL CODE ”97” IS BLANKED. (2)
A A
ABORT DEPRESS AND RELEASE ”DISP TEST” SWITCH.
WING--BODY TRIP WING--BODY
OVERHEATA OVERHEATA NOTES: 1. ALARMS BECOME ALARM HISTORY
AFTER ERASURE.
BLEED BLEED MEM 2. EXISTING FAULTS CAN NOT BE
TRIP OFFA TRIP OFFA READ ERASED UNTIL CORRECTED.
LOCAL TEST
RESET ZONE/ SITUATION ALARM
OPEN SHORT
LEFT WING LE 14 12 10
OFF OFF LEFT AC PACK BAY 24 22 20
KEELBEAM 32 30
MEM AFT CARGO SECT
34
44 42 40
ON ON CLEAR RIGHT WING LE AND
64 62 60
1 APU 2 AC PACK BAY
WHEEL WELL FIRE 84 -- --

BLEED IN NOT
LOCAL COMPLETE
PROGRESS COMPLETE
TEST
LOC 90 98 99
AIR CONDITIONING PANEL (P5) TEST
WING AND BODY OVERHEAT DISP

SENSING ELEMENTS (TYP) TEST
COMPARTMENT OVERHEAT DETECTION

CONTROLLER
Figure 24 WING & BODY OVERHEAT DET.- INTRO
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.
Abbreviations and Acronyms

CEU ---- cargo electronics unit
AFT CARGO COMPARTMENT

FORWARD CARGO COMPARTMENT

Figure 25 CARGO SMOKE DET. - INTRO
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.
FIRE LIGHT (2)
DET SELECT
EXT
FWD AFT NORM NORM DETECTOR
A B A B FAULT
A
G G
C
F
A FWD AFT DISCH I
R ARM
R
G
TEST E
O ARMED ARMED
W W
FWD AFT DISCH
R R A
CARGO SMOKE DETECTION AND FIRE SUPPRESSION MODULE (P8)

AURAL WARNING UNIT
Figure 26 CARGO SMOKE DET. - GENERAL DESCR.

LAV FIRE EXTING BOTTLE AND TEMP INDICATOR

Purpose
The lavatory fire extinguishing system extinguishes fires under the wash basin
and trash bin area.
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.
Training Information Point
You must weigh the lavatory extinguisher bottle at regular intervals.
LAVATORY FIRE
EXTINGUISHER
BOTTLE
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 LAVATORY FIRE EXT. - BOTTLE AND TEMP-INDIC.
PORTABLE FIRE EXTINGUISHING Operation

To operate the water-type extinguisher, turn the handle and push the trigger.
Purpose To operate the Halon extinguisher, remove the handle lock pin and push the
There are portable fire extinguishers to extinguish fires inside the airplane. handle.
There are two types of extinguishers, water-type and halon.
The Halon extinguishers are for electrical and flammable liquid fires.
After you use the water-type extinguisher, you must fill it again and replace the
The water-type extinguishers are for solid combustible fires. cartridge.
Location If the handle lock pin on the Halon extinguisher is not there, you must weight
There are extinguishers in these areas: the extinguisher to find out if it is not full.
S Flight compartment The pressure gage is not a satisfactory check of the extinguisher.
S Galley
S Passenger compartment.
Placards identify all of the extinguisher locations.
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.
DISCHARGE
NOZZLE HANDLE
TRIGGER
HANDLE
PRESSURE
INDICATOR HANDLE
LOCK PIN
QUICK RELEASE
DISCHARGE STRAP
NOZZLE
TRIGGER
(DISCHARGE VALVE)
WATER HALON
CYLINDER CYLINDER
WATER--TYPE FIRE EXTINGUISHER HALON FIRE EXTINGUISHER
Figure 28 PORTABLE FIRE EXT.

ANTI ICE One Stop Airline B737-- 600/700/800/900
ATA 30 ICE AND RAIN PROTECTION

ICE AND RAIN PROTECTION - GEN. DESCRIPTION PITOT AND STATIC - INTRODUCTION
The pitot and static anti—icing system keeps ice off the air data probes.
Control Panel This prevents false air data signals that ice causes.
The controls and indications for the ice and rain protection system are on the
P-5 panel. General
The air data probes use electric power for heat. The probes have integral
Wing and Engine Thermal Anti-ice Systems heaters.
The wing thermal anti—ice and the engine inlet cowl thermal anti—ice systems The pitot and static anti—icing system supplies heat to these probes:
use hot engine bleed air to prevent ice formation.
— Alpha vanes(2)
Probe Heat — Total air temperature probe (1)
The air data probes use electric heat to prevent ice. — Pitot probes (5).
Flight Deck Windows The static system sense ports are not part of the probe heat system.
Flight deck windows use electric heat to do these things: These ports are flush with the fuselage and heat is not necessary.
S Prevent ice formation on the windows You control the air data probe heat from the control module on the P—5 panel.
S Prevent fog on the windows
S Improve windshield impact strength.
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
ELEVATOR
PROBE HEAT
WATER AND
WASTE LINES
AND DRAINS
ICE AND RAIN HEAT
CONTROLS AND
INDICATIONS
FLIGHT
COMPARTMENT
WINDOWS
ANGLE OF ATTACK WING THERMAL

PITOT SENSOR (2) INLET COWL ANTI--ICE
TOTAL AIR
PROBE (3) TEMPERATURE THERMAL
PROBE ANTI--ICE
Figure 29 ICE & RAIN - GENERAL DESCRIPTION
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.
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.
PROBE
CAPT A B F/O
PITOT A PITOT A
OFF
L ELEV AUX
PITOT A PITOT A
ON
L ALPHA R ELEV
VANE A HEAT PITOT A
TEMP TAT TEST R ALPHA

PROBE A VANE A
WINDOW/PITOT HEAT MODULE (P5)
Figure 30 PITOT AND STATIC - CONTROL PNL

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.
OVERHEAT OVERHEAT OVERHEAT OVERHEAT

A A A A
OFF A OFF A OFF A OFF A
L WINDOW HEAT R
OVHT
SIDE FWD FWD SIDE
OFF OFF
ON PWR TEST ON
5L 4L 4R 5R
1L 1R
2L 2R
3L
FLIGHT COMPARTMENT 3R
WINDOWS
WHCU WHCU WHCU WHCU
WINDOW HEAT CONTROL UNITS

Figure 31 CWAI SYSTEM - INTRODUCTION
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.
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.
WIPER
PARK
INT
LOW
HIGH
CONTROL SWITCH
WINDSHIELD WIPER ASSEMBLY

WINDSHIELD WIPER DRIVE ASSEMBLY
Figure 32 WINDSHIELD WIPER - INTRO

30--43 RAIN REPELLENT SYSTEM

HYDROPHOBIC WINDSHIELD COATING Training Information Point
For maintenance of the hydrophobic coatings, regularly clean the windshields.
Purpose Use a 50 percent solution of isopropanol in distilled water and a soft cloth to
The hydrophobic windshield coating improves visibility in heavy rain. clean the windshields.
Location Do not use abrasive cleaning pads or cleaners.
Hydrophobic windshield coatings are on the outside surface of the left and right Do not use cleaning solutions with fluorides.
number 1 flight compartment windows. Make sure the force of the blades on the window is proper.
Worn or incorrectly set--up windshield wipers wear the coatings.
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.
WINDOW NO. 1
HYDROPHOBIC
(RAIN REPELLENT)
WINDSHIELD
COATING
Figure 33 HYDROPHOBIC WINDSHIELD COATING

30--10 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.
Figure 34 Wing Anti Ice System Schematic

30--20 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.
65 PSI
Figure 35 ICAI System Schematic

INSTRUMENTS One Stop Airline B737-- 600/700/800/900
ATA 31 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.
NOTE: The flight management computer (FMC) does not use the
clock data if the FMC is programmed to use the global
positioning system (GPS).
FRA US/E GiM Mai 10, 2006 ATA 31 Instruments Page 68

CHR TIME/DATE
GPS-TIME MAN
60
TIME SET
MMR 2 50 10 TIME-DATE
FMC 2
P3 F/O INSTRUMENT PANEL 40 20
-- F/0 CLOCK
ET
30
RESET
FIRST OFFICER CLOCK FMC 1
CHR TIME/DATE
MAN
60 FDAU
TIME SET
50 10
P1 CAPT INSTRUMENT PANEL
-- CAPT CLOCK
40 20
ET TIME-DATE
30
GPS-TIME VOICE RECORDER
RESET
MMR 1 CAPTAIN CLOCK
Figure 36 Clocks - General, Location
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.

Figure 37 FDRS - INTRODUCTION

FDRS - GENERAL DESCRIPTION A three axis accelerometer gives acceleration data along the vertical, lateral,
and longitudinal axis.
General
Aircraft Identification
The FDRS receives and stores aip[ane parameters from airplane systems and
sensors. A program switch module gives the aircraft identification number to the flight
The flight data recorder (FDR) keeps this data and protects it if the airplane has data acquisition unit.
an accident. FDAU
It records parameters that are necessary for regulatory agencies.
The FDAU collects mandatory and recommended flight data for the flight data
The airlines can also set additional parameters to record.
recorder.
According to shop maintenance information, in 2004, there are 1275
The FDAU also collects aircraft condition monitoring system (ACMS) data for
parameters recorded on the flight data recorder of a 737--NG.
airline use.
Each parameter is appr. 50hrs memorized in the FDR.
The FDAU changes the mandatory and the recommended flight parameters
In the following training manual, you will not find all the components
into the Harvard biphase format. This data goes to the flight data recorder.
and their location which provide data to be recorded on the FDR!
The FDAU has ACMS software in its memory.
Each airline may request additional parameters to be recorded for
This software selects input data to monitor. The data is changed to a digital
customized purposes like system-trendmornitoring!
format. The FDAU keeps it in memory. Data can go to the data loader control
The FDRS has these components: panel and then move to a disk in a data loader.
S Flight data recorder (FDR)
FDR
The FDR gets formatted data from the FDAU and keeps it in solid state
S FDAU status relay
non--volatile memory. The flight recorder has the capacity to keep the last 25
S Flight recorder test module hours of flight data.
S Printer The FDR records the data in a fire and crash resistant LRU.
S System test plug/connector An underwater locator beacon is on the front of the FDR.
S Program switch module.
System Test Plug/Connector
The FDRS operates automatically when one of the engines is in operation or
Connect ground support equipment to the system test plug to test the FDRS.
the airplane is in the air. It also operates while you do tests on the ground.
Data Loader Control Panel

Flight Recorder/Mach Airspeed Warning Test Module
ACMS data from the FDAU goes through the data loader control panel to a
The flight recorder test module shows the condition of the flight recorder
data loader. The data loader can store data from the FDAU on a disk.
system. If there is a system fault, an amber OFF light comes on.
The data loader control panel switch lets you select the transfer of ACMS data.
The OFF light also comes on if the system is off.
You can transfer software from a disk in the data loader to the FDAU through
The flight recorder test module also has a TEST/NORMAL switch.
the data loader control panel.
When this switch is in the TEST position, the FDR gets power.
Printer
Input Signals
A printer gives printed ACMS reports. The FDAU sends report data to the
The fliqht data acquisition unit (FDAU) processes arralog, digital, ard discrete
printer. The printer sends status and bus control signals to the FDAU.
signals from many sensors and systems.

MACH
FLIGHT DATA
FLIGHT RECORDER AIRSPEED RECORDER
WARNING
TEST
TEST NORMAL
NO 1 NO 2
OFF A
FLIGHT RECORDER/MACH AIRSPEED

WARNING TEST MODULE
OPTICAL
FDR:
115V AC (CUSTO
FDAU MER
STATUS OPTION)
RELAY
SYSTEM TEST
PLUG/CONNECTOR
DATA LOAD SELECTOR
SINGLE SYS
CAGE CODE: 97895
PN: 967--0212 L C R
CAPT F/O
UPR
ACCELEROMETER LWR
ACMS WEIGHT 19.0 LBS (8.63 KGS) MAX
CONTROL DISPLAY UNITS DFDR POWER: 35W MAX, 115V. 400HZ SYSTEM SELECT
NORMAL
DFDAU SERIAL NO.
MFR DATE MOD STATUS DFDAU ACMS
DISCRETE DATA 1 2 3 4 5 6 7 8 9 10
ACMS DFDAU
11121314151617181920
ANALOG DATA
DIGITAL DATA DATA LOADER
CONTROL PANEL
FLIGHT DATA ACQUISITION UNIT PRINTER

Figure 38 FDRS - GENERAL DESCRIPTION
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.

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
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 FLIGHT COMP. - LOCATION
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.
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).

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
P8 AFT ELECTRONIC PANEL CONTINUOUS HORN
-- FIRE WARNING BELL LANDING WARNING
INTERMITTENT HORN
CUTOUT SWITCH
FIRE WARNING
FIRE BELL
AUTOPILOT DISENGAGE
WAILER
OVERSPEED WARNING
OVERSPEED CLACKERS
CABIN PRESSURE WARNING
CHIMES
CREW CALL
AURAL WARNING MODULE

Figure 40 AURAL WARNING - GENERAL
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.

SYSTEM ANNUNCIATOR LIGHT

(EXAMPLE:
HYDRAULIC LOW PRESSURE
MASTER CAUTION LIGHT MASTER CAUTION LIGHT

FIRE FLT CONT ELEC ANTI--ICE ENG MASTER FIRE

MASTER
WARN CAUTION WARN
CAUTION IRS APU HYD OVERHEAD
BELL CUTOUT PUSH TO RESET PUSH TO RESET BELL CUTOUT
MASTER CAUTION SYSTEM ANNUNCIATOR

(COMMONLY CALLED: SIX-PACK)
Figure 41 MASTER CAUTION - GENERAL

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.

MODULE FUEL MODULE

MASTER CAUTION ANNUNCIATOR CONT 1 POWER P5 (TYPICAL)
SECT 1
LOW
PRESSURE
FUEL PUMP TO ALL OTHER
SYSTEM MODULES WHO
MASTER CAUTION LOGIC HAVE INTERFACE TO
MASTER CAUTION
P SET RECALL RESET
PRESS.
FUEL PUMP SWITCH
(TYPICAL) (TYPICAL)
FIRE FLT CONT ELEC ANTI--ICE ENG MASTER FIRE

MASTER
WARN CAUTION WARN
CAUTION IRS APU HYD OVERHEAD
MASTER CAUTION BELL CUTOUT PUSH TO RESET
BELL CUTOUT
PUSH TO RESET
ALTERNATE POWER SOURCE
MASTER CAUTION ANNUNCIATOR

Figure 42 MASTER CAUTION - BASIC INTRODUCTION
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.
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
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.

SPDBK LEVER NOT DOWN

PARKING BRAKE SET
AIRPLANE ON GROUND
THRUST LEVERS
PRESSURE TO GROUND SPOILERS AT TAKEOFF
LE FLAPS AND SLATS

NOT EXTENDED, OR UCM
TE FLAPS NOT AT TAKEOFF,

OR SKEW, ASYM, UCM
STAB
TRIM
STABILIZER OUT OF GREEN BAND

INTERMITTENT
HORN
GROUND SPOILER INTERLOCK

VALVE NOT CLOSED LANDING GEAR
TAKEOFF
WARNING
CUTOFF
16 17 18
LE FLAPS AND SLATS
NOT EXTENDED LANDING GEAR TAKEOFF
WARNING CUTOFF CIRCUIT AIRPLANE IN AIR
BREAKER NOT OPEN
Figure 43 LANDG. WARNING - GENERAL
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.
NOTE: 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.

Figure 44 COMMON DISPL. SYSTEM - GENERAL

CDS - GENERAL DESCRIPTION Functional Description

The DEUs collect data from many avionic and airframe systems.
Purpose The DEU changes this data into a video signal and sends the data out on a
The purpose of the common display system (CDS) is to supply navigation and coax cable.
engine information to the flight crew. A coax coupler splits the video signal and sends the data to all six display units.
External Interfaces Both DEUs send data to all six display units.
The computer for the CDS is the display electronics unit (DEU). Many avionic The DEUs also are the interface between some avionic and airframe systems.
and airframe systems interface with the DEUs. For example, the DEUs receive BITE data from the electronic engine controller
(EEC) and auxiliary power unit (APU).
These systems send ARINC 429, analog, and discrete data to the DEUs.
The DEUs send this data to the flight management computer.
The DEUs send ARINC 429, analog, and discrete data to these systems.
The DEUs also send EEC data to other avionic systems.
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.

MAIN PANEL DUS LOWER DU

NORM NORM
OUTBD ENG ENG ND
PFD PRI MAIN PANEL UPPER DU
PRI
BRT
PFD
INBD
MFD OFF
OUTBD DU INBD DU LOWER DU
BRT BRT BRT
DISPLAY
SELECT
MINS MTRS
PANEL (2) RADIO BARO
FPV
IN
BARO
HPA
BRIGHTNESS CONTROL
RST STD
PANEL (2)
VOR 1 VOR
MAP
PLN 20 40 80 VOR 2
APP 10 160
OFF CTR 5 TFC 320 OFF
ADF 1 640
ADF 2
WXR STA WPT ARPT DATA POS TERR
EFIS CONTROL PANEL (2) RLS (2)
N1 SET SPD REF AUTO BRAKE

AUTO AUTO AUTO BRAKE
1 BOTH V1 DISARM
2 VR 2
1 3
DISPLAYS
WT OFF MAX
FUEL FLOW VREF SOURCE CONTROL PANEL
RESET AUTO
MFD RTO BOTH BOTH
RATE ANTI SKID ALL ALL
ENG SYS ON 1 ON 2 ON 1 ON 2
USED ANTI SKID NORMAL
INOP
DU (6)
ENGINE DISPLAY DISPLAY SOURCE
CONTROL PANEL SELECTORS
ARINC 429
AIRPLANE SYSTEMS OUTPUT BUSES AIRPLANE SYSTEMS
DISCRETES COAXIAL
COUPLER (4)
DISPLAY ELECTRONICS UNIT (2)
Figure 45 COMMON DISPL. SYSTEM - GEN. DESCR.
LIGHTS One Stop Airline B737-- 600/700/800/900
ATA 33 LIGHTS
FLIGHT COMPARTMENT LIGHTING - INTRO General Description
The dome lights supply general lighting for the cabin.
Purpose The glareshield supplies background lighting for the pi lots.
These are the four types of flight compartment lights: Each instrument and instrument panel has lighting. The control stand gets light
S Instrument and panel lights from an overhead floodlight.
S Miscellaneous lights The circuit breaker panels get light from floodlights.
S Flight crew lights There are lights for the standby compass and map lighting.
S Master dim and test. The master dim and test switch can do these functions:
The instrument and panel lights are for the flight compartment controls and S Test the indicator and panel lights
panel indications. S Cause the indicator and panel lights to come on in the bright or dim mode.
The miscellaneous lights supply general lighting to the flight compartment. The replacement lamps for the lights in the flight compartment are above the
These are the miscellaneous lights: right number three window.
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 Mai 10, 2006 ATA 33 Lights Page 88

MISCELLANEOUS LIGHT
(TYP)
INSTRUMENT AND
FLIGHT CREW LIGHT PANEL LIGHTS
(TYP) (TYP)
MASTER DIM
AND TEST STANDBY COMPASS
SWITCH
SPARE LAMPS
GLARESHIELD
Figure 46 FLIGHT COMP. LIGHTING - INTRO

CARGO AND SERVICE COMPARTMENT - INTRO

Purpose
The cargo and service compartment lights supply light to aid maintenance
personnel and ground crews.
Location
There are cargo compartments lights in the forward and aft cargo
compartments.
There are service lights in these areas:
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.

AFT ACCESSORY
COMPARTMENT TAILCONE SERVICE
LIGHT LIGHTS
MAIN WHEEL
WELL LIGHTS
FWD CARGO
COMPARTMENT
LIGHTS APU COMPARTMENT
SERVICE LIGHTS
ELECTRONIC AFT CARGO

EQUIPMENT COMPARTMENT
COMPARTMENT LIGHTS
LIGHTS
NOSE WHEEL
WELL LIGHTS
AIR CONDITIONING
COMPARTMENT LIGHTS
FORWARD EQUIPMENT
COMPARTMENT
LIGHTS
Figure 47 CARGO & SERVICE COMP. LIGHTING - INTRO
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.
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.

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

LANDING POSITION
X RETRACT OFF TURNOFF TAXI LOGO STROBE & COLLISION WING WELL
T L R OFF STEADY OFF OFF OFF
OFF OFF
E
N OFF
D ON ON
L ON R L ON R ON STEADY ON ON ON
RETRACTABLE FIXED
EXTERIOR LIGHTING SWITCHES

Figure 48 EXTERIOR LIGHTING - INTRO
EMERGENCY LIGHTING - INTRODUCTION General Description

The emergency lighting system has these components:
Purpose S Exit signs
The emergency lighting system puts lights on areas inside and outside of the S Aisle lights
airplane.
S Slide lights
The emergency lights also identify the exit paths.
S Floor proximity lights
The emergency lights operate at these times:
S Power supplies (battery packs)
S When emergency light system is on
S Control switches.
S When there is a loss of airplane DC power and the P5 panel emergency
light switch is in the ARMED position. The emergency lights use rechargeable battery packs as a power source.
There are seven battery packs on the airplane.
Location The battery pack assemblies have logic and charging circuits.
Control switches are at these locations: The logic controls circuits control light operation and charges the battery packs
S The P5 panel in the flight compartment. during normal airplane operations.
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.

Figure 49 EMERGENCY LIGHTING - INTRO

COMMUNICATION One Stop Airline B737-- 600/700/800/900
ATA 23 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.
FRA US/E GiM Mai 10, 2006 ATA 23 Communication Page 96

Figure 50 FLIGHT INTERPHONE - INTRODUCTION

FLIGHT INTERPHONE - GENERAL DESCRIPTION -- the REU sends push-to-talk (PTT) and microphone audio to the
transceivers and receives audio back from them
General S Navigation receivers
The remote electronics unit (REU) and the audio control panel (ACP) control -- the REU receives voice and Morse code identification tones.
the audio signals to and from the flight crew. The flight interphone system also has an interface with these other systems:
The REU also controls the communication with the service interphone and S Passenger address system: Lets the flight crew make announcements to
related electronics equipment. passengers
During a system failure, emergency operation bypasses all active system --
circuitry and maintains airplane to ground station communication.
S Service interphone system: Lets the flight crew speak with attendants and
Flight Crew Interfaces service personnel
This system description shows the captain’s system. Interfaces and S Voice recorder: Records the flight crew microphone and receive audio
components for other flight crew stations are similar. S Ground proximity warning computer (GPWC): Lets flight crew monitor
The flight crew uses microphone (mic) switches on these components to send warning signals
audio to the REU: S Traffic alert and collision avoidance system (TCAS): Lets the flight crew
S Control wheel monitor TCAS signals
S ACP S Flight control computer (FCC): Gives discrete signals to the REU.
S Hand microphone. This signal activates an altitude alert tone generator.
A microphone on these components lets the flight crew speak on the flight S Weather radar (WXR): Lets the flight crew monitor WXR windshear
interphone system: warnings
S Oxygen mask Flight Interphone - Control Wheel PTT switch
S Headset The control wheel PTT switch gives push--to--talk input for the boom or oxygen
S Hand mic. mask microphones.
The flight crew uses the audio control panels for these functions: The control wheel PTT switch is a three position switch. It is on the outboard
S Listen to the communication and navigation receivers horn of the captain’s and the first officer ’s control wheel.
S Adjust the volume of the received audio These are the switch positions:
S Select a transmitter and microphone S MIC - spring loaded to OFF position:

S Key the microphone. -- microphone audio and PTT signals go to the communication system you
select.
The remote electronic unit (REU) sends audio signals to the headsets and to
the flight interphone speakers. S OFF - fixed position:
-- The ACP PTT switch can key the microphone.
Other Component and System Interfaces S INT - fixed position (hot-mike function):
The REU connects to these other components: -- microphone audio goes to the flight interphone system
S Communications radios (ACP selection is not changed).

MIC SELECTOR
AAU OBS F/O CAPT
SVR INT EXT HDPH HDPH

SVR INT ATT FLT FLT
B
R/T MASK V R ALT FLT INT SVR SVR FLIGHT INTERPHONE
ONE 2 ADJ
CONTROL WHEEL I/C BOOM NORM
SPEAKERS
DME 1 ADJ
MIC SWITCH AUDIO CONTROL PANEL PA SENS
(3) PA GAIN
PA ST ATTENTION
FOR HANDLING
AUDIO POT 1
ELECTROSTATIC
AUDIO POT 2 SENSITIVE
DEVICES COMMUNICATION RADIOS
MOD A[] B[] C[] D[] NAVIGATION RECEIVERS

OXYGEN MASKS PASSENGER ADDRESS
SERVICE INTERPHONE
REMOTE ELEC ONICS UNIT
RVTECH P/N
BOEING P/N
HEADSETS
TSO C50C
RTCA 00--16 ENV CAT
B2AKXXXXFX AAZ VOICE RECORDER
HEADPHONE
GPWC
TCAS COMPUTER
HAND MIC SERIAL NO. FCC
DATE MFD
WXR
WEIGHT 7.75 LBS
EXTERNAL POWERPANEL REMOTE ELECTRONICS UNIT

Figure 51 FLIGHT INTERPHONE - GEN. DESCRIPTION
FLIGHT INTERPHONE - AUDIO CONTROL PANEL In the R/T position, the microphone audio and PTT signals go to the
communication system set by the transmitter selectors.
Purpose
In the I/C position, the boom or mask microphone jacks connect to the flight
The flight crew uses the audio control panels (ACPs) to control audio for the interphone system.
communication and navigation systems. Each ACP controls one station.
Controls BOOM--MASK Switch
These are the controls on the ACP: The BOOM--MASK switch allows selection of the boom microphone jack or the
oxygen mask microphone as an audio source.
S Transmitter selectors
S Receiver switches Filter Switch
S Radio--Intercom PTT switch The filter switch controls the filter that processes the navigation audio you
S BOOM--MASK switch receive. This switch has these positions:
S Filter switch S V (voice) position passes only voice frequencies through the filter and
blocks the 1020 hz range frequency.
S ALT--NORM switch.
S B (both) position passes voice and range (coded station identification)
Microphone Selector Switches frequencies through the filter to the audio output.
The flight interphone system gets audio from these microphones: S R (range) position passes only range frequencies through the filter and
S Boom blocks voice frequencies.
S Oxygen mask ALT--NORM Switch
S Hand--held. You use the ALT--NORM switch to select either normal or emergency operation
You push a transmitter selector to select a communication transmitter or of the flight interphone system.
system. You can select only one system at a time. When you push a Each station operates independently.
transmitter selector, this happens:
When you select NORM, the flight interphone system operates as usual.
S The selector switch light comes on
When you select ALT, the flight interphone system operates in the emergency
S The received audio comes on at the volume set by the receiver volume mode.
control
The only ACP controls that operate are the BOOM--MASK switch and the R/T
S The microphone audio and PTT signals are enabled for that system.
position of the PTT switch.

When you push a PTT switch, the microphone audio and PTT signals go to the The hand--mic does not operate.
system set by the selector switches.
When you select ALT on the captain or observer ACP, you hear receiver audio
When the ACP initially gets power, the flight interphone system is active. from the VHF--1 transceiver at the headphone and headset jacks.
Receiver Switches When you key the MIC, the audio and PTT signals go to the VHF--1
Push the receiver switch (push--on, push--off) to listen to communication or transceiver.
navigation system audio. Turn it to adjust the volume. When you select ALT on the first officer ACP, you hear receiver audio from the
VHF--2 transceiver at the headphone and headset jacks.
Radio--Intercom PTT Switch
When you key the MIC, the audio and PTT signals go to the VHF--2
The radio--intercom PTT switch is a three--position switch with momentary
contacts in the R/T and I/C positions. transceiver.
MIC SELECTOR
TRANSMITTER
SELECTOR (7)
W W W W W W W
SERV FLT
1--VHF--2--VHF--3 HF INT INT PA
RECEIVER
1--NAV--2 1--ADF--2 MKR SPKR SWITCHES
B
R/T MASK V R ALT
I/C BOOM NORM
RADIO--INTERCOM MASK--BOOM FILTER SWITCH ALT--NORM

PTT SWITCH SWITCH SWITCH
INOP
1
INOP PLACARDS ARE OVER THE LEGEND OF ANY TRANSMITTER SELECTOR OR RECEIVE SWITCH THAT IS NOT CONNECTED.
Figure 52 FLIGHT INTERPHONE - ACP

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.
ALTERNATE LOCATION
FOR CAPT. INTERPHONE SPEAKER 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
CAPT JACKS F/O JACKS

-- HAND MICROPHONE -- HAND MICROPHONE
-- MASK MICROPHONE -- MASK MICROPHONE
P8 AFT ELECTRONIC PANEL

-- CAPT AUDIO CONTROL PANEL
-- F/O AUDIO CONTROL PANEL
Figure 53 FLIGHT INTERPHONE - COMP. LOC.

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.
GROUND CREW
CABIN CREW
Figure 54 SERVICE INTERPHONE - INTRODUCTION
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.
MIC SELECTOR
SERV AAU OBS F/O CAPT

INT
SVR INT ATT FLT FLT
FLT INT SVR SVR
ONE 2 ADJ
DME 1 ADJ FWD ATTENDANT PANEL
PA SENS
PA GAIN FWD ATTENDANT
PA ST ATTENTION
AUDIO CONTROL PANEL (3) FOR HANDLING HANDSET
AUDIO POT 1 ELECTROSTATIC
DEVICES
MOD A[] B[] C[] D[]
FLIGHT INTERPHONE
-- MICROPHONES AFT ATTENDANT PANEL
-- HEADPHONES REMOTE ELEC ONICS UNIT
-- SPEAKERS RVTECH P/N
BOEING P/N ATTENDANT OPERATION AFT ATTENDANT
TSO C50C HANDSET
RTCA 00--16 ENV CAT INSIDE AIRPLANE
B2AKXXXXFX AAZ OUTSIDE AIRPLANE
SERIAL NO. SERVICE

DATE MFD INTERPHONE
WEIGHT 7.75 LBS
SERVICE JACKS
INTERPHONE INTERPHONE
JACK SWITCH
REMOTE ELECTRONICS UNIT HEADSET
FLIGHT CREW OPERATION GROUND CREW OPERATION
Figure 55 SERVICE INTERPHONE - GEN. DESCRIPTION
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.
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.
EXIT LOCATOR SIGN (2)
ATTENTAND CALL LIGHTS

ATTENDANT
PANEL (2)
ATTENDANT
HANDSET (2)
CABIN
GRD
ATTEND CALL
P5 FORWARD OVERHEAD PANEL
-- PASSENGER SIGNS PANEL
CALL
PASSENGER SIGNS PANEL AURAL WARNING MODULE
P9 FORWARD ELECTRONIC PANEL

-- AURAL WARNING MODULE
PASSENGER ADDRESS
FLIGHT COMPARTMENT AMPLIFIER
Figure 56 FLIGHT CREW CALL - GEN. DESCRIPTION
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.
AAU OBS F/O CAPT

SVR INT ATT FLT FLT
FLT INT
ONE 2 ADJ
SVR SVR
ATT SPEAKERS
DME 1 ADJ
PA SENS
PA GAIN
PA ST ATTENTION
DEVICES
PILOT MOD A[] B[] C[] D[]
DISPLAY
CABIN AND
RVTECH P/N LAV SPEAKERS
BOEING P/N
TSO C50C
RTCA 00--16 ENV CAT
TONE OPERATE
B2AKXXXXFX AAZ
SERIAL NO. LOAD LEVEL

DATE MFD
(OHMS) (VRMS) PA PTT
WEIGHT 7.75 LBS
PASSENGER
REMOTE ELECTRONICS ENTERTAINMENT
ATTENDANT UNIT MASTER GAIN SYSTEM
NO FASTEN
SMOKING BELTS
OFF
AUTO
ON
GRD
ATTEND CALL
LAVATORIES
PRE--RECORDED AND PASS
ANNOUNCEMENT/ SERVICE UNITS PASSENGER ADDRESS PASSENGER SIGNS
MUSIC REPRODUCER AMPLIFIER PANEL
Figure 57 PA - DESCRIPTION
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.
Figure 58 VHF - INTRODUCTION

VHF - GENERAL DESCRIPTION External Interface

The VHF communication system connects with these components/systems:
General S The remote electronics unit (REU)
The VHF communication system supplies the flight crew with voice and data S The proximity switch electronic unit (PSEU)
line-of-sight communication.
S The flight data acquisition unit (FDAU).
The VHF communication system can be used to communicate between
airplanes and between airplanes and ground stations. Microphone audio and microphone discretes go to the VHF transceiver through
the remote electronics unit.
The VHF communication radio is tunable in the frequency range of 118.000
Receiver audio goes from the VHF transceiver to the flight interphone speakers
MHz to 136.975 MHz.
and headsets through the remote electronics unit.
The VHF radio is used to transmit and receive voise and data communication.
The flight data acquisition unit receives transceiver key data to record the
The 8.33 kHz spacing is only available for these frequency ranges: event.
S 118.000 to 121.400 The VHF transceiver receives an air/ground discrete from the proximity switch
S 121.600 to 123.050 electronic unit.
S 123.150 to 136.475 The VHF transceivers use the discrete to calculate flight legs and for internal
fault memory.
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.
ACTIVE TFR STANDBY
V C
H O
F M
COMM TEST
M
VHF ANTENNA
GROUND
VHF CONTROL PANEL
AIR
PROXIMITY SWITCH
AAU OBS F/O CAPT
ELECTRONICS UNIT
SVR INT ATT FLT FLT
FLT INT SVR SVR
ONE 2 ADJ
DME 1 ADJ
PA SENS
PA GAIN
PA ST ATTENTION
FOR HANDLING
DEVICES
MOD A[] B[] C[] D[]
1 -- VHF
RVTECH P/N FLIGHT DATA
BOEING P/N VHF TRANSCEIVER ACQUISITION UNIT
TSO C50C AUDIO CONTROL PANEL

RTCA 00--16 ENV CAT
B2AKXXXXFX AAZ
FLIGHT INTERPHONE
MICROPHONES
SERIAL NO.
HEADPHONES
DATE MFD OXYGEN MASKS
WEIGHT 7.75 LBS SPEAKERS
REMOTE ELECTRONICS UNIT
Figure 59 VHF - GENERAL DESCRIPTION

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.
DREAM-AIRLINE
ACARS DATA/ ACARS DATA AIRLINE

VOICE STATION LINK CONTROL OPERATIONS
Figure 60 ACARS - INTRODUCTION

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.
UPLINK/
MK 2 CMU DOWNLINK
DATA
VHF
MU PASS TRANSCEIVER
HW FAIL
LOAD SW
XFER
BUSY
XFER
COMP
CONTROL DISPLAY
XFER
UNIT FAIL
CHIME
APM FAIL
REMOTE AURAL
ELECTRONICS WARNING
UNIT MODULE
PRINTER
PROXIMITY SWITCH ELECTRONICS UNIT
PROGRAM PINS
UPLOAD/ FLIGHT MANAGEMENT

DOWNLOAD COMPUTER SYSTEM
DATA FLIGHT DATA
PROGRAM SWITCH MODULES
ACQUISITION UNIT
DATA LOADER
CONTROL PANEL
ACARS MANAGEMENT UNIT
Figure 61 ACARS - DESCRIPTION
ACARS - OPERATION ACARS PREFLT MENU

The ACARS PREFLT (preflight) menu shows when you push the ACARS LSK
Purpose on the MENU page.
The flight management computer system control display unit (CDU) gives you You use this to get access to other ACARS pages.
an interface with the ACARS system. The flight crew uses these selections and the control indexes to transmit and
It lets you enter, send, and review downlink/uplink data. receive information from ACARS:
The CDU shows ACARS messages in the scratch pad. S PREFLIGHT -- to put preflight information into ACARS
These are the ACARS messages: S FUEL INIT -- to put in starting airplane fuel
S ACARS UPLINK -- ACARS has received an uplink message S CREW REPORT -- to make refuel and ground service reports
S ACARS NO COMM -- no ACARS link available S ATC -- to send reports to air traffic control
S ACARS VOICE -- ACARS VHF radio set to voice S TELEX -- to make, address, and send telexes to the ground station
S ACARS CALL -- ground station requests voice--go--ahead S MISC -- to find frequencies, check ACARS parameters and select the
S ACARS VOICE BUSY -- ACARS VHF radio voice circuits are busy maintenance menu for test-puposes.
S ACARS MU FAIL -- ACARS management unit failure S WEATHER REQUEST -- to get weather information
S PRINTER UPLINK -- uplink message for printer S VOICE/DATA CONTROL -- to change the ACARS radio from voice to data
S PRINTER FAIL -- ACARS reports printer failure or data to voice
S ACARS ALERT -- ACARS requires flight crew action. S VOICE CONTACT -- to tell operations, engineering, or maintenance to
contact the airplane on a voice frequency
CAUTION: THE ACARS IS A DATA-LINK SYSTEM, WHICH IS HIGHLY S RECEIVED MESSAGES -- to view or to print received messages from
CUSTOMIZED ground stations.
THE MCDU-PAGES ON THE FOLLOWING PAGE MAY
DIFFER FROM AIRLINE TO AIRLINE!!
CHECK YOUR AIRLINE DEDICATED DOCUMENTS FOR NOTE: THERE ARE MULTIPLE ACARS MENUS AVAILABLE: ONLY TWO
DETAILS, SHOWN ON THIS PAGES11 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.
ACARS PRE F L T MENU MENU
< P R E F L I GH T < FMC

WE A T H E R
< F UE L I NI T R E QU E S T > OR < ACARS
< C R E W R E P OR T
< DFDAU
V OI C E / D A T A
< AT C C O N T R OL >
V OI C E
< T EL EX C ON T A C T > SCRATCH
RE C E I V E D
< MISC ME S S A GE S > PAD
MENU
MESSAGE
ANNUNCIATION
ACARS PREFLIGHT MENU # 1
M
S
G
OR
ALTERNATE ACCESS
TO PROMPT „MISC“
CONTROL DISPLAY UNIT

LOG NR: ACARS TECHLOG ACARS PREF L T MENU 1/3
D-AHFI DATE
TAH TAC 13 APR 05 < FLIGHT LOG PDC / DCL >
00112 : 51 / 00042 REQUEST

REPORT > < TECHLOG PUSHBACK >
WEEKLY
REQUEST
( ) ACTION > TAXI >
< WX - REQUEST
P - CHECK
( ) OIL REFILL > < TELEX / MSG
PREV LOG >
C - CHECK PAR UPDATE > < REC MSG INITIALIZE >
( )
< MISC MAIN SCREEN > < SENT MSG PRE - FLT DATA >
ACARS TECHLOG ACARS PREFLIGHT MENU # 2

Figure 62 ACARS - OPERATION – MCDU
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.
HELP
HELP
HELP
HELP
HELP HELP
HELP
HELP
Figure 63 ELT - INTRODUCTION

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.
ELT TRANSMITTER
ELT ANTENNA
ELT
ARM
ELT
0N
ELT CONTROL PANEL
Figure 64 ELT - DESCRIPTION

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.
Figure 65 HF - INTRODUCTION
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.
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.
ACTIVE STANDBY
V
H C
F O
/ PANEL TEST M
H M
F OFF
VHF 1 VHF 2 VHF 3
VHF
HF 1 AM HF 2
SEN
RADIO COMMUNICATION PANEL
HF ANTENNA
HF ANTENNA
COUPLER
COLLINS
AAU OBS F/O CAPT

LRU FAIL
SVR INT ATT FLT FLT
FLT INT
ADJ
SVR SVR KEY INTERLOCK FLIGHT DATA
ONE 2
DME 1 ADJ
PA SENS
ACQUISITION UNIT
PA GAIN
PA ST ATTENTION CONTROL INPUT FAIL
AUDIO POT 1
AUDIO POT 2
SENSITIVE GROUND
DEVICES
SQL/LAMP TEST
MOD A[] B[] C[] D[] AIR
REMOTE ELEC ONICS UNIT HF PROXIMITY SWITCH PHONE MIC

RVTECH P/N ELECTRONICS UNIT SELCAL DECODER
BOEING P/N
TSO C50C
RTCA 00--16 ENV CAT
B2AKXXXXFX AAZ
AUDIO CONTROL
PANEL MICROPHONES
SERIAL NO. HEADPHONES
DATE MFD
FLIGHT INTERPHONE OXYGEN MASKS HF TRANSCEIVER
WEIGHT 7.75 LBS
SPEAKERS
REU
Figure 66 HF - GEN. DESCRIPTION
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.
ACP . . . . audio control panel
comm . . . . . communication
HF . . . . high frequency
REU . . . . remote electronics unit
SELCAL . . selective calling
VHF . . . . very high frequency
Figure 67 SELCAL - INTRODUCTION

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.
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.
SELCAL AURAL
WARNING RELAY
HF TRANSCEIVER
AURAL WARNING MODULE
REMOTE
ELECTRONICS
AUDIO UNIT
TO
REU
C C
W W
1--VHF 2–VHF
AUDIO CONTROL PANEL
VHF TRANSCEIVER SELCAL

SELCAL PROGRAM
DECODER
UNIT SWITCH MODULE
Figure 68 SELCAL - GENERAL DESCR.

VOICE RECORDER SYSTEM - INTRODUCTION Description

The pilot uses the voice recorder switch to control voice recorder power. the
General AUTO swirch position provides automatic control.
The voice recorder continuously records these: In this position, the voice recorder receives power through the time delay relay.
S Flight crew communications When an engine is at or above idle, an engine running relay energizes the time
S Flight compartment sounds. delay relay.
The voice recorder keeps the last 120 minutes of audio. The energized relay keeps voice recorder power on from engine start to engine
shutdown.
VOICE RECORDER - GENERAL DESCRIPTION The time delay relay also keeps power for an additional five minutes after
engine shutdown to let pilots complete postflight checks.
General The ON position lets you apply power to the voice recorder for maintenance or
The voice recorder unit makes a continuous record of flight crew for preflight tests.
communication and flight compartment sounds.
In this position, the voice recorder switch latches while it supplies the power.
It erases the communication data automatically so that the memory stores only
It gives the power until an engine starts or until you put the switch back to
recent audio.
AUTO.
The voice recorder unit keeps the last 120 minutes of communication data in
The switch automatically goes to AUTO when an engine is at or above idle.
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.
Components
The voice recorder system has these components:
S Cockpit voice recorder panel
S Voice recorder unit.
S Voice recorder switch
COCKPIT VOICE RECORDER MICROPHONE MONITOR ERASE VOLTAGE

PARKING BRAKE SET AND
GROUND SENSING RELAY
ERASE TEST ERASE
UNDERWATER
TEST LOCATOR
AUDIO BEACON
STATUS HEADPHONE
COCKPIT VOICE RECORDER PANEL TIME
DELAY
RELAY
AUTO
ENG 1 AND 2
RUN RELAYS
ON
VOICE RECORDER
SWITCH CLOCK
AAU OBS F/O CAPT

MICROPHONE AND SVR INT EXT HDPH HDPH
HEADPHONE AUDIO (3) SVR INT ATT
FLT INT
FLT
SVR
FLT
SVR
ONE 2 ADJ
DME 1 ADJ
PA SENS
PA GAIN
PA ST ATTENTION VOICE RECORDER UNIT
CAPTAIN AUDIO POT 1
DEVICES
MICROPHONE
VOICE MOD A[] B[] C[] D[]
RECORDER
AUDIO REMOTE ELEC ONICS UNIT
RVTECH P/N
BOEING P/N
TSO C50C
RTCA 00--16 ENV CAT
FIRST OFFICER B2AKXXXXFX AAZ
MICROPHONE
SERIAL NO.
DATE MFD
WEIGHT 7.75 LBS
FIRST OBSERVER
MICROPHONE REMOTE ELECTRONICSUNIT
Figure 69 VOICE RECORDER - DESCRIPTION
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.
Figure 70 PES-AUDIO - INTRODUCTION

PES-- AUDIO / GENERAL DESCRIPTION Audio Entertainment Signals

The PES--audio gets audio inputs from these sources and sends them to each
General passenger seat:
Audio signals from the audio entertainment player (AEP) and the passenger -- Entertainment audio from the audio entertainment player
entertainment system--video (PES -- video) go through passenger -- Video audio from the passenger entertainment system--video
entertainment system--audio (PES--audio) components to the passengers.
-- Announcements from the passenger address system.
Attendants use the forward attendant panel to control the PES--audio.
The audio multiplexer sends signals directly to the first seat electronics box in
Passengers use the passenger control units (PCUs) to make audio selections each column.
and control the volume.
The signals go through the seat electronics box to the next seat electronics box
Components in the column.
These are the components of the PES--audio: The seat electronics boxes send signals to the passenger control units in the
-- Audio entertainment player (AEP) seat group.
-- Audio multiplexer (AMUX) Passenger Address Override
-- Seat electronics boxes (SEB) The passenger address system stops the entertainment audio during an
-- Passenger control units (PCU). announcement. Passengers cannot change channels on the passenger control
There are two columns of seat electronics boxes. unit during a passenger address announcement.
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).
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.
IFE
FORWARD ATTENDANT PANEL
PASSENGER PASSENGER
CONTROL CONTROL
UNITS UNITS
OTHER
LEFT COLUMN SEBS
SEAT SEAT
ELECTRONICS ELECTRONICS
BOX BOX
PASSENGER
ADDRESS AUDIO ENTERTAINMENT
PLAYER
SYSTEM TO PCUs TO PCUs
OTHER
RIGHT COLUMN
SEBS
PES--VIDEO
SEAT SEAT
ELECTRONICS ELECTRONICS
BOX BOX
AUDIO MULTIPLEXER
Figure 71 PES / AUDIO - DESCRIPTION
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.
LCD-SCREEN:
WALL MOUNTED
EXTENDED
VIDEO-MONITOR (WHEN VIDEO
(OPTIONAL) OFF; DISPLAY
IS STOWED IN
THE HATRACK)
Figure 72 PES / VIDEO - INTRODUCTION

PES - VIDEO - GENERAL DESCRIPTION Control

You use the video system control unit to control the operation of the
General PES--video. The video system control unit sends signals to the VTRs.
The passenger entertainment system -- video (PES--video) provides video These signals turn on the VTRs and control the video tape.
programs for the passengers. A signal from the passenger oxygen system stops the video program when
These are the major components of the PES--video: passenger oxygen masks deploy.
-- Video tape reproducer (VTR) A signal from the PSEU is used for flight leg switching in the video system. It
-- Video system control unit (VSCU) shows the video system when the airplane is in air to start automatic
-- Video distribution unit (VDU) passenger entertainment.
-- Video monitor. Distribution
The PES--video also provides data about the flight to the passengers. The video system control unit sends control signals and three video signals to
The DIU provides flight information to the passengers. the video distribution units.
The video system control unit tells each video distribution unit when to turn on
Video Sources the monitors and which video signal to send to the monitors.
Video tapes provide programs for the passengers. One video distribution unit controls two monitors.
You put the video tapes into the video tape reproducers (VTR). The video system control unit sends the audio from the video program to the
The VTRs send the video and audio signals to the video system control unit. passenger entertainment system -- audio (PES--audio).
The digital interface unit provides flight data for the passengers. The PES--audio distributes the audio to the passenger control units in the
The DIU sends video signals to the video system control unit. passenger seats.
The digital interface unit receives signals from these systems: Passengers connect headsets to the passenger control units and set the
-- Air data inertial reference system control for the video channel when they want to listen to the video program.
-- flight management computer system. 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 DIU gets images from the random access video entertainment player.
The passenger address system distributes the audio to the speakers in the
The DIU uses the images to create displays for the passengers. cabin.
The digital interface unit is in the electronic equipment compartment on the
When a video program plays, the VSCU turns on the VIDEO ON light in the
E3--2 shelf. flight compartment ( P5 Overhead Panel ).
The video transformer is on the rack behind the digital interface unit.
VIDEO TAPE VIDEO VIDEO

REPRODUCER(S) DISTRIBUTION MONITORS
UNITS
FLIGHT
MANAGEMENT
COMPUTER VIDEO ON
W
P5 OVERHEAD
PANEL
AIR DATA INERTIAL

REFERENCE UNIT DIGITAL
INTERFACE
UNIT
PASSENGER
OXYGEN
SYSTEM
DATA LOADER AUDIO
CONTROL PANEL MULTIPLEXER
PROXIMITY SWITCH PASSENGER

ELECTRONICS UNIT VIDEO SYSTEM ADDRESS
CONTROL UNIT AMPLIFIER
Figure 73 PES / VIDEO - DESCRIPTION
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.
MASTER POWER
SWITCH
MODE SELECT START/STOP
SYSTEM TEST KEY KEYS
LIGHTS
KEYPAD
ALL -- ZONE MENU

MODE SELECT 1 2 3
< SEL > VTR 1 PRI
MASTER AUTO
POWER 1 – PLAY VIDEO MANUAL
PASS 2 – ANNOUNCEMENTS ALL ZONES
4 5 6
FAIL 3 – BG MUSIC
AUTO PROGRAM
SYSTEM 4 – AIRSHOW 7 8 9
TEST
PA VOL ( 0 – 77 ) OFF START STOP
ETI
0
PREVIEW
SELECT MENU
CLEAR SEL ENTER
VTR PRI
AUX SEC
MANUAL CONTROL
ALL ZONES VTR CONTROL
VTR PRI
PWR AUX SEC SEL PA SEL STOP REW PLAY FF
ON/OFF SOURCE SELECT ON/OFF SELECT
VSCU (VIDEO SYSTEM CONTROL UNIT)

MENU KEY PA ON/OFF
MANUAL CONTROL
Figure 74 VSCU - OPERATION

NAVIGATION One Stop Airline B737-- 600/700/800/900
ATA 34 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.
FRA US/E GiM Mai 10, 2006 ATA 34 Navigation Page 146
Figure 75 PITOT, STATIC INTRODUCTION

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.
PITOT
PRESSURE
ADR DATA
STATIC AIR DATA MODULE (2)

PRESSURE
AIR DATA
REFERENCE
CDS
AIR DATA MODULE (2)
TOTAL AIR
TEMPERATURE PROBE FMCS
IR DATA
INERTIAL
REFERENCE
ISDU
IRS MASTER
GPS A
CAUTION UNIT
ALIGN
W
ON DC
A
ALIGN
W
ON DC
A LOCATED IN THE P61
ANGLE OF ATTACK FAULT
A
DC FAIL
A
FAULT
A
DC FAIL
A (RH OF THE COCKPIT
SENSOR (2) ALIGN
OFF
NAV ALIGN
OFF
NAV
ATT
DOOR FRAME)
ATT
L IRS R
MSU
ADIRU (2) E5--2
Figure 76 ADIRS GENERAL DESCRIPTION
ADIRS - ALIGNMENT PROCEDURE 1 ADIRS - LAST PRESENT POSITION ENTRY ON CDU

General CDU Present Position Entry
The ADIRU calculates these values during the alignment procedure: ADIRS present position can be set using the FMC CDU. Push the INIT/REF
S Local vertical key on the CDU to show the position initialization (POS INIT) page.
S True north From this page, there are these three procedures that you can use to enter
present position for the ADIRUs:
S Present position latitude.
S Transfer position data from LAST POS line
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. S Transfer position data trom REF AIRPORT line
The alignment time will not be more than 10 minutes if the present position S Enter position data using CDU keyboard.
latitude is between 60.0 degrees north or south.
LAST POS Transfer
The alignment time is fixed at 10 minutes between latitudes of 60.0 and 70.2
Do this to transfer position data from the LAST POS line on the CDU to the
degrees north or south.
ADIRUs:
The alignment time is fixed at 17 minutes between latitudes of 70.2 and 78.25
S Push line select key (LSK) 1R. The position data moves to the scratchpad
degrees north or south.
S Push LSK 4R. Position data moves from scratchpad to the SET IRS POS
The ADIRU will not align at a latitude more than 78.25 north or south.
boxes.
GPS
P OS I NI T 1 / 3
L A ST P OS
ALIGN ALIGN
N4 0 3 8 . 0 W0 7 3 4 6 . 4
RE F A I RP ORT
-- -- -- -- 2 NAV
1
GA T E ALIGN ALIGN NAV
-- -- -- -- -- ATT ATT
OFF OFF
SET I RS P OS
. . L IRS R
GMT -- MON / D Y
1 4 3 2 . 2 Z 1 1 / 2 9 IRS- MODE SELECT UNIT (MSU)
-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- --
< I N D EX ROUT E >
P OS I N I T 1/ 3
L A S T P OS
N4 0 3 8 . 0 W0 7 3 4 6 . 4
R E F A I R P OR T
INIT BRT -- -- -- --
REF RTE CLB CRZ DES
GA T E
-- -- -- -- --
DIR DEP S E T I R S P OS
EXEC
INTC LEGS ARR HOLD PROG . . 4
G MT -- MO N / D Y
1432. 2Z 11/ 29
N1 -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- --
FIX
LIMIT A B C D E < I ND E X R OU T E >
N 4 0 3 8 0 W0 7 3 4 6 4
PREV NEXT 3
PAGE PAGE F G H I J M
W S
G
F 1 2 3 K L M N O W P OS I NI T 1/ 3
A O L A S T P OS
I F N4 0 3 8 . 0 W0 7 3 4 6 . 4
4 5 6 P Q R S T S R E F A I R P OR T
LA TW -- -- -- --
GA T E
-- -- -- -- --
7 8 9 U V W X Y 5 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
0 +/ -- Z DEL / CLR 1432. 2Z 11/ 29
-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- --
< I NDE X R OU T E >
FMCS CDU
Figure 77 IRS ALIGN - MCDU POS. ENTRY
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.
FMC SPD LNAV VNAV PTH

VOR/LOC G/S
138 2 500
IBFI/130
200 DME 8.1 3 200
CMD
180 6
ATTITUDE OM
(IRS) 3 000 2
160 1 VERTICAL SPEED

10
(IRS/AIR DATA)
AIRSPEED
3 20 BARO ALTITUDE
14 2 800
(AIR DATA) 2 (AIR DATA)
REF
1
120
2 600 2
6
100
1000
2 400
1011 HPA
186 H MAG
Figure 78 PFD - OVERVIEW (IRS / AIR DATA)

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.
Figure 79 ILS INTRODUCTION

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.
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.
NAVIGATION
ACTIVE TFR STANDBY COLLINS VHF NAV
BOTH BOTH
I08.I0 111.90 ON 1 ON 2
N
A TEST DEU (2) NORMAL
LRU STATUS
V
CONTROL FAIL VHF NAV SELECT SWITCH
NAVIGATION CONTROL PANEL (2) ANT FAIL

TO VOR/MB
RECEIVER
REU
DUAL VOR/LOC ANTENNA

GPWC
BOTH PILOTS
SELECTED
ILS-FREQ
TEST
FCC (2)
GLU--920
LOC ANT FDAU

DUAL LOCALIZER ANTENNA SWITCH

(2)
FMC
DUAL GLIDESLOPE MULTI--MODE RECEIVER STDBY ATT IND

ANTENNA NOTE: OPTIONAL - ALLIED SIGNAL
Figure 80 GEN. DESCRIPTION

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.

VOR/LOC G/S
138 2 500
IBFI/130
200 DME 8.1 3 200
CMD
180 6
OM
3 000 2
GLIDESLOPE DEVIATION
SCALE AND POINTER
160 10 1
3 20
14 2 800
2
REF
1
120
2 600 2
6
100
1000
2 400
1011 HPA
186 H MAG
LOCALIZER DEVIATION
SCALE AND INDICATOR
Figure 81 PFD - OVERVIEW

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.
ILS SOURCE
GS313 TAS 305 ILS 1 110.10 ILS FREQUENCY

350 ‘/15 CRS055 SELECTED COURSE
DME13.5
HDG 090 MAG
VOR
POINTER
SELECTED
COURSE POINTER
LOC GLIDESLOPE DEVIATION

SCALE AND POINTER
DEVIATION POINTER
LOC
DEVIATION SCLALE
VOR
POINTER
VOR 2 VOR 2 IDENTIFIER/
ELN
DME DISTANCE
DME28.5
Figure 82 ND - CENTERED APPROACH

VHF OMNIDIRECTIONAL RANGING (VOR) SYSTEM VOR SYSTEM - GENERAL DESCRIPTION

Purpose General
The VHF omnidirectional ranging (VOR) system is a navigation aid that gives The VOR system has two VOR/marker beacon (VOR/MB) receivers.
magnetic bearing data from a VOR ground station to the airplane. The receivers have VOR and marker beacon functions. This section covers
The VOR ground stations transmit signals that give magnetic radial information only the VOR operation of the VOR/MB receivers.
from 000 degrees to 359 degrees. All VOR stations reference the 000 degree
to magnetic north. 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).
VOR STATION 1
VOR STATION 2
RMI
NAVIGA
VHF NAV
ACTIVE TFR STANDBY
BOTH BOTH
ON 1 ON 2
N DEU (2) NORMAL
A DISPL
V TEST
NAV SELECT SWITCH (P5)
NAVIGATION CONTROL PANEL (2)

TO MMR REU
FCC (2)
VOR/LOC ANTENNA POWER

DIVIDER
(2) VOR/MB RECEIVER (2) FMCS
Figure 83 VOR GENERAL DESCRIPTION

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
VOR SOURCE
VOR FREQUENCY/
IDENTIFIER
GS315 TAS312 VOR 2 116.80
350‘/15 CRS055 SELECTED COURSE
DME28.5
HDG 090 MAG
VOR POINTERS
VOR COURSE DEVIATION

SELECTED COURSE SCALE AND INDICATOR
POINTER
SELECTED COURSE
POINTER
VOR
POINTERS
TO
VOR 1 VOR 2
116.00 116.80
VOR 1 FREQUENCY/ DME121 DME28.5 VOR 2 FREQUENCY/
DME DISTANCE DME DISTANCE
TO/FROM
INDICATION/
ANNUNCIATION
Figure 84 ND - CENTERED VOR

MARKER BEACON SYSTEM - INTRODUCTION MARKER SYSTEM - GENERAL DESCRIPTION

General General
The marker beacon system supplies visual and aural indications when the The marker beacon system has an antenna and a VOR/marker beacon
airplane flies over airport runway marker beacon transmitters. (VOR/MB) receiver. The marker beacon function only operates in the VOR/MB
receiver 1 position.
Operation
The marker beacon antenna receives the marker beacon signals. The signals
go to the VOR/MB receiver 1. The VOR/MB receiver 1 supplies this data:
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.
DISPLAY ELECTRONICS
UNIT (2)
FDAU
REMOTE ELECTRONICS
UNIT
MARKER BEACON
ANTENNA VOR/MB RECEIVER 1
Figure 85 MARKER GENERAL DESCRIPTION
PFD - OVERVIEW - MARKER BEACON INDICATIONS


VOR/LOC G/S
138 2 500
IBFI/130
200 DME 8.1 3 200
CMD MARKER BEACON
INDICATION
180 6 - OM
OM
3 000 2 - MM
- AW
160 10 1
3 20
14 2 800
2
REF
1
120
2 600 2
6
100
1000
2 400
1011 HPA
186 H MAG

DISTANCE MEASURING EQUIPMENT DME SYSTEM - GENERAL DESCRIPTION

Purpose General
The distance measuring equipment (DME) system supplies slant range (line of The DME system has two DME interrogators and two antennas.
sight) distance measurement between the airplane and the ground station. The The DME interrogator transmits a signal to the DME ground stations.
DME system supplies station audio and identifier signals to the interphone
The ground stations send a reply signal back to the interrogator.
speakers and headsets.
The interrogator measures the time between the transmit signal and the reply
signal and calculates the distance to the station.
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.
DME
DEU (2)
FMC
ACTIVE STANDBY
TFR
N FCC (2)
A
V TEST
NAVIGATION CONTROL PANEL (2)

FDAU
ATC 1
ATC 2
TCAS
COAX TEE
DME ANTENNA (2) DME INTERROGATOR (2) REU

Figure 87 DME GENERAL
ND - CENTERED APPROACH - DME INDICATION

GS313 TAS 305 ILS 1 110.10 DME 1

350 ‘/15 CRS 055 DISTANCE
DME 13.5
HDG 090 MAG
VOR 2
ELN DME 2
DME 28.5 DISTANCE
Figure 88 ND - CENTERED APPROACH

AUTOMATIC DIRECTION FINDER SYSTEM - INTRODUCTION ADF SYSTEM - GENERAL DESCRIPTION

Purpose Description
The automatic direction finder (ADF) system is a navigation aid. The ADF receiver calculates the bearing to the ADF ground stations and sends
The ADF receiver uses AM signals from ground stations to calculate the it to the DEUs for display.
bearing to the ADF station from the airplane longitudinal axis. The ADF bearing also goes to the radio magnetic indicator (RMI).
The ADF system also receives standard AM radio broadcasts.‘ The ADF receiver processes audio from the ground stations and sends it to the
remote electronics unit (REU).
ADF
DEU (2)
TFR
ADF ADF
ANT ANT
A
D
ADF ANT OFF ON
F
RMI
TONE
ADF CONTROL PANEL
ADF ANTENNA ADF RECEIVER REU

Figure 89 ADF GENERAL DESCRIPTION
RADIO ALTIMETER SYSTEM — INTRODUCTION RA SYSTEM - GENERAL DESCRIPTION

General General
The radio altimeter (RA) system measures the vertical distance from the The radio altimeter system has two receiver/transmitters. Each
airplane to the ground. receiver/transmitter has a transmit and a receive antenna.
The radio altitude shows in the flight compartment. The receiver/transmitters gets discrete inputs from the air ground relays.
The system has a range of —20 to 2500 feet. Radio altitude data goes on ARINC 429 data buses to these components:
The flight crew and other airplane systems use the altitude during low altitude S Flight control computers (FCC)
flight, approach, and landing. S Autothrottle computer
S Ground proximity warning computer (GPWC)
S Traffic alert and collision avoidance system (TCAS) computer
S Common display system (CDS) display electronic units (DEU).
RA
RECEIVE
TRANSMIT ANTENNA
ANTENNA
FCC (2)
AUTOTHROTTLE
COMPUTER
GPWC
TCAS COMPUTER
RA RECEIVER/
TRANSMITTER (2)
FDAU
DEU (2)
PROXIMITY SWITCH
ELECTRONICS UNIT WEATHER RADAR
Figure 90 GEN. SCHEMATIC
PFD - INDICATION - RADIO ALTITUDE


VOR/LOC G/S
138 2 500
IBFI/130
200 DME 8.1 3 200
CMD
180 6
OM
3 000 2
160 10 1
3 20
14 2 800
2
REF
1
120
2 600 2
-3 6
100
1000
2 400
1011 HPA
RADIO ALTITUDE 186 H MAG

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.
Figure 92 ATC INTRODUCTION

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.
ATC TPR/ MODE S BENDIX/KING

TPR
ALT
DATA IN
TOP ADIRU (2)
BOT
TCAS
MAINTENANCE
ANTENNA RESERVED
(TOP) ATC COAX SWITCH RESERVED
(TOP) TEST
TCAS COMPUTER
ANTENNA DME/ATC/TCAS
(BOTTOM) ATC COAX SWITCH ATC TRANSPONDER (2) SUPPRESSION
(BOTTOM) COAX TEE
TA/RA
TA ABV
1 2 3 ATC 1
TST
T OFF BLW IDNT A
C
4 5 6 T
A DME
C
S 1 2 AUTO INTERROGATOR
XPDR
7 0 CLR
STBY ON (2)
A
FAULT
ATC/TCAS CONTROL PANEL

Figure 93 ATC GENERAL DESCRIPTION
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.
Figure 94 TCAS INTRODUCTION

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.
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).
TOP ATC TOP TCAS

ANTENNA TO
DIRECTIONAL DISPLAYS
BOTTOM ATC ANTENNA
ANTENNA DEU (2)
TO
COCKPIT
BENDIX/KING SPKRS
REMOTE ELECTRONICS UNIT
ATC
TRANSPONDER (2)
RADIO ALTIMETER (2)
TA/RA
TA ABV 1 2 3 ATC1 TEST
OFF BLW IDENT
4 5 6 GPWC
T A
C XPNDR1 2 AUTO T
A STBY ON
7 0 CLR
A C
S
FAULT
ATC/TCAS CONTROL PANEL L ADIRU
TCAS SUPPRESSION COAX TEES

COMPUTER
LANDING GROUND
GEAR LEVER SENSING RELAY FDAU
BOTTOM TCAS
DIRECTIONAL
ANTENNA WEATHER RADAR
Figure 95 TCAS GERERAL DESCRIPTION
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.
GS 0 TAS ------ VOR 1 115.10

------/------ HDG 131 MAG CRS 131
DME ------
OFFSCALE TRAFFIC
(RED FOR RA
AMBER FOR TA)
TRAFFIC ADVISORY TA OR RA TRAFFIC

(SOLID AMBER CIRCLE) (RED FOR RA
20 OFFSCALE
--02 TRAFFIC AMBER FOR TA)
RA 5.3 +03
TA 12.7 --12 NO--BEARING RA TRAFFIC
(RED)
+14 NO--BEARING TA TRAFFIC
PROXIMATE TRAFFIC --10 (AMBER)
(WHITE SOLID)
--09 OTHER TRAFFIC
(WHITE)
RESOLUTION ADVISORY
TO (SOLID RED SQUARE)
VOR 1 VOR 2
115.10 114.20
DME ------ DME ------
NAVIGATION DISPLAY
Figure 96 TCAS - NAVIGATION DISPLAY

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.
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.
TCAS RA -
DOWN ADVISORY
1
TCAS RA -
UP ADVISORY
2 2
ALTERNATE FLIGHT
DIRECTOR DISPLAY
NOTE: THE AIRPLANE / FLIGHT DIRECTOR

QUE-SYMBOL IS AN OPTION !
Figure 97 TCAS - ATTITUDE INDICATOR DISPLAY

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.
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.
GS
305 TAS
319 HDG090 TRU VOR R 116.80
CRS
055
DME
13.5
40
WXR
+5
VAR FROM
Figure 98 WXR - GENERAL

WXR SYSTEM - GENERAL DESCRIPTION Display

WXR data shows on the navigation displays (NDs).
Control The weather data from the WXR receiver/transmitter (R/T) goes to the display
These components supply weather radar (WXR) system control: electronics units (DEUs) for display.
S Left and right EFIS control panels WXR data shows on the navigation displays (NDs).
S Weather radar control panel. The weather data from the WXR receiver/transmitter (R/T) goes to the weather
radar/terrain (WXR/TERR) relays.
System Inputs The ground proximity warning computer (GPWC) controls and switches the
These components supply signals to the WXR transceiver for predictive relays.
windshear: If TERR is selected on the EFIS control panel or there is a Terrain
S Air data inertial reference system sends air data for the PWS function Awareness/Terrain Clearance Floor warning from the GPWC, then the EGPWS
S Radio altimeters send altitude to enable or disable PWS during takeoff and terrain data shows on the navigation display (ND).
approach If TERR is not selected and there are no EGPWS warnings, WXR data shows
S Autothrottle switch packs enable PWS during takeoff on the ND.
S Landing gear lever switch sends a landing gear down discrete to enable Antenna
PWS during approach
The WXR antenna sends the RF pulses and receives the RF returns.
S An air/ground relay sends an air/ground discrete for flight leg counting.
The R/T gets air data inertial reference unit (ADIRU) pitch and roll data for
System Outputs antenna stabilization.
The weather radar transceiver sends these signals out for predictive Receiver/Transmitter (R/T)
windshear:
The primary component of the WXR system is the weather radar R/T.
S PWS video to the WXR/TERR relays
The WXR R/T does these functions:
S PWS warnings or cautions to the GPWS to prioritize any callouts
S Transmits RF pulses
S Audio inhibit to TCAS when there is a PWS warning
S Processes the RF returns
S Audio to the REU for PWS.
S Detects windshear events and sends warnings and cautions to the flight
crew
S Supplies the WXR display data.
MINS FPV MTRS BARO

RADIO BARO IN HPA
RST STD
WXR ANTENNA
VOR 1 VOR MAPPLN 20 40 80 VOR 2
APP 10 160
OFF CTR OFF
5 TFC 320
ADF 1 640 WX RADAR AIR TRANSPORT AVIONICS BENDIX

ADF 2
WXR STA WPT ARPT DATA POS TERR TO DEU(S)
EFIS CP (2)
ADIRS
SYSTEM CHECKER WXR/TERR
RADIO ALTIMETERS RTA--4B
AUTOTHROTTLE SWITCH PACKS

SWXX
TEST
VERXX
MENU
RELAYS
LANDING GEAR LEVER SWITCH
AIR/GROUND RELAY
GPWS
WX RADAR
WX WX/TURB
TEST MAP
TILT TCAS
5 10
GAIN
UP 15 REU
0 WEATHER RADAR RECEIVER/TRANSMITTER
DN 15
AUTO MAX
5 10
WEATHER RADAR CONTROL PANEL

Figure 99 WXR - GENERAL DESCRIPTION
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.
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.
CAUTION
TERRAINAHEAD
WHOOP WHOOP
PULL UP
GS 315 TAS 312 CHN

190/15
HDG 131 MAG 0134.5 Z
82.5 NM
12 15
9
TERRAIN
18
WARNING: 100% RED 20
CAUTION: 100% YELLOW
50% RED
TERR
+ 2000 FT
50% YELLOW
+ 1000 FT
25% YELLOW
0 FT
25% GRN
-- 2000 FT
12.5% GRN
-- 2000 FT
BLACK
E GPWS -- TERRAIN AWARENESS DISPLAYE

Figure 100 EGPWS INTRODUCTION
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).
GROUND PROXIMITY
GPWS
FLAP GEAR TERR
INOP INHIBIT INHIBIT INHIBIT
SYS TEST
EXTERNAL
LAND GEAR NORMNORM NORM FAULT
EN HAN C ED COMPUTER
LEVER SW MOD OK TERRAIN/WEATHER
GPWM
COMPUTER RELAY (2)
FAIL
TO
DISPLAYS
CDS DISPLAY
RADIO ELECTRONICS
ALTIMETER(2) UNIT (2)
BELOW G/S
P--INHIBIT
A
BELOW G/S
LIGHT (2)
ADIRU (2)
FDAU
OBS
AAU F/O
CAPT
SMYD (2)
WEATHER
RADAR
B C D
MOD A
PWR FMC MMR (2)

ON VALID
REU
FMCS
TCAS
DFCS MCP GROUND PROXIMITY WARNING COMPUTER COMPUTER
Figure 101 EGPWS - GENERAL DESCRIPTION

GLOBAL POSITIONING SYSTEM (GPS) GPS - GENERAL DESCRIPTION

Purpose General
The global positioning system (GPS) uses navigation satellites to supply The global positioning system (GPS) calcutates this data:
airplane position to airplane systems and to the flight crew. 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.
MMR
IRS MASTER
CAUTION UNIT
Pres. Pos.
FLIGHT MANAGEMENT
COMPUTER
LEFT ADIRU
ANTENNA POWER
RECEIVE
GROUND PROXIMITY
WARNING COMPUTER
ANTENNA
Pres. Pos.
MMR (2)
NOTE: THERE ARE VARIOUS MMRs AVAILABLE
RIGHT ADIRU CLOCK
Figure 102 GPS GENERAL DESCRIPTION
AUTOFLIGHT One Stop Airline B737-600/700/800/900
ATA 22 AUTOFLIGHT
DIGITAL FLIGHT CONTROL SYSTEM - INTRODUCTION Flight Director
The FCCs get inputs from several systems and send flight director commands
General to the common display system (CDS) to provide guidance for the pilots.
The digital flight control system (DFCS) does these functions: When the MCP flight director switches are on, the flight director display shows
S Autopilot on the common display system (CDS).
S Flight director The flight crew can use the flight director commands to control the attitude of
S Altitude alert the airplane.
S Speed trim The flight director commands do not show at flare.
S Mach trim. Altitude Alert
The DFCS has a mode control panel (MCP), two flight control computers As the airplane gets near or flies away from the MCP selected altitude, an alert
(FCC), and actuator inputs to the flight control system. Each FCC can do all of occurs.
the five functions. This alert warns the pilots that they are getting near or leaving the MCP
Autopilot selected altitude.
The FCCs get inputs from several systems such as the air data inertial This warning occurs with or without the autopilots engaged or the flight
reference system (ADIRS) and the flight management computer (FMC) and directors on.
sends commands to the aileron and elevator actuators. Speed Trim
These actuators control the movement of the ailerons and elevators, which When the engine thrust is high and the airspeed is low, the speed trim function
control the flight path of the airplane. keeps the speed set by the pilots with commands to the horizontal stabilizer.
There are two autopilots, autopilot A from FCC A and autopilot B from FCC B. This function primarily occurs during takeoff and only operates when the
When you engage an autopilot from the MCP, the autopilot controls the autopilots are not engaged.
airplane attitude through these phases of flight: The flight directors may be on or off.
S Climb
Mach Trim
S Cruise
As the speed of the airplane increases, the nose starts to drop. This is called
S Descent
mach tuck.
S Approach
When the airplane airspeed is more than mach 0.615, the mach trim function
S Go--around gives an up elevator to keep the nose of the airplane level.
S Flare. This function operates with or without the autopilot engaged or the flight
director on.
FRA US/T NeA Oct 2001 ATA 22 Autoflight Page 202

CRUISE
A/P ENGAGE
COURSE A/T IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED
CMD B
COURSE
ARM CMD A
C/O 30 10
DN CWS A CWS B
VOR LOC
SPD ALT
MA OFF MA
INTV SEL INTV
F/D 10 30 DISENGAGE F/D

N1 SPEED LVL CHG HDG SEL APP ALT HLD V/S
UP
CLIMB OFF OFF

DESCENT
MODE CONTROL PANEL
AUTOFLIGHT SYSTEM MODE-ANNUNCIATION AUTOFLIGHT SYSTEM STATUS
FMC SPD LNAV

VOR/LOC
VNAV PTH
G/S
FLIGHT DIRECTOR
BARS
CMD
GO--AROUND
APPROACH
TAKEOFF FLARE
PRIMARY FLIGHT DISPLAY

Figure 103 DFCS - INTRODUCTION
DFCS - MCP DESCRIPTION Physical Description

The MCP weighs approximately 15 lbs.
Purpose The MCP installs in the glareshield with four screws on the front of the panel.
The mode control panel (MCP) supplies the interface between the flight crew There are two screws on the bottom of the MCP that also attach to the
and the digital flight control system (DFCS). glareshield.
The MCP does these functions: Three electrical receptacles on the rear of the MCP connect to the airplane
S Engages the autopilot wiring.
S Turns on the flight directors Each mode selector switch on the MCP contains six light emitting diodes
S Selects the operation mode (LED).
S Arms the autothrottle The switches and the LEDs are not line replaceable units (LRUs).
S Controls parameter selection There are six liquid crystal displays (LCDs).
S Displays data. 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.

SELECTED
PARAMETER
LCD (TYP)
A/P ENGAGE
COURSE A/T IAS/MACH V NAV HEADING L NAV ALTITUDE VERT SPEED COURSE
ARM CMD A CMD B
C/O 30 10
DN CWS A CWS B
VOR LOC
SPD ALT
MA OFF SEL MA
INTV INTV
UP
OFF OFF
MCP
MODE SELECTOR
SWITCH (TYP)
Figure 104 DFCS MCP - GENERAL DESCRIPTION

DFCS - GENERAL DESCRIPTION Autopilot Commands

The autopilot can be in the command (CMD) or the control wheel steering
Mode Control Panel (CWS) mode.
The crew uses the MCP to do these functions: In the CMD mode, the FCC calculates the commands which go to the autopilot
S Engage the autopilots actuators.
S Turn on the flight directors The actuators cause the inputs to the power control units (PCU) to move which
S Select the mode of operation control the ailerons and elevator.
S Select course and heading 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
S Select target speeds and altitude. FCC.
Other crew inputs to the FCCs are from these components: The FCC sends the commands to the autopilot actuators to control the ailerons
S Autopilot (A/P) disengage switches and elevator.
S Takeoff/Go--around (TO/GA) switches The FCC also sends commands to the stabilizer trim electric actuator to trim
S Control wheel steering (CWS) force transducers the stabilizer.
S Autoflight status annunciators (ASAs). The autopilot mode shows on the common display system (CDS) above the
S FCC A and B attitude indicator.
The FCCs use data from the MCP, sensors, and these systems to calculate the To disengage the autopilot, the pilot pushes the disengage switches on the
autopilot and flight director commands: control wheel.
S Radio navigation systems 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
S Air data inertial reference system (ADIRS) (ASA) flashes.
S Flight management computer system (FMCS) The ASA warning and aural alert can be reset if the pilot pushes the red A/P
S Autothrottle (A/T) system annunciator on the ASA or pushes the A/P disconnect switch.
S Control surface position sensors
Flight Director Commands
S Autopilot actuator position sensors.
When the flight directors are on, the FCC calculates the guidance commands
The FCCs also use the data to calculate these commands and alerts: that show on the CDS.
S Speed trim commands There is no movement of the control surfaces and no alert if the flight directors
S Mach trim commands are turned off.
S Altitude alerts When you set the flight director mode on the MCP, the mode and its status also
S Autopilot disengage warnings. show on the CDS display.

A/P ENGAGE
ARM CMD A CMD B
C/O 30 10
CWS A CWS B
VOR LOC DN
SPD ALT
MA OFF INTV SEL INTV MA

UP
OFF OFF
MODE CONTROL PANEL
AUTOTHROTTLE CONTROL COLUMN

FMCS AND CWS FORCE
ADIRU TRANSDUCERS
NAV SENSORS
POSITION SENSORS
SWITCHES
REU
AUTOPILOT AILERON AND
ELEVATOR ACTUATORS
AUTOFLIGHT STATUS
ANNUNCIATOR (2)
FCC (2)
STAB TRIM ELECTRIC

ACTUATOR
CMD
AURAL WARNING MODULE MACH TRIM ACTUATOR

Figure 105 DFCS - GENERAL DESCRIPRION

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.
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.

A/P ENGAGE
ARM CMD A CMD B
C/O 30 10
CWS A CWS B
VOR LOC DN
SPD ALT
MA OFF INTV SEL INTV MA

UP
OFF OFF
MODE CONTROL PANEL
AUTOTHROTTLE CONTROL COLUMN

FMCS AND CWS FORCE
ADIRU TRANSDUCERS
NAV SENSORS
POSITION SENSORS
SWITCHES
REU
AUTOPILOT AILERON AND
ELEVATOR ACTUATORS
AUTOFLIGHT STATUS
ANNUNCIATOR (2)
FCC (2)
STAB TRIM ELECTRIC

ACTUATOR
CMD
AURAL WARNING MODULE MACH TRIM ACTUATOR

Figure 106 DFCS - GENERAL DESCRIPRION

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.

Figure 107 AT INTRODUCTION

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.

Figure 108 AT OPERATION OVERVIEW

STRUCTURE One Stop Airline B737-- 600/700/800/900
ATA 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.
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

INBOARD & OUTBOARD

UPPER COVE SKIN PANELS
(FIBERGLASS)
TRAILING EDGE PANELS

(FIBERGLASS/GRAPHITE)
FLAP SUPPORT FAIRINGS

(FIBERGLASS/GRAPHITE)
INBOARD FIXED LEADING OUTBOARD FIXED LEADING

GRAPHITE EDGE LOWER SKIN PANEL EDGE UPPER & LOWER SKIN
(FIBERGLASS) PANELS (FIBERGLASS)
FIBERGLASS NOSE LANDING GEAR

DOORS (GRAPHITE)
FIBERGLASS/GRAPHITE
Figure 109 Composite Materials

ATA 52 DOORS
DOOR LOCATION Training Information Point
You can open and close entry, galley service, and cargo doors in winds up to
Purpose 40 knots without structural damage. You can let these doors stay latched open
The doors are removable units that give access to the airplane compartments. 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
General Description door frame. This prevents bad weather damage to the airplane.
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.
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.

AFT GALLEY
SERVICE DOOR
AFT CARGO
COMPARTMENT
DOOR
(R/H SIDE)
EMERGENCY AFT ENTRY

EXIT DOORS DOOR
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 Introduction

ATA 25 EQUIPMENT AND FURNISHINGS

DOOR MOUNTED ESCAPE SLIDES Maintenance Practices
To ensure that the slide is ready for use, check the pressure gage reading at
Purpose regular intervals as required by each airline’s operating procedures. The
The escape slides provide a means of emergency egress from the airplane. temperature compensating pressure gage needle should be within, or not more
The slides can also be separated from the airplane and used as flotation than one needle width above, the green band.
devices. 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
Location than 3000 psig (at 21_C, 70_F) for initial installation of the slide on the
An escape slide is mounted on each entry and service door. airplane, and that the bottle be recharged before the pressure drops below the
minimum safe level.
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.
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.

GAGE NEEDLE
GREEN BAND (GO)

PRESSURE GAGE
RED BAND (NO GO)
DOOR
STOWAGE HOOKS
FLOOR
BRACKET GIRT
(2 LOCATIONS)
BAR
OPEN DOOR
SLIDE
LATCH
LATCH CABLE SLIDE COVER
LATCH CLOSED
FULL INFLATED SLIDE READY FOR USE
DETACHABLE
GIRT DETAILS
Figure 111 Door Mounted Escape Slide

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.
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.

GALLEY AFT RIGHT

LAVATORY
FWD AFT LEFT GALLEY

LAVATORY CLASS DIVIDER LAVATORY
STOWAGE
UNIT
Figure 112 Equipment and Furnishing

PASSENGER COMPARTMENT 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
Purpose open quickly in an emergency. The seats are two or three passenger
Passenger compartment equipment/furnishings provide for the comfort, assemblies. Seat placement allows four, five, or six abreast confi gurations.
convenience, and safety of the passengers and cabin attendants. You can use the seat cushions as flotation devices. You can stow life vests in
the space under the seats.
General Description
Sidewall panels line the sidewalls of the passenger compartment. Lowered Sidewall Panels
ceiling panels, moveable ceiling panels, and sculptured ceiling panels line the Sidewall panels extend from the air return grilles to the overhead stowage bins.
ceiling. Service units are at all seats, attendant panels, and in all lavatories. The panels are crushed—core composite. The inboard surface has a
Closets store coats during flight. There are seats for passengers and decorative stain—resistant covering.
attendants. Full height stowage partitions store miscellaneous equipment. Sidewall panels have one or two window cutouts. The window mounts near the
Overhead stowage bins store luggage and miscellaneous equipment. Service middle of each panel. The inner window is removable with the panel in place.
outlets provide 115v ac and 28v dc power. Sidewall panels mount to the airplane structure by support brackets on the
The passenger compartment equipment/furnishings includes these items: vertical edges. A trim strip fits between each panel to cover the fasteners. The
S Lining and insulation upper edge slides into the air outlet extrusion.
S Inner windows Passenger Service Units
S Air return grilles Passenger service units (PSU) are above each passenger seat row.
S Passenger seats The speaker, information signs (NO SMOKING, FASTEN SEAT BELT), life
S Passenger service units vest stowage, gasper air and reading light assemblies are all on one panel.
S Attendant/lavatory service units PSUs have inboard and outboard support rails. They have hinges on the
S Windscreens 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
S Class dividers unit swings open.
S Overhead stowage bins Individual reading lights are controlled by switches on the PSU. An attendant
S Cabin attendant stations call light and switch is located between the reading lights.
S Floor covering.

Passenger Seats You can use the same PSU for either the left or right side of the airplane. To do
The passenger seats attach to the seat tracks in the floor. You may move the this, you must move the panel hinges and latches to opposite sides of the
seats forward or aft for different cabin configurations. Each seat has a lap belt. panel.
The back of each seat reclines. To recline the seatback, push the button on the NOTE: To open passenger service units, insert a small allen wrench or
armrest and apply pressure to the seatback. other applicable tool into the latch release hole. Then lower the
Most seats have trays which fold down. Seats adjacent to windscreens have service unit.
trays under their armrests.

PASSENGER
SERVICE BULL OVERHEAD CEILING
UNIT NOSE STOWAGE BIN PANEL
SHADE/REVEAL
SEAT BACK ARMREST
SIDEWALL
LINER SEAT TRAY
SEAT CUSHION
AIR RETURN
GRILLE FLOOR SEAT SEAT
COVERING TRACK SEAT TRAY
Figure 113 Passenger Compartment - Introduction

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.

SERVICE
UNIT
ATTENDANT
PANEL
HEAD REST
BACK RESTS
STOWAGE
FLASHLIGHT & LIFE

VEST STOWAGE
STOWAGE PROVISIONS SEAT CUSHIONS
FOR EMERGENCY
FORWARD ATTENDANT STATION EQUIPMENT AFT ATTENDANT STATION
Figure 114 Attendant Station

ATA 35 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.

O G = CHEMICAL OXYGEN GENERATOR

2
M = MASK
MASK REGULATOR
AND STOWAGE BOX
DEMAND
M
REGULATOR
TO OTHER
MASKS OXYGEN PRESS
IND (P5 PANEL) O G M M M M
2
M
PRESSURE
REDUCING PASSENGER SERVICE UNITS (PSU)
REGULATOR
M
O G M M
PRESSURE 2
TRANSDUCER REGULATOR
CYLINDER SOV ATTENDANT
CYLINDER CYLINDER SOV

M M O G
PRESS GAGE 2
CYLINDER
PRESS GAGE
LAVATORY
PASSENGER OXYGEN SYSTEM
FLIGHT CREW OXYGEN SYSTEM PORTABLE OXYGEN SYSTEM
Figure 115 Introduction

PASSENGER OXYGEN SYSTEM OXYGEN MASK

The passenger oxygen masks supply breathing oxygen to aircraft passengers
General Description and flight attendants during emergency decompression of the aircraft.
The passenger oxygen system uses chemical generators to make oxygen. The passenger oxygen masks have the following parts:
Oxygen from the generators flows through flexible supply hoses to the S A bright yellow silicon rubber facepiece with breathing valves, elastic
passenger oxygen masks. headstrap, and generator release lanyard
Passenger oxygen masks are deployed electrically one of two ways: S Flexible supply tubing and reservoir bag.
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.). Functional Description
When stowed, the masks are packed in the service unit. When deployed, the
Passenger oxygen generation is initiated mechanically when the oxygen mask
masks hang by a mask lanyard. When the mask is pulled to the user’s face,
is pulled to the user s face. Pulling the mask releases a spring loaded firing pin
the mask lanyard pulls on the oxygen generator firing pin release cable. This
on the generator. The firing pin strikes a percussion cap, which starts the
starts the oxygen generator.
reaction. Once started, the reaction goes to completion, and cannot be
stopped. 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
Location generator when the user is not inhaling.
Passenger oxygen generators, masks, firing pin mechanisms, and deployment During inhalation, the oxygen flows through the reservoir bag and the mask
door latch actuators are located in: inhalation valve. When the oxygen in the bag is used, the mask ambient air
S The passenger service units (PSUs) valve opens to allow ambient air to enter the facepiece.
S The lavatory service units When the user exhales, the inhalation and ambient air valves close, and the
S The attendant service units. exhalation valve opens. The exhalation valve lets the used air flow out of the
mask.
A guarded toggle switch for manual deployment of the passenger oxygen
masks is located on the aft P5 panel. Operational Controls
An aneroid switch for automatic deployment, and system electrical relays are The user places the yellow facepiece over the mouth and nose. The soft silicon
located in the EE compartment in the J23 junction box. rubber of the mask contours to the facial features to give a good seal. The
A PASS OXY ON light on the P5 panel indicates deployment of the passenger 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
oxygen masks.
ends.
Operational Displays Instructions for mask use are diagrammed on the reservoir bag.In some
The PASS OXY ON light on the P5 panel comes on when the passenger models the reservoir bag has a built-in flow indicator which inflates when
oxygen masks are deployed. oxygen flows into the bag. The indicator area is shaded green for easy
The chemical oxygen generators have a band of heat sensitive tape around recognition. Other configurations include an in-line flow indicator which
them. The tape turns black when heated. A chemical oxygen generator with changes color to green in the presence of oxygen.
black tape is expended and must be replaced.

PASSENGER SERVICE
UNIT
MASKS
(DEPLOYED) OXYGEN GENERATOR
OXYGEN TUBING
FLOW INDICATORS
PASSENGER CABIN OXY MOD

DOOR
RELEASE
CABLE
INSTRUCTIONS
OXYGEN
TUBING RESERVOIR BAG
14,000 FT
S 813 ALT PRESS SW
J23 BOX (E&E COMP)
EXHALATION
VALVE
CREW PASS OXYGEN

OXYGEN
INHALATION VALVE
ORONASAL CUP
NORMAL
10
5 15
ON
0 20
OXY PRESS PASS OXY
PSI X 100 ON
HEADSTRAP
a
OXYGEN MASK
P5 PANEL
Figure 116 Passenger Oxygen System Introduction
ATA 38 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
l
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.
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.

WATER QTY
INDICATOR
FWD LAV FWD GALLEY AFT LAV AFT GALLEY
WATER WATER
SUPPLY WATER FILTER
SOV HEATER
TOILET TOILET
RINSE RINSE
VALVE VALVE
H H
WATER
SUPPLY
SOV CABIN FLOOR
RELIEF PRESS REG
VALVE 35 PSI
FWD LAVATORY FILL/OVERFLOW > 60 PSI
DRAIN VALVE VALVE
PRESS SW
T < 30 PSI ON RELIEF
WATER QTY > 40 PSI OFF
TRANSMITTER VALVE AIR
> 90 PSI FILTER
AIR COMPR
AIR FILTER
WATER TANK
WATER TANK
LEVEL SENSOR
WATER TANK FROM
DRAIN VALVE PNEUMATIC
MANIFOLD
FWD DRAIN MAST AFT DRAIN MAST

FWD POTABLE WATER SEVICE AFT POTABLE
WATER DRAIN PANEL POTABLE WATER WATER DRAIN
PORT AIR SUPPLY
PORT FILL FITTING
Figure 117 Functional Description

VACUUM WASTE SYSTEM 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
The vacuum toilet collects human waste. A flush cycle puts the waste material blockage out of the drain line.
into the vacuum waste tubing. There are two sources that cause low pressure
(vacuum) in the tank: Interfaces
S The vacuum blower The FCU must receive an enable signal from the logic control module (LCM) to
S Cabin--to--ambient pressure differential. 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
Vacuum Toilet Assemblies full.
Operation of the flush switch sends a signal to the flush control unit (FCU). The If the FCU is enabled, a flush cycle starts with the operation of the flush switch.
FCU opens the rinse valve to supply potable water to flush the toilet bowl. After The flush switch sends a signal to the FCU. The FCU then sends a signal to
0.7 seconds, the FCU closes the rinse valve. Each rinse cycle uses eight operate the vacuum blower for 15 seconds. The signal goes through the waste
ounces of potable water. The FCU then opens the flush valve for four seconds drain ball valve proximity switch and the vacuum blower barometric switch.
to let the toilet waste drain out of the toilet. The flush valve then closes. The waste drain ball valve proximity switch and vacuum blower barometric
The anti--siphon valve prevents the vacuum waste system from siphoning switch must be closed for the vacuum blower to operate.
water from the potable water system. The waste drain ball valve proximity switch is closed when the waste drain ball
The manual shutoff handle closes the flush valve. valve is closed.
Waste Tank Assembly The barometric switch is closed when the airplane is below 16,000 feet.
The waste tank collects the waste from the lavatory toilets. Training Information Point
Differential pressure causes the toilet bowl contents to flow from the toilet to The waste tank must be flushed at each servicing interval. If the waste tank is
the waste tank. The vacuum blower or cabin differential pressure supplies the not serviced correctly, unwanted waste material can collect on the point level
differential pressure for the waste tank. sensors. The waste material on the point level sensors can cause a tank full
The vacuum check valve prevents the pull of ambient air in from the waste signal and stop operation of the lavatory toilets.
tank vent port by the vacuum blower. 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
Waste System Servicing lines.
You service the waste tank from the waste service panel. CAUTION:
Attach the waste drain hose to the waste drain valve and open the waste drain DO NOT USE ICE CUBES AS AN ALTERNATIVE TO THE CRUSHED ICE.
ball valve. ICE CUBES CAN CAUSE DAMAGE TO THE POINT LEVEL SENSORS IN
When the tank is empty, attach the rinse hose to the waste tank rinse fitting. THE WASTE TANK.
Then pressurize the rinse water supply. Rinse water flows through the waste There is a clean--out fitting in the forward vacuum waste line. You can use the
tank rinse filter and two rinse nozzles. clean--out fitting to clean a blockage between the waste tank and the forward
The waste tank rinse nozzles spray water on the inside of the tank to clean the lavatory.
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.

FLUSH SWITCH RINSE VALVE
WASTE QTY IND ANTI--SIPHON VALVE
S AFT TOILET S FWD TOILET
FCU FCU MANUAL

SOV
FLUSH CABIN FLOOR FLUSH

VALVE VALVE
BLOWER
BARO SW
<16 000ft
LCM
CLEAN--OUT FITTING
M
LIQUID SEPARATOR
WASTE TANK
VACUUM
BLOWER
WASTE TANK
VACUUM CONT RINSE NOZZLE
CHECK LEVEL
VALVE SENSOR
WASTE TANK
VENT PORT POINT LEVEL SENSOR
DRAIN LINE BLOCKAGE

REMOVAL VALVE
WASTE DRAIN BALL WASTE TANK RINSE FILTER

VALVE PROX. SW
WASTE DRAIN WASTE TANK RINSE FITTING
BALL VALVE WASTE SERVICE PANEL
WASTE DRAIN BALL
WASTE DRAIN VALVE VALVE CONTROL HANDLE
Figure 118 Vacuum Waste System - Introduction

FUEL One Stop Airline B737-- 600/700/800/900
ATA 28 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.
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
SURGE TANK
MAIN TANK 2
MAIN TANK 1
CENTER TANK
SURGE TANK
FUEL TANK CAPACITY

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
Figure 119 Fuel Storage - General Description

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.
VALVE POSITION LIGHTS
HOT BAT FUELING OPEN OPEN OPEN

BUS POWER TEST
GAUGES
CLOSED CLOSED CLOSED
OFF
SW HOT FUEL
BAT BUS
SWITCH
DOOR
RELAY BYPASS FUEL QTY FUEL QTY FUEL QTY

POWER
DC BUS 1
c
REFUELING
PWR CONTROL
RELAY (P6) TANK 2 CENTER TANK TANK 1
FUELING PANEL (P15)
BPCU
FLOAT SW
DEFUEL FUELING
VALVE SHUTOFF
VALVES (3)
CENTER TANK
MAIN TANK 1
MAIN TANK 2
FLOAT SW FLOAT SW
Figure 120 Refueling System

FUEL VENT SYSTEM Flame arrestor

Flame arrestors make sure excessive heat does not enter the fuel vent system.
General A clogged flame arrestor causes the pressure relief valve in the surge tank to
The fuel vent system keeps the pressure of the fuel tanks near the ambient open. When open, the pressure relief valve becomes another vent for the fuel
pressure. Too large a pressure difference can cause damage to the wing vent system.
structure. The vent scoop and pressure relief valve are on an access door in each surge
The vent channels have drain float valves in the center tank. tank.
Vent channels Pressure relief valve

Vent channels and vent tubes equalize the pressure between each tank and The pressure relief valve prevents damage to the wing structure when there is
the surge tanks when the airplane is in a climb attitude. Stringers and the upper too much positive or negative pressure in the fuel tanks. The pressure relief
wing skin make the vent channels. Vent tubes attach to vent channels. Each valve is usually closed. When closed, it is even with the bottom surface of the
vent tube has a drain float valve. Drains let fuel in the vent system return to wing. When there is too much positive or negative pressure, the pressure relief
the tanks. valve opens. When it is open, part of the pressure relief valve is in the fuel
The surge tanks are open to the atmosphere through the vent scoop. 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
Drain Float Valves tank.
The drain float valves in the vent tubes and the vent channels permit fuel in the Pull the reset handle to move the pressure relief valve to the closed position.
vent system to drain into the tank when the fuel level is lower than the valve.
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.
DRAIN DRAIN
FLOAT VALVE FLOAT VALVE
FUEL VENT FUEL VENT

DRAIN DRAIN
SURGE TANK SURGE TANK

CHECK VALVE CHECK VALVE

FLAME ARRESTER FLAME ARRESTER
PRESS RELIEF VALVE PRESS RELIEF VALVE
VENT SCOOP VENT SCOOP
Figure 121 Fuel Vent System

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.
Fuel Transfer
You use the defuel valve, the refuel station, and the fuel control panel to
transfer fuel between tanks.
OPEN OPEN OPEN

TEST
GAUGES
CLOSED CLOSED CLOSED
OFF
FUEL
SWITCH
DOOR
BYPASS FUEL QTY FUEL QTY FUEL QTY
TANK 2 CENTER TANK TANK 1
FUELING PANEL (P15)

FWD FWD
BOOST BOOST
PUMP #1 PUMP #2
ENGINE FUEL
SPAR VALVE
DEFUEL VALVE
FUELING STATION
CENTER
AFT TANK AFT
BOOST BOOST BOOST
PUMP #1 PUMPS PUMP #2
CROSSFEED
VALVE
Figure 122 Defueling System
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.
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.
ENG VALVE ENG VALVE

CLOSED CLOSED
0
SPAR VALVE FUEL SPAR VALVE
- 20 20
TEMP
CLOSED CLOSED
- 40 40
FILTER VALVE FILTER

BYPASS OPEN BYPASS
CROSS FEED
LOW LOW
PRESSURE PRESSURE
FUEL PUMPS
OFF
L R
ON
CTR
LOW LOW LOW LOW
PRESSURE PRESSURE PRESSURE PRESSURE
AFT FWD FWD AFT

OFF OFF
FUEL
PUMPS
ON ON
1 2
FUEL SYSTEM PANEL (P5--2)
Figure 123 Fuel Panel

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.
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.
FWD FWD
BOOST BOOST
PUMP #1 PUMP #2
SPAR VALVE
CENTER
APU TANK
FSOV AFT
BOOST
BOOST
AFT PUMPS
BOOST PUMP #2
PUMP #1
CROSSFEED
VALVE
APU FUEL LINE
DRAIN MAST APU FUEL

FEED LINE SHROUD
FIREWALL
TO APU FUEL CONTROL UNIT
Figure 124 Engine and APU Fuel Feed System

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
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.
CTR
10 880
FUEL
1 KG 2
3 450 3 450
PRIMARY ENGINE DISPLAY
FLIGHT
MANAGEMENT
COMPUTER
SYSTEM
TANK UNIT (32)
BUSSING
PLUG (3)
OPEN OPEN OPEN

TEST
GAUGES
FUEL QUANTITY PROCESSOR UNIT CLOSED CLOSED CLOSED
OFF
FUEL
DOOR
SWITCH
BYPASS
COMPENSATOR (3) TANK 2 CENTER TANK TANK 1
FUEL TANKS REFUEL PANEL (P15)

Figure 125 Fuel Indicating
HYDRAULIC One Stop Airline B737-- 600/700/800/900
ATA 29 HYDRAULIC 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
Hydraulic Systems either of the FLT CONTROL switches to STBY RUD or the ALTERNATE
The three hydraulic Systems operate independently at 3000 psi nominal FLAPS switch to ARM. The switches are on the overhead panel. The standby
pressure. The three Systems are A, B, and Standby. Each System has a system also operates automatically. Standby hydraulic power supplies pressure
reservoir, pumps, and filters. The hydraulic fluid is fire resistant. to the
S Rudder control system
System A
S Either or both thrust reversers
System A uses one engine--driven pump (EDP) and one electric motor--driven
S Leading edge flaps and slats (full extend only) in the alternate flap mode.
pump (EM D P). The System supplies hydraulic power for these Systems:
For normal operations, Systems A and B are on and the standby system is off.
S Flight controls
S Landing gear Flight Controls
S Nose gear steering Although Systems A and B both supply hydraulic power for the flight controls,
S Alternate brakes 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
S Flight and ground Spoilers
rudder operates by the standby System.
S Left thrust reverser
Trailing edge flaps, normally receive power from System B. They also receive
S Power transfer unit (PTU). power from an electrical backup System for either extension or retraction. The
standby system supplies a secondary means to fully extend the leading edge
System B
flaps and slats. The PTU supplies pressure to the leading edge flaps and slats
System B uses one EDP and one EMDP. System B supplies hydraulic power during autoslat operation.
for these Systems:
Some of the flight spoilers continue to function if either system A or B pressure
S Flight controls is not available.
S Normal brakes
Landing Gear And Brakes
S Trailing edge flaps
System A supplies pressure to extend and retract the landing gear.
S Leading edge flaps and slats
The normal brake System gets power from hydraulic System B and the
S Right thrust reverser
altemate system A. Braking transfers to the alternate system if hydraulic
S Flight Spoilers System B pressure is not available.
S Alternate nose gear steering The normal brake system has a brake accumulator with fluid capacity for
S Alternate gear retraction. braking when system B and system A do not have pressure.
Regulated air from the environmental control system pressurizes both system
Thrust Reversers
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. 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.
FRA US/E GiM Mai 29, 2006 ATA 29 Hydraulic Page 248
AIR AIR
PRESSURE PRESSURE
SYSTEM SYSTEM
A B
STANDBY
SYSTEM
M M M
POWER
TRANSFER
M UNIT
LEADING EDGE
PTU CONTROL FLAPS AND
VALVE SLATS AND
AUTO SLATS
LEFT THRUST RIGHT THRUST

RUDDER
REVERSER REVERSER
AILERONS
GROUND FLIGHT FLIGHT

ELEVATORS AND YAW

SPOILERS SPOILERS SPOILERS
ELEV FEEL DAMPER
1, 6, 7, 12 2, 4, 9, 11 3, 5, 8, 10
ALTERNATE NOSE WHEEL LANDING ALTERNATE NOSE NORMAL

BRAKES STEERING GEAR WHEEL STEERING BRAKES
LANDING GEAR TRAILING

AUTOPILOT A AUTOPILOT B
TRANSFER VALVE EDGE FLAPS
Figure 126 Hydraulic Basic Schematic

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.
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.
SYS SYS EDP EMDP

A B (SYSTEM A SHOWN, (CASE DRAIN)
SYSTEM B SIMILAR)
RESERV RESERV
HYDRAULIC SYS A
PRESSURE MODULE
QTY XMTR SYSTEM B
SYS A PRESS XMTR EMDP
OVERHEAT OVERHEAT
HYDRAULIC LOW LOW LOW LOW

PRESSURE PRESSURE PRESSURE PRESSURE
A B
ENG 1 ELEC 2 ELEC 1 ENG 2 (CASE DRAIN)
QTY % 82 84
OFF OFF
PRESS 2800 2800
ON ON
A HYD PUMPS B
HYDRAULIC PANEL (P5)
SYSTEMS DISPLAY
STBY
RESERV
QTY SW
EMDP
STANDBY
HYD
LOW
STANDBY QUANTITY
SYSTEM LOW
PRESSURE
MODULE
FLIGHT CONTROL
PANEL (P5)
STBY HYDR IND SYSTEM
Figure 127 Hydraulic Indicating System
FLIGHT CONTROL One Stop Airline B737-- 600/700/800/900
ATA 27 FLIGHT CONTROL

GENERAL These are the inputs that move the ailerons:
The flight control system controls airplane movement in the roll, pitch, and yaw S Pilot command
axes. S Autopilot command
These are the primary flight controls: S Aileron trim.
S Ailerons Pilot input to the power control units is from the control wheels through a cable
The ailerons control movement around the roll axis. 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
S Elevators ailerons. A mechanical feel system with a centering cam, roller, and spring
The elevators control movement around the pitch axis. supplies control wheel feel force for the pilots.
S Rudder. The autopilot, when engaged, controls the ailerons through autopilot actuators.
The rudder controls movement around the yaw axis. These actuators supply input to the power control units and backdrive the
These are the secondary flight controls: control wheels.
S Spoilers 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
S Horizontal stabilizer moves the feel and centering mechanism.
S Leading--edge slats and flaps
S Trailing--edge flaps. SPOILER
Primary flight controls usually get power form both hydraulic systems A and B. Four flight spoilers on each wing operate with the ailerons. When the control
Either hydraulic system can power all primary control surfaces. If A and B 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.
systems lose hydraulic pressure, aileron and elevator control changes to a
System B operates flight spoilers 3, 5, 8, and 10.
mechanical backup system (manual reversion). The backup for the rudder is
the standby hydraulic system. 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
ROLL CONTROL controls the flight spoilers through an override mechanism.
The flight spoilers can also operate as speed brakes.

AILERONS
Speedbrakes, Horizontal Stabilizer, Trailing Edge Flaps or Leading Edge Flaps.
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 Mai 30, 2006 ATA 27 Flight Control Page 252
AILERON
GROUND
SPOILERS
(7 & 6)
FLIGHT
SPOILERS
(8 TO 11)
GROUND
SPOILERS
(1 & 6)
AILERON
FLIGHT
SPOILERS
(2 TO 5)
ROLL
LONGITUDINAL
AXIS
Figure 128 Roll Control

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.
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.
FIRST OFFICER
CONTROL WHEEL
BUS DRUM (2)
ACBA SPOILER CONTROL DRUM

CAPTAIN
CONTROL
WHEEL TRANSFER MECHANISM
ACBB AND LOST MOTION DEVICE
AILERON
CONTROL
DRUM
AA AB
WING
QUADRANT (2)
AA AB
ABSA
ABSB
SPOILER CONTROL
QUADRANT
AILERON
CONTROL
QUADRANT
ABSB AILERON (2)

ABSA BALANCE TAB (2)
AILERON SPRING
CARTRIDGE
AILERON BODY
QUADRANT (2)
AILERON PCU (2)
AILERON A/P
ACTUATOR (2)
POGO INPUTS (4)
Figure 129 Aileron System Schematic

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.
11
10
9
8
GROUND SPOILER
CONTROL VALVE
SPOILER RATIO
CHANGER
FLIGHT
SPOILER SPOILER
SPOILER CONTROL MIXER 5 ACTUATOR
QUADRANT 4
3
SPEEDBRAKE 2
LEVER
CONTROL
WHEEL
AILERON
SPRING
CARTRIDGE
FLIGHT SPOILER
BODY ACTUATOR QUADRANT

QUADRANT
AILERON PCU
Figure 130 Flight Spoiler System

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.
ELEVATOR
BALANCE TAB
ELEVATOR
LATERAL AXIS
STABILIZER
PITCH
Figure 131 Stabilizer

ELEVATOR CONTROL Stall Warning

These are the inputs that move the elevators: 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
S Pilot command column shakes the column when the airplane comes near a stall condition.
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 Stabilizer Trim
elevators. A hydraulic feel System supplies control column forces The moveable horizontal stabilizer gives pitch trim to the airplane. The
proportional to airspeed and stabilizer position. An elevator feel Computer horizontal stabilizer is a three piece assembly. A jackscrew assembly attaches
gets input of airspeed and stabilizer position and supplies the appropriate to the center section. The jackscrew moves the stabilizer assembly. These are
feel force. There is manual reversion for elevator control with hydraulic the inputs that control the jackscrew:
System A and B off.
S Main electric trim inputs to the stabilizer trim motor
S Autopilot command
S Autopilot and speed trim inputs to the stabilizer trim motor
The autopilot, when engaged, controls the elevators through autopilot
S Manual trim wheels through cables.
actuators. These actuators move the input torque tube which supplies input
to the power control units. 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
S Neutral shift
and high speed with flaps not up.
Neutral shift moves the elevators to give a different elevator neutral Position
The autopilot and speed trim Systems also give commands to the stabilizer
for different stabilizer positions. Neutral shift rods connect the stabilizer to
trim motor. The autopilot trim motor speeds are slower than the thumb switch
the elevator feel and centering unit. The elevator’s neutral Position changes
control speeds.
as the stabilizer moves.
The electric trim System includes a column switch module to stop
S Mach trim.
uncommanded stabilizer trim. If the pilot moves the control column opposite to
The mach trim System commands the elevators at high speeds. The mach the direction of the uncommanded trim, switches in the module stop the electric
trim actuator moves the elevator feel and centering unit. This changes the trim. An override switch on the aisle stand bypasses the column switch module
elevator neutral Position. 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.
ELEVATOR
PCU
ELEVATOR
CONTROL ROD
ELEVATOR
HORIZONTAL MACH TRIM

CONTROL STABILIZER ACTUATOR
COLUMN
ELEVATOR FEEL AND
CENTERING UNIT
ELEVATOR
NEUTRAL ELEVATOR
BREAKOUT COLUMN CUTOUT SHIFT RODS AUTOPILOT
MECHANISM SWITCHES (2) ACTUATORS
ELEVATOR INPUT
TORQUE TUBE
ELEVATOR FWD ELEVATOR ELEVATOR AFT

CONTROL QUADRANT CONTROL CABLES CONTROL QUADRANT
Figure 132 Stabilizer and Elevator Schematic
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.
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.
YAW
RUDDER
VERTICAL AXIS
Figure 133 Rudder

HIGH LIFT DEVICES Alternate Flap

The flap alternate operation uses electric power to drive the flap system if a
General failure prevents normal hydraulic operation.
The high lift devices improve wing performance at low speeds. The high lift The hydraulic pressure shuts off to the drive motor if any of these conditions
system includes leading edge flaps and slats and double slotted trailing edge occur:
flaps. Hydraulic system B supplies power to the leading edge devices and the S Flaps become asymmetric
trailing edge flaps.
S Flaps become skewed (inboard end of a flap does not aligned with outboard
Trailing Edge Flaps end of flap)
Trailing edge flaps have double slotted inboard and outboard assemblies on S Input cables break
each wing. Each assembly includes two mechanically linked Segments that S Flaps operate with the alternate drive.
extend and separate to form a double slotted surface for added lift. A hydraulic Takeoff flap positions supply high lift with low drag. Landing flaps produce high
motor drives a flap power drive unit (gearbox) to operate all trailing edge flaps. lift and high drag which help to decrease approach speeds.
A torque tube drive System transfers movement from the flap power drive unit
to the flaps. Flap Load Relief
Leading Edge Device The flap load relief system protects the trailing edge flaps from excessive
airloads. The flaps move up one Position for these conditions:
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 S Flaps are at 30 or 40 units
devices, move the flap control lever on the control stand. S Airspeed exceeds a set speed.
The leading edge flaps and slats retract with the flap lever in the 0 position. The flaps return to the selected flap Position when airspeed reduces.
The leading edge flaps extend with the flap control lever in any position from 1 The flap design helps with durability and maintainability. The heavy--gage lower
to 40. The leading edge slats move to an extend Position with a flap lever surface skin improves damage tolerance.
position from 1 to 5. The slats move to a full extend position with a flap lever
position from 10 to 40. Flap Operation
For normal operations, the pilot selects the desired position with the flap lever
Auto Slat Operation on the control stand. Both leading edge devices and trailing edge flaps travel to
Autoslat Operation automatically moves the slats from extend to the full extend the position selected. The possible flap lever positions are: UP, 1,2,5,10,15, 25,
position if the airplane approaches a stall. Normal Operation of the leading
30 and 40 units.
edge flaps and slats comes from hydraulic System B. However, if the engine An alternate system operates when the normal hydraulic source (system B) is
driven pump for System B has low pressure and the trailing edge flaps are in not available for leading edge and trailing edge Operation. The standby
takeoff position, the power transfer unit (PTU) automatically supplies a backup hydraulic system supplies power during alternate Operation to move the
source of hydraulic system B power for normal and/or autoslat operation. 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.
LEADING EDGE
SLAT
INBOARD FLAP
OUTBOARD FLAP
LEADING EDGE
FLAP
Figure 134 High Lift Device

FLAP LEVER CABLES
MLG BEAM FLAP

ANGLE GEARBOX CONTROL
TRANSMISSION, UNIT
BALLSCREW, AND TORQUE TUBES
GIMBAL FLAP PDU
TEE ANGLE TORQUE TUBE TO

GEARBOX RIGHT WING
OUTBOARD FLAP
AFT FLAP INBOARD FLAP AFT FLAP
(LEFT SIDE SHOWN, RIGHT SIDE SIMILAR)
Figure 135 Flap Drive System
UP
10
15
25
30
40
TE FLAP POSITIONS
Figure 136 Flap positions

FLIGHT CONTROL PANEL Elevator Feel Differential Pressure Light (amber)

S ON -- Indicates excessive differential pressure in the elevator feel computer
Flight Control Switch with the trailing edge flaps are up.
S OFF -- Corresponding hydraulic system pressure ailerons, elevators and
rudder shutoff. Auto Slat Fail Light (amber)
S ON -- Indicates failure of both autoslat computers
S STDBY RUD (either switch) -- Corresponding hydraulic system pressure to
ailerons, elevators and rudder is shutoff. Turns on standby pump, opens Standby Rudder ON Light
standby rudder shutoff valve and pressurizes standby rudder power control
S ON -- Indicates the standby hydraulic system is commanded on to
unit.
pressurize the standby rudder control unit
S ON (guarded position) -- Normal operation.
Leading Edge Devices Annunciator Panel
Flight Control Low Pressure Lights (amber)
Lights out -- Corresponding leading edge device retracted.
S ON -- Indicates low pressure of corresponding hydraulic system to ailerons,
S Leading Edge Devices Transit Light (amber)
elevator and rudder. MASTER CAUTION light and FLT CONT annunciator
illuminate. Deactivated when corresponding flight control switch is -- On -- Corresponding leading edge device in transit.
positioned to STDBY RUD and the standby rudder shutoff valve is open. S Leading Edge Devices Extended Light (green)
S The A system indicates a failure of the pressure reducer to switch back to -- On -- Corresponding leading edge slat in intermediate position.
full system pressure when commanded. S Leading Edge Devices Full Extended Light (green)
Flight Spoiler Switch -- On -- Corresponding leading edge device fully extended.
S A -- Controls inboard flight spoilers shutoff valve. S Annunciator Panel Test Switch
S B -- Controls outboard flight spoilers shutoff valve. -- Press -- Tests all annunciator lights.
Alternate Flap Master Switch Speed Brake Armed Light (green)

S ARM -- Closes trailing edge flap bypass valve, turns on standby pump, arms Light deactivated with speed brake lever in DOWN position.
alternate flaps position switch and arms standby hydraulic LOW S ON -- Indicates valid speed brake system inputs.
PRESSURE light.
Speed Brake Do Not Arm Light (amber)
S OFF -- (guarded position) -- Normal operation
Light deactivated with speed brake lever in DOWN position.

Alternate Flap Position Switch S On -- Indicates invalid signals or test inputs to automatic speed brake
S Functions only when alternate flaps master switch is in ARM position. system.
S DOWN (Momentary) -- Extends leading edge devices fully using standby S The SPEEDBRAKES EXTENDED light is on the P3 panel.
hydraulic system. When held in DOWN, electrically extends trailing edge
flaps.
S UP -- Electrically retracts trailing edge flaps.
FLT CONTROL STANDBY

A B HYD LE DEVICES
STBY STBY FLAPS STALL WARNING TEST
LOW A
RUD RUD 1 4 NO.1 NO.2
QUANTITY 2 3
LOW A
OFF OFF PRESSURE TRANSIT
STBY
A ON B ON 1 EXT 8
RUD ON A 2 7 STALL WARNING TEST PANEL (P5)
3 FULL EXT 6
ALTERNATE FLAPS 4 5
SLATS SLATS
OFF
LOW A LOW A UP
TEST
PRESSURE PRESSURE
OFF
LE DEVICES ANNUNCIATOR PANEL (P5)
SPOILER
DOWN
A B
ARM
OFF OFF
FEEL DIFF
PRESS SPEEDBRAKES FLAP LOAD
A
ON ON EXTENDED RELIEF A
A
SPEED TRIM
FAIL A
YAW DAMPER P3 F/OINSTRUMENTPANEL
MACH TRIM
YAW A FAIL A
DAMPER
AUTO SLAT
FAIL A
OFF
ON
2 5
FLIGHT CONTROL PANEL (P5)
1
10
UP 15
SPEED BRAKE 25
FLAPS
DO NOT ARM A 30
40
SPEED BRAKE
TRAILING EDGE LE FLAPS LE FLAPS
ARMED G RUDDER CONTROL CONTROL FLAP POSITION TRANSIT A EXT G
PEDALS WHEEL (2) COLUMN (2) INDICATOR
(2 PAIR)
P1 CAPT INSTR PANEL P2 CENTERINSTRUMENT PANEL
Figure 137 Flight Control Panel
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.
Stall Warning
S The stall warning test switches are on the P5 aft overhead panel.
FLT CONTROL STANDBY

A B HYD LE DEVICES
STBY STBY FLAPS STALL WARNING TEST
LOW A
RUD RUD 1 4 NO.1 NO.2
QUANTITY 2 3
LOW A
OFF OFF PRESSURE TRANSIT
STBY
A ON B ON 1 EXT 8
RUD ON A 2 7 STALL WARNING TEST PANEL (P5)
3 FULL EXT 6
ALTERNATE FLAPS 4 5
SLATS SLATS
OFF
LOW A LOW A UP
TEST
PRESSURE PRESSURE
OFF
LE DEVICES ANNUNCIATOR PANEL (P5)
SPOILER
DOWN
A B
ARM
OFF OFF
FEEL DIFF
PRESS SPEEDBRAKES FLAP LOAD
A
ON ON EXTENDED RELIEF A
A
SPEED TRIM
FAIL A
YAW DAMPER P3 F/OINSTRUMENTPANEL
MACH TRIM
YAW A FAIL A
DAMPER
AUTO SLAT
FAIL A
OFF
ON
2 5
FLIGHT CONTROL PANEL (P5)
1
10
UP 15
SPEED BRAKE 25
FLAPS
DO NOT ARM A 30
40
SPEED BRAKE
TRAILING EDGE LE FLAPS LE FLAPS
ARMED G RUDDER CONTROL CONTROL FLAP POSITION TRANSIT A EXT G
PEDALS WHEEL (2) COLUMN (2) INDICATOR
(2 PAIR)
P1 CAPT INSTR PANEL P2 CENTERINSTRUMENT PANEL
Figure 138 Flight Control Panel
CENTER CONTROL STAND Aileron Trim Switches

S Movement of both switches repositions the aileron neutral control position.
Speed Brake Lever (Springloaded to neutral position)
S DOWN (detent) -- All flight and ground spoiler panels are in faired position.
Rudder Trim Control
S ARMED -- Automatic speed brake system armed. All flight and ground
spoiler panels extend upon touchdown ( speed brake lever moves to UP S Electrically trims the rudder in the desired direction. (Springloaded to neutral
position). position)
S FLIGHT DETENT -- All flight spoilers extended to their maximum position Rudder Trim Indicator
for flight use. S Indicates units of rudder trim
S UP -- All flight and ground spoilers are extended to their maximum position
for ground use. Rudder Trim Off Flag (amber)
S indicates loss of electrical power for rudder trim indicator.
NOTE: All spoiler panels retract on the ground if either throttle is
advanced for takeoff (speed brake lever moves to DOWN Flap Lever
position).
S Selects position of flap control valve directing hydraulic pressure for flap
All spoiler panels extend if takeoff is rejected and the reverse
drive unit. Position of leading edge devices is determined by selected
thrust levers are positioned for reverse thrust (speed brake
trailing edge flap position. At flap lever position 40, the flap load relief
lever moves to UP position).
system is armed. This causes automatic flap redaction to flap position 30 or
Stabilizer Trim Handle prevents flap extension to flap position 40 in the event of excessive
airspeed. The flap lever remains in position 40.
S Provided for manual operation of the stabilizer. Overrides any other
stabilizer trim inputs. Handle should be folded inside stab trim wheel for Flap Gates
normal operation. Rotates when stabilizer is in motion.
S Prevents inadvertent flap lever movement beyond:
Stabilizer Trim Wheel -- Position 1 -- to check flap position for one engine inoperative go--around.
S Rotates when stabilizer is in motion. -- 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.
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 15
LEFT RIGHT
RUDDER TRIM
15 10 5 0 5 10 15 FLAP GATES
LEFT RIGHT
AILERON NOSE NOSE

LEFT RIGHT STAB TRIM
R
U AUTOPILOT MAIN ELEC
LEFT RIGHT D OVERRIDE STABILIZER TRIM
WING D
WING E
CUTOUT SWITCHES
DOWN DOWN R P10 CONTROL STAND
NORMAL
AILERON/RUDDER STABILIZER TRIM OVERRIDE/

TRIM PANEL (P8) CABIN DOOR CONTROL PANEL (P8)
Figure 139 Center Control Stand
LANDING GEAR One Stop Airline B737-- 600/700/800/900
ATA 32 LANDING GEAR

MAIN GEAR NOSE WHEEL STEERING
The main and nose landing gear is a dual--wheel, conventional landing gear. The captain’s steering wheel controls the nose wheel movement to a maximum
The main gear absorbs landing impacts with a nitrogen--oil strut. It also absorbs 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.
vibrations while the airplane moves on the ground. The shock and side struts
transmit loads from the gear to the airplane structure. Nose gear steering operates hydraulically by system A through the landing
gear hydraulic extend line.
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 The steering wheel overrides the rudder pedal input. Rudder pedal steering is
struts retract. The outer surface of the outboard tires align with the contour of not available after the nose gear strut becomes extended (the airplane in the
the airplane to form the aerodynamic fairing for the wheel well opening. Wheel air).
well blade seals reduce noise and drag. Centering cams inside the nose gear strut center the gear before retraction.
Nose Landing Gear A dynamic load damper in the steering system reduces vibration.
The nose gear retracts forward and up into the wheel well. A folding drag brace A towing lever on the steering metering valve permits the airplane to tow
transmits loads from the strut to the airplane structure. At full extension or throughout the full steering range.
retraction of the nose gear, the over--center mechanism of the lock links, lock ALTERNATE NOSE WHEEL STEERING
the drag braces.
If hydraulic System A pressure has no pressure, a switch in the flight
The nose wheel well doors operate by mechanical linkages that connect to lugs compartment operates the landing gear transfer valve and permits steering with
on the trunnion. The doors stay open while the gear is down. hydraulic system B.
NORMAL OPERATION Air--Ground System
The main/nose landing gear operates hydraulically. Extension uses system A The air--ground System supplies air and ground mode signals to airplane
hydraulic. Retraction uses system A, or system B if necessary. systems.
Overcenter mechanical and hydraulic locks hold the gear in these positions: Two air--ground sensors on each landing gear monitor the compression of the
S Full extension shock struts. Sensor signals go to the electrical gear and door system.
S Full retraction. The system processes signals from the air--ground sensors and sends
air--ground discretes and signals to operate air--ground relays.
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 Mai 31, 2006 ATA 32 Landing Gear Page 274
NOSE
LEFT RIGHT GEAR R
GEAR GEAR NOSE
HYDRAULIC HYDRAULIC NOSE
GEAR G
LEFT RIGHT
SYSTEM A SYSTEM B GEAR GEAR R GEAR R
LEFT RIGHT
GEAR G GEAR G
AUXILIARY
LANDING GEAR
UP
POSITION LIGHTS L
A
N
D
I
LANDING GEAR N
G
OFF
TRANSFER VALVE G
E
A
R
DN
SHIMMY
DAMPER
LANDING GEAR PROX SW LANDING GEAR
SELECTOR VALVE ELECTR UNIT LIMIT (IAS)
OPERATING
EXTEND 270- .82M
RETRACT 235K
EXTENDED 320K- .82M
FLAPS LIMIT (IAS)
1- 230K 15- 195K
2- 230K 25- 190K
5- 225K 30- 185K
10- 210K 40- 158K
230K ALT FLAP EXT
LANDING GEAR
MANUAL EXTENSION LANDING
MECHANISM GEAR
PANEL
LEFT MAIN LANDING GEAR NOSE LANDING GEAR RIGHT MAIN LANDING GEAR
Figure 140 Landing Gear Schematic
BRAKE SYSTEM The ANTISKID INOP amber light comes on when a fault in the system occurs
during these conditions:
The brake system includes multi--disc brakes for each main gear wheel.
Hydraulic system B operates the normal brake system, Hydraulic system A is S Normal flight operation
the primary backup and selected by the alternate brake selector valve if system S BITE test.
B fails. If both the A and B systems fail, the accumulator isolation valve selects The light cautions pilots that antiskid may not operate when the aircraft lands
the accumulator as the secondary backup. The brake system has these and brakes are applied.
features: Ground lest features are in the antiskid/autobrake control unit for maintenance.
S Full antiskid protection
Autobrake System
S Autobrakes for landing or RTO
The autobrake system automatically applies the brakes to stop the airplane
S Easy brake service and maintenance requirements
after it lands or if a refused takeoff occurs.
S Identical brake control from either pilot station
The system has a pressure control module in the main landing gear wheel well.
S Directional control through differential braking The pilot can select one of four deceleration levels before landing. The antiskid
S Hydraulic brake line fuses to limit fluid loss following a failure (leak) System operates normally during autobrake Operation. Manual braking by the
downstream of the fuse. pilot will override and disarm the autobrake System.
When the gear retracts, the brakes are applied to stop the main gear wheel A control unit in the EE compartment controls the pressure control module.
rotation. Snubbing pads in the nose wheel well stop nose wheel rotation, when The AUTO BRAKE DISARM amber light comes on when the pilot selects
the gear retracts. autobrakes and the system has been manually disarmed or a malfunction
exists in the autobrake or antiskid systems.
Antiskid System
The antiskid system supplies safe brake control for all runway conditions. The The autobrake System also has a refused takeoff (RTO) mode. The pilot
selects RTO prior to takeoff. The system applies maximum brake pressure
system protects the airplane from a skid condition caused by a stop of wheel
when the pilot refuses a takeoff.
rotation.
The System has a speed transducer in each main wheel. A control unit in the Tires, Wheels, and Brakes
EE compartment controls both the antiskid and autobrake systems. The The 737--600--700 main gear wheels use a Standard tire size with an optional
system also has four normal antiskid valves and two alternate antiskid valves. larger tire. The 737--800/900 is only available with the larger tire.
The antiskid system gets input from each wheel speed transducer when the The nose gear tire is the same size for all models.
wheels roll on the ground. The system automatically controls brake pressure to
The brakes are steel and available from the two wheel suppliers. The
each main wheel.
737--600/700 use a standard brake and the 737--800/900 uses a high capacity
If the pilot or autobrake system applies sufficient pressure to stop wheel brake.
rotation, the control unit reads wheel sensor speed inputs and sends applicable
Fuse plugs in the main gear wheels act as safety valves if wheel temperature
Signals to the antiskid valves. The brake pressure reduces enough to prevent a
becomes too high. Excessive heat caused by unusual heavy use on brakes
skid, then reapplies to an optimum pressure. This operation repeats if skid
can cause above normal wheel temperature.
conditions continue as brakes are applied.
A pressure relief valve in all wheels will release tire pressure if it becomes too
There is antiskid protection tor each wheel when the normal brake system
high.
operates. When the alternate brake System operates, antiskid protection is for
a pair of wheels.
HYDRAULIC HYDRAULIC
SYSTEM B SYSTEM A
PRESS
BRAKE
GAUGE
ACCUMULATOR LANDING GEAR
TRANSFER VALVE
ACCUMULATOR
ISOLATION VALVE
BRAKE ALTERN LANDING GEAR
HYD BRAKE SYSTEM BRAKE SELECTOR VALVE
SELECTOR
PRESS IND RELIEF VALVE
VALVE GEAR UP PRESS
ALTN
BRAKE
PRESS SW
NORMAL BRAKE AUTOBRAKE PRESS
METERING VALVE (2) CONTROL MODULE
ALTERNATE
AUTOBRAKE BRAKE
SHUTTLE METERING
VALVE (2) LEFT VALVES RIGHT
LEFT LEFT RIGHT RIGHT

LEFT RIGHT
OUTBOARD INBOARD INBOARD OUTBOARD
PARKING BRAKE
SHUTOFF VALVE
FUSE FUSE FUSE FUSE NORMAL ALTERNATE

LEGEND ANTISKID ANTISKID
RETURN VALVE (4) VALVE (2)
PRESSURE
(SYSTEM)
PRESSURE LEFT RIGHT BRAKE
(METERED) BRAKES BRAKES SHUTTLE
GAS VALVE (4)
Figure 141 Brake and Anti Skid Systems
INDICATION 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.
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. LANDING GEAR LEVER
When the landing gear extends to the down and locked position, three primary This lever has three positions; UP, OFF, and DOWN.
and three auxiliary green landing gear position lights come on. The override trigger overrides the ground lockout in the landing gear control
VISUAL WARNING lever assembly. The ground lockout prevents the placement of the lever to the
UP position while the airplane is on the ground.
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 NOSE WHEEL STEERING ALTERNATE SWITCH
lights come on for a gear not down warning when these conditions are true: Nose wheel steering normally receives pressure from hydraulic System A
S Landing gear not down and locked through landing gear extension. If hydraulic system A has no pressure, this
S Either thrust lever at idle switch in the flight compartment operates the landing gear transfer valve and
permits steering with hydraulic System B.
S Altitude below 1000 feet
S Trailing edge flaps at more than 10 units position. HYDRAULIC BRAKE PRESSURE INDICATOR
The indicator shows the pressure of the brake accumulator. Normal operating
AURAL WARNING
pressure is 3000 psi.
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 ANTISKID INOPERATIVE LIGHT
true: When the antiskid monitoring System finds a fault, the amber ANTISKID INOP
S Either thrust lever at idle light comes on.
S Both thrust lever at idle and trailing edge flaps at 15 units
PARKING BRAKE LEVER
S Trailing edge flaps at more than 15 units position.
To set the parking brake, push on the brake pedals then pull the parking brake
S The horn cutout button permits reset of the horn for the first condition only. 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.
LANDING GEAR INDICATOR LIGHTS
One red and two green indicator lights are provided for each gear. AUTOBRAKE DISARM LIGHT
The red light comes on for these conditions: The amber light comes on when the pilot selects autobrakes and:
S The gear is not down and locked and either throttle is not at the idle position S a malfunction exists in the automatic brake system
S Gear position does not agree with the landing gear lever position. S a malfunction exists in the antiskid system
S The green indicator lights come on when the related gear is down and S The system has been manually disarmed.
locked.
AUTOBRAKE SELECTOR SWITCH
LANDING GEAR WARNING HORN CUTOUT This switch permits selection of the necessary level of auto brake and arms the
This button, on the control stand, stops the warning horn with trailing edge system.
flaps and throttle(s) in certain positions. The warning horn cannot silence when
3
2 4
BRAKE
1 PRESS
0
HYDRAULIC BRAKE PRESSURE INDICATOR

PARKING
BRAKE LEVER
PARKING
BRAKE LIGHT
AUTO BRAKE
AUTO BRAKE AUTO BRAKE

DISARM LIGHT DISARM
A
2
P10 CONTROL STAND 1 3
AUTO BRAKE OFF MAX

SELECT SWITCH
RTO
ANTI SKID
ANTI SKID
INOP A
AUTOBRAKE/ANTISKID PANEL (P2)
Figure 142 Indication

PNEUMATIC One Stop Airline B737-- 600/700/800/900
ATA 36 PNEUMATIC
GENERAL 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
The pneumatic System supplies pressurized air to these systems and duct failure can be isolated. It will not effect the entire system. When open, the
components: valve gives continuity to both sides of the pneumatic manifold. This allows a
S Engine Starters single source to power systems on one or the other side of the manifold (e.g.
S Air conditioning packs engine starting operations). The isolation valve Operation can be automatic or
manual.
S Thermal anti--ice Systems
Pressure transmitters and a gage on the P5 panel show right and left manifold
S Hydraulic reservoirs pressures.
S Potable water system. The pneumatic system control is from the PS panel. Improvements of controls
S These are the sources of pneumatic power and indications decrease crew work load.
S External ground source Automatic overtemperature and overpressure protection systems protect the
S APU load compressor airplane from system malfunctions.
S Engine bleed air. Overheat sensing elements near the pneumatic ducts monitor the system for
The APU regulates bleed air pressure from the APU load compressor. The duct leaks.
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.
FRA US/E GiM Mai 10, 2006 ATA 36 Pneumatic Page 280
TO WATER APU CHECK APU

TANK VALVE (REF)
APU BLEED
AIR DUCT
ENG 2
TO ENGINE START
TO LEFT PACK
RIGHT TAP
FOR HYDRAULIC
RESERVOIRS
P5 TO WTAI
OVERHEAD
PANEL FROM ENGINE
ISOLATION BLEED AIR
VALVE ENG 1
GROUND LEFT TAP
PNEUMATIC FOR HYDRAULIC
CONNECTOR RESERVOIRS
Figure 143 Pneumatic System
PNEUMATIC SYSTEM DESCRIPTION Pneumatic manifold

The purpose of the pneumatic system is to supply bleed air from the air The pneumatic manifold interconnects the bleed air sources to the user
sources via a pneumatic manifold to user systems. 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
Air sources to the other engine at the opposite wing. An electrically actuated isolation valve
The main air sources are: 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
Engine 1 and 2 pressure on either side of the isolation valve. The pneumatic manifold contains
S 5th stage the necessary valves to shut off bleed air at each engine if there is excessive
The main supply of bleed air is from the 5th compressor stage of each pressure or temperature.
engine, through a check valve, to the pneumatic manifold.
Air user
S 9th stage
S Engine start system
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 S Air conditioning packs
automatically by the high stage valve and regulator. S Wing anti ice
Each engine bleed system contains a bleed air temperature control system. S Nose cowl anti ice
This consists of a precooler, precooler control valve and sensor. The engine S Water tank pressurization
bleed air temperature is automatically controlled to a preset temperature S Hydraulic tank pressurization
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.
RECIRC FAN
OFF
AUTO
L VALVE R VALVE
OVHT
CLOSED SIGNAL TO OPEN b OPEN b
RIGHT WTAI VALVE
WING ANTI--ICE
WTAI SOL VALVE TEST
OFF L PACK ISOLATION R PACK

OFF VALVE OFF
AUTO CLOSE AUTO
PRECOOLER HIGH AUTO HIGH
CONTROL ON
WING WING
VALVE ANTI
PACK
TRIP OFF
OPEN PACK
TRIP OFF
ANTI
ICE ICE
WING--BODY WING--BODY
TRIP
OVERHEAT OVERHEAT
BLEED BLEED
FROM ACAU TRIP OFF TRIP OFF
OVERH. RESET
SWITCH OFF OFF

FAN 125 _C TO ACAU
ON ON
1 APU 2
INLET COWL BLEED
S TAI VALVE M P5--10 PNEUMATIC CONTROL PANEL
TO ENGINE
WING TAI
START SYSTEM VALVE GROUND
PRECOOLER PNEUMATIC
5TH-- CONTROL BLEED AIR
ISOLATION CONNECTION
STAGE PRESS. REG. AND VALVE PNEUM
SENSOR VALVE
SHUTOFF VALVE (EBV) PRESS M
PRE-- 212_ C TRANSM TO
COOLER RIGHT
255_ C 230_ C MANIFOLD
9TH-- RELIEF OVERHEAT THERMOSTAT
STAGE VALVE SWITCH
HIGH STAGE 160 PSI TO HYDR TANK
VALVE PACK FLOW PRESSURIZATION
CONTROL AND S
SHUTOFF VALVE TO WATER TANK
PRESSURIZATION
EBV-REG
ENGINE 1
45 PSI
OVERPRESS. ENGINE START
SW. 220 PSI S VALVE
34 TO BLEED TRIP
PSI OFF LIGHT
HIGH STAGE FROM EBV SW S APU BLEED
AIR VALVE
REGULATOR ACAU
APU
Figure 144 Pneumatic System Schematic

PNEUMATIC PANEL DESCRIPTION DUCT PRESSURE INDICATOR

Indicates Pressure in the L (left) and R (right) Pneumatic Duct.
DUAL BLEED LIGHT (amber)
Indicates APU Bleed Valve OPEN and: BLEED TRIP OFF LIGHT (amber)
S No. 1 Engine Bleed Switch ON, or Indicates excessive Bleed Air Temperature or Pressure. Engine Bleed Air Valve
Close automatically.
S No. 2 Engine Bleed Switch ON and Isolation Valve OPEN.
TRIP RESET SWITCH
ISOLATION VALVE SWITCH
S PRESSED If the fault condition has been corrected, resets
S CLOSE
-- BLEED TRIP OFF
Isolates Left and Right Pneumatic System.
-- PACK TRIP OFF or
S AUTO
-- DUCT OVERHEAT Light.
Valve opens automatically if any Pack or Engine Bleed Switch is placed in
OFF Position.
S OPEN
Connects Left and Right Pneumatic System.
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.
DUAL BLEED
LIGHT (AMBER) DUAL RAM DOOR RAM DOOR
BLEED FULL OPEN FULL OPEN
A B B
RECIRC FAN
PNEUMATIC PANEL
OFF
AUTO
PNEUMATIC MANIFOLD DUCT PRESSURE
ISOLATION VALVE INDICATOR
OVHT
TEST
L PACK R PACK
OFF ISOLATION OFF
VALVE
AUTO CLOSE AUTO
HIGH HIGH
AUTO
WING OPEN WING

PACK PACK
FLIGHT COMPARTMENT ANTI
TRIP OFF TRIP OFF A
ANTI
ICE A ICE
WING--BODY TRIP WING--BODY
OVERHEAT A OVERHEATA
BLEED BLEED BLEED TRIP

OFF LIGHT
TRIP OFF A TRIP OFF A
RESET
OFF OFF TRIP RESET

SWITCH
BLEED SWITCH
ON ON
1 APU 2
BLEED
APU BLEED
AUTO OFF SCHED
ALTN MANUAL SWITCH
FAIL DESCENT
A A G G
103875
Figure 145 Pneumatic Control Panel 103875

AIR CONDITIONING One Stop Airline B737-- 600/700
ATA 21 AIR CONDITIONING 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)
AIR COND SYSTEM DESCRIPTION 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
GENERAL pressure and temperature of the air is increased.
The air conditioning system provides a conditioned air environment for the The air cycle machine (ACM) decreases air temperature, by expansion
passengers and crew, assuring comfort and safety. through a turbine.
The air conditioning packs receive hot air (212_C) from the pneumatic system. Foil air bearings support the shaft. The air bearings let the ACM rotate at
The packs control the temperature, rate of flow, and distribute it throughout the high speed with little friction. An air-bearing boost-air line connects at the
passenger and control compartments. center of the ACM. The upstream supply of air comes from a port on the
upstream side of the flow control and shutoff valve.
AIR CONDITIONING PACK
When the airplane is in flight, demand from the air cycle machine decreases
The flow control valves (pack valves) provide pack ON / OFF control, and one and ram air pressure increases. The increase in ram air pressure opens the
of three different flow schedules in response to the pack switch and APU bleed check valve and lets more air go through the heat exchanger without the
switch selection on the P5 panel. increase of fan operation.
S MIXING VALVE HOT AIR S WATER SEPARATOR
An air mix valve, downstream of the pack valve, regulates cabin As the air cools, its moisture content condenses. The water separator
temperature by allowing a controlled amount of hot air to by--pass the air collects this atomized moisture and removes it from the air cycle system.
cycle system. The valve is a dual housing assembly with two disk plates This water is sprayed into the ram air inlet duct, upstream of the pack heat
mounted on a common shaft 90_ opposed. As one disk moves from open exchanger, through a water spray nozzle. The water separator 2_C control
toward closed, the other moves from closed toward open. One part of the system bypasses hot air around the air cycle machine, if needed, to prevent
air is routed to the hot air plate of the mixing valve, bypasses the cooling water freezing in the separator.
pack, directed through the mixing chamber.
S PACK PROTECTION
The remainder is directed through the
Protection of the pack is provided by four thermal switches.
S PRIMARY HEAT EXCHANGER,
The primary heat exchanger is an air - to -- air type. The ram air system -- 90_ C (Supply Duct).....................mixing valve drives to FULL COLD.
employs outside air as a cooling medium across the heat exchanger. The -- 100_C (Turbine Inlet) ....................pack valve closes.
amount of outside air permitted to flow through the heat exchangers is -- 120_C (Distribution Manifold) ...........pack valve closes.
determined by ram air inlet panels. During periods of low ram air supply, -- 200_C (Compressor Outlet).............pack valve closes.
such as airplane on ground, ascent, or descent, an air-cycle-machine
operated fan induces outside air flow across the heat exchangers. In cruise, If the Pack Valve is closed, the Mixing Valve drives to FULL COLD.
inlet panels modulate open to control the amount of air flow through the AIR CONDITIONING DISTRIBUTION
heat exchangers. The amount of opening is automatically controlled to
Cold air leaving the water separator then travels to the mixing chamber. The
maintain a temperature of 110°C (230°F) at the compressor discharge.
cold air is then mixed with the remainder of the warm air as required to obtain
S MIXING VALVE COLD AIR the conditioned air temperature called for by the temperature control system.
The cold air disk regulates the amount of air through the cooling pack.The This conditioned air distribution system routes temperature controlled air to the
passenger and control cabins.
FRA US/E GiM Mai 10, 2006 B737--6/7 ATA 21 Air Cond Page 286
L TEMP SELECTOR L PACK

OFF
R/H PACK COLD AIR AUTO AUTO
NO AL HIGH
PNEUMATIC AIR
R/H PACK HOT AIR COOL WARM
MIX
CHAMBER COOL WARM
1 FILTER OFF
MANUAL
2 MIX CONDITIONED
3 GROUND AIR
MANIFOLD CONNECTION
4
RECIRCULATION
5 FAN S
PRESSURIZED UNPRESSURIZED
PACK
VALVE
M
CABIN
OVERHEAD HOT
MIX
DISTRIBUTION CHAMBER ANTI ICE
DUCT TRIM 2_ C
CONTROL BOX VALVE MIXING VALVE
AIR
CABIN AIR CYCLE
TEMP 2_ C M
MASCHINE COLD
SENSOR LEGEND:
1 DUCT OVHT SW 90_C 2_ C
SENSOR
2 DUCT OVHT SW 120_ C
3 DUCT LIMIT SENSOR 60_ C
CABIN
TEMP 4 DUCT ANTICIPATOR SENSOR
BULB 5 SUPPLY DUCT TEMP. BULB WATER RAM
SEPARATOR AIR
200_ C COMP FAN EXHAUST
OVERHEAT SW BYPASS
4 3 2 1 CHECK
VALVE
RAM AIR
ACTUATOR
CONTROL RAM AIR
CONTROLLER
CABIN
TEMP
SENSOR PRIMARY
SECONDARY HEAT EXCHANGER
HEAT EXCHANGER
LEGEND: DEFLECTOR
HOT AIR
RAM AIR INLET 110_ C RAM AIR
WARM AIR MODULATION PANELS TEMP SENSOR
100_ C TURBINE
COOL AIR WATER SPRAY INLET OVHT SW
NOZZLE
COLD AIR
LEFT PACK SHOWN RIGHT PACK SIMILAR CONDITIONED AIR LEFT PACK SHOWN RIGHT PACK SIMILAR
Figure 146 Air Conditioning System Schematic

OVERHEAD PANEL DESCRIPTION TEMPERATURE CONTROL PANEL

Air Temperature Source Selector
PNEUMATIC CONTROL PANEL
S SUPPLY DUCT
Recirculation Fan Switch Selects Main Distribution Supply Duct Sensor for Temperature Indicator.
S AUTO S PASS CABIN
Fan is running exept when both Packs are operating with either Pack Selects Passenger Cabin Sensor for Temperature Indicator.
Switch in HIGH.
Temperature Indicator
Pack Switch
S Indicates Temperature at location selected with Air Temperature Suorce
S AUTO Selector (SUPPLY DUCT or PASS CABIN)
With both packs operating in AUTO, each Pack regulates to normal Flow
Rate. Mixing Valve Indicator
With one Pack operating, regulates to high Flow Rate when: S Indicates Position of Air Mix Valves
-- in Flight and Flaps Up (if Engine Bleed is used) Duct Overheat Light (amber)
-- in Flight, regardless of Flaps (if APU Bleed is used). S Indicates Cockpit / Passenger Cabin Duct Overheat 90_ C. Air Mix Valve
S HIGH drives to Full Cold.
Pack regulates to High Flow. If APU Bleed Air is used on Ground, the Pack
Temperature Selector
regulates to APU High Flow which exceeds the High Flow Rate by approx.
20%. S AUTO
Air Mix Valve controlled by the Temperature Controller.
Pack Trip Off Light
S MANUAL
S Indicates Pack Trip off. Pack Valve automatically closes and Air Mixing
Air Mix Valve controlled manually.
Valve drive to Full Cold.
Trip caused by Compressor Discharge 200_ C, or Turbine Inlet 100_ C, or Ram Door Full Open Light (blue)
Supply Duct Temperature 120_ C. S Indicates respective Ram Door in Full Open Range.
MASTER CAUTION Light and AIR COND Annunciator will illuminate.
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.
RECIRC FAN RECIRCULATION FAN

SWITCH
OFF
CONT CABIN AIR TEMP PASS CABIN
AIR TEMPERATURE
AUTO SOURCE SELECTOR
SUPPLY PASS
DUCT CABIN
AIR MIX AIR MIX
OVHT
VALVE VALVE
MIXING VALVE
INDICATOR
TEST
TEMPERATURE
INDICATOR 60
L PACK R PACK 40 TEMP
ISOLATION
OFF VALVE OFF 80
PACK DUCT OVERHEAT DUCT DUCT
AUTO OPEN AUTO 20
SWITCH LIGHT OVERHEAT OVERHEAT
A 100 A
HIGH AUTO HIGH
C
WING WING AUTO AUTO

PACK PACK PACK TRIP
ANTI CLOSE ANTI
TRIP OFF TRIP OFF OFF LIGHT NO AL NO AL
ICE ICE
TRIP
OVERHEAT OVERHEAT TEMPERATURE
SELECTOR COOL WARM COOL WARM
BLEED BLEED
TRIP OFF TRIP OFF
COOL WARM COOL WARM
RESET OFF OFF

MANUAL MANUAL
TRIP RESET
OFF OFF
SWITCH
RAM DOOR DUAL RAM DOOR RAM DOOR
ON ON FULL OPEN BLEED FULL OPEN FULL OPEN
1 APU 2 LIGHT A B B
BLEED
P5--10 PNEUMATIC CONTROL PANEL P5--17 TEMPERATURE CONTROL PANEL
Figure 147 Overhead Control Panel

AIR CONDITIONING One Stop Airline B737-- 600/700/800/900
EQUIPMENT COOLING
MRO Support Pvt. Ltd 21-27
EQUIPMENT COOLING SYSTEM Equipment Cooling Supply Switch

S NORMAL
The equipment cooling system uses these two systems to remove heat from
equipment: -- The normal cooling supply fan is activated.
S Supply system (pushes air) S ALTERNATE
S Exhaust system (pulls air). -- The alternate cooling supply fan is activated.
The supply system and the exhaust system use fans to move air. Each system Equipment Cooling Supply OFF Light
has a primary fan and an alternate fan.
S Indicates no airflow from the selected cooling supply 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.
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

EQUIPMENT COOLING
MRO Support Pvt. Ltd 21-27
EQUIP COOLING
SUPPLY EXHAUST MASTER FIRE
CAUTION WARN
NORMAL
GND
ANTI--ICE ENG
AIR
OVERHEAD
ALTERNATE
DOORS AIR COND CREW CALL
OFF OFF HORN (NWW)
RIGHT MASTER CAUTION
AND ANNUNCATOR LIGHTS
SUPPLY FANS
CHECK VALVES
P5 PANEL
LOW FLOW AIR FILTER EXHAUST FANS

SENSOR CHECK VALVES
P6 PANEL
ADIRU (E5)
OVERBOARD
EXHAUST
VALVE
P8
CENTER AISLE
STAND
P9 EQUIPMENT RACKS
FMC CONTROL
DISPLAY UNITS
P1, P2, P3
DISPLAY UNITS FLIGHT COMPARTMENT EE COMPARTMENT
Figure 148 Equipment Cooling General

FRA US/E gz 22.4.98 Equip. Cooling Page 291
COOLING
COOLING - FUNCTIONAL DESCRIPTION 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
The temperature control system is configured in such a way that under normal secondary heat exchanger. The water is sprayed on to the secondary heat
operation, the airplane is divided into three zones. These zones are the, exchanger by a water spray nozzle located in the ram air duct. Upon leaving
S control cabin zone, the secondary heat exchanger, the air enters a high pressure water separator
S forward passenger cabin zone, and aft passenger cabin zone. system. The first item the air enters is the water extractor duct. The water
Controlling the temperature in the cabins is accomplished by controlling the extractor duct removes any condensate on the inner walls of the duct leaving
temperature of the air entering the cabins. Air conditioning operation begins the secondary heat exchanger. The extracted water is ducted the collection
when the pack switches are positioned to AUTO or HIGH. This commands the manifold installed on the bottom of the condenser. After leaving the water
respective pack valve to open allowing bleed air into the pack. 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
Pack Valve from the water extractors. Next, the air enters the condenser where it is cooled
During normal operating, it modulates to meter pack airflow to one of three flow by the discharge air leaving the air cycle machine turbine. The cooling of the air
schedules: 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
S OFF of the water extractors removes the water by centrifugal motion. The water is
The pack valve is closed. collected in sumps on the water extractors. The water from the sumps is
S AUTO ducted to a collection manifold located on the bottom of the high pressure
With both packs operating in AUTO, each pack regulates to normal flow rate water separator system. This water is ducted from the manifold to the water
approximately 75 Ibs/min. 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
With one Pack operating, regulates to high Flow Rate when: enters the reheater for the second time. This will heat the air before entering
-- in Flight and Flaps Up (if Engine Bleed is used) the air cycle machine turbine. Across either path of the condenser, icing may
-- in Flight, regardless of Flaps (if APU Bleed is used). occur restricting the airflow. This will cause a change in differential pressure
S HIGH 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
Pack regulates -- 105 Ibs/min. condenser to deice either path. When the differential pressure returns to
If APU bleed air is used on ground, the pack regulates to APU high flow normal, the standby pack temperature control valve will close. The air expands
approximately -- 131 Ibs/min. in the turbine decreasing its temperature and pressure. This expansion
through the turbine powers the compressor. The compressor and turbine are
Pack Flow connected by a common shaft. For system protection, the air entering the
Downstream of the pack valve, the bleed air is diverted to a trim air system, turbine is limited to 100_C by the turbine inlet overheat switch. The air leaving
pack temperature control valve, standby pack temperature control valve, and the turbine is extremely cold and is warmed by bleed air from the pack
the primary heat exchanger. The bleed air enters the primary heat exchanger temperature control valve. The air then passes through the condenser for the
where thermal energy is extracted from the bleed air by the cooler ram air second time cooling the air from the reheater. Next the air enters the
passing around the primary heat exchanger. The air leaves the primary heat mix manifold by way of the conditioned air check valve. For system protection,
exchanger and enters the compressor side of the air cycle machine. In the the discharge temperature is limited to120_C by the pack discharge overheat
compressor, the pressure and temperture of the air is increased. For system switch.
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--8/9 AIr Cond Page 292
COOLING
120_ C PNEUMATIC
PACK AIR RH
DISCHARGE
FILTER CABIN PRESSURE
R PACK
VALVE S
RECIRCULATION
FAN RIGHT PACK
(SIMILAR)
M TRIM AIR MOD
AFT PASS ZONE VALVE
ISOLATION
VALVE M
CONDITIONED
CABIN GROUND AIR
R MIX MAN
TEMP TEMP CONNECTION TRIM AIR PRESS L PACK
MIX REGUL VALVE
SENSOR SENSOR VALVE S
MANIFOLD S
CABIN
TEMP L MIX MAN
BULB TEMP
SENSOR SV STBY TCV
M M
3 2 1
PRIMARY
WATER PNEUMATIC
1 2 3 EXTRACTORS AIR LH
TEMP CONTROL
FWD PASS ZONE VALVE
TRIM AIR
MODUL
CABIN AIR CYCLE
TEMP LEGEND: VALVE
CONDENSER MASCHINE
SENSOR 1 DUCT OVHT SW90˚C
CABIN 2 DUCT TEMP SENSOR RAM AIR
FAN BYPASS
TEMP 3 DUCT TEMP BULB EXHAUST
BULB PACK
120_ C
TEMP
PACK M SENSOR
3 2 2 1 DISCHARGE A
UNPRESSURIZED
B
CABIN C
PRESSURIZED
TEMP AIR PACK

SENSOR CONTROL CABIN WATER TEMP
BULB
RAM AIR REHEATER
ACTUATOR SEC WATER
EXTRACTOR PRIMARY
LEGEND: WATER SPRAY SECONDARY HEAT EXCHANGER
HOT AIR NOZZLE HEAT EXCHANGER
WARM AIR
COOL AIR A 200_C COMPRESSOR OUTLET
RAM AIR INLET
COLD AIR B 110_ C RAM AIR TEMP SENSOR
PACK OUTLET AIR C 100_ C TURBINE INLET
Figure 149 Air Conditioning System Schematic

COOLING
PNEUMATIC CONTROL PANEL TEMPERATURE CONTROL PANEL

Temperature Indicator
Recirculation Fan Switch S Indicates Temperature at location selected with Air Temperature Source
S AUTO (in Flight) Selector.
-- Left Fan is running except when both Packs are operating and either Air Temperature Source Selector
Pack is in high Flow. S SUPPLY DUCT
-- Right Fan is running except when both Packs are working in high Flow. -- Selects appropriate Zone Supply Duct Temperature.
S AUTO (on Ground) S PASS CAB
-- Left Fan is running except when both Packs are operating in high Flow. -- Selects FWD or AFT Passenger Cabin Temperature.
-- Right Fan will continue to run when both Packs are operating in high S PACK
Flow.
-- Selects Water Extractor Discharge Temperature.
Pack Switch Trim Air Switch
S AUTO S ON
-- With both packs operating in AUTO, each Pack regulates to normal Flow -- Trim Air Pressure Regulation and Shut Off Valve open.
Rate. S OFF
-- With one Pack operating, regulates to high Flow Rate when: -- Trim Air Pressure Regulation and Shut Off Valve closed.
S in Flight and Flaps Up (if Engine Bleed is used) Zone Temp Light
S in Flight, regardless of Flaps (if APU Bleed is used). S CONT CAB Light indicates a Duct Temperature Overheat, or Failure of the
S HIGH Cockpit Primary and Back Up Temperature Control.
-- Pack regulates to High Flow. If APU Bleed Air is used on Ground, the S FWD CAB/AFT CAB Light indicates a Duct Temperature Overheat.
Pack regulates to APU High Flow which exceeds the High Flow Rate by S During MASTER CAUTION LIGHT recall, the illumination of the CONT CAB
approx. 20%. LIGHT indicates failure of the Cockpit Primary or Back Up Temperature
Pack Light Control. Illumination of either FWD or AFT CAB Light indicates Failure of
the associated Zone Temperature Control.
S Indicates Pack Trip Off or Failure of both Primary and Standby Pack Pack/Zone Controller Bite Test is required.
Controls. Pack Trip caused by Compressor Discharge, or Turbine Inlet, or

Pack Discharge Temperature exceeding Limit. Pack Valve closes S Will extinguish when MASTER CAUTION is reset.
automatically. Temperature Selector
MASTER CAUTION Light and AIR COND annunciator will illuminate. S AUTO
S During MASTER CAUTION Light Recall, indicates Failure of either Primary -- Provides automatic Temperature Control for associated Zone. Rotating
or Standby Pack Control. Will extinguish when Master Caution is reset. the Control towards C (cool) or W (warm) sets the desired Temperature
from 18_ C to 30_ C.
Trip Reset Switch
S OFF
S PRESSED:If the Fault Condition has been corrected, resets BLEED TRIP
OFF, PACK and ZONE TEMP Lights. Lights remain illuminated until reset. -- Closes the associated Trim Air Modulating Valve.
COOLING
AIR TEMP
SOURCE
RECIRCULATION FAN SELECTOR
L RECIRC FAN R RECIRC FAN
SWITCH
OFF OFF
AIR TEMP
AUTO AUTO PASS
CAB
FWD
60 80 S
60 AFT AFT
U D
OVHT 40 TEMP
DUCT
80 P U F
40 PRESS P C W
TEMPERATURE
PSI 20 L T D R
INDICATOR
20 0 100 Y P
CONT A
TEST C L
CAB C
K
TRIM AIR
L PACK R PACK
ISOLATION OFF
OFF VALVE OFF
PACK TRIM AIR SWITCH
AUTO OPEN AUTO
SWITCH ON
HIGH AUTO HIGH
ZONE TEMP ZONE ZONE ZONE

WING WING LIGHT TEMP a TEMP a TEMP a
ANTI CLOSE PACK ANTI PACK LIGHT
PACK
ICE ICE 24°C
CONT CAB FWD CAB AFT CAB
TRIP AUTO AUTO AUTO
OVERHEAT OVERHEAT
BLEED BLEED TEMPERATURE

TRIP OFF TRIP OFF SELECTOR

RESET
TRIP RESET
OFF OFF
SWITCH C W C W C W
18°C OFF 30°C OFF OFF
ON ON
1 APU 2 P5 TEMPERATURE CONTROL PANEL
BLEED
P5--10 PNEUMATIC CONTROL PANEL
Figure 150 Overhead Control Panel

PRESSURIZATION
PRESSURIZATION CONTROL S Cabin pressure indication and warning system.

The airplane operates at altitudes where the oxygen density is not sufficient to The cabin pressure indication and warning system gives you data about the
sustain life. The pressurization control systern keeps the airplane cabin interior pressurization system status. This system has these components:
at a safe pressure altitude. This protects the passengers and crew from the -- Cabin altitude panel (P5--16)
effects of hypoxia (oxygen starvation). -- Aural warning box panel (P9)
General Description -- Cabin altitude warning switch.
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)
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

PRESSURIZATION
P5 PANEL
CONTROLS
NEGATIVE OUTFLOW VALVE AND

PRESSURE POSITIVE PRESSURE
OVERBOARD PRESSURE RELIEF VALVE (2)
RELIEF VALVE
EXHAUST CONTROLLER (2)
VALVE
DISTRIBUTION
LEFT RIGHT
PACK PACK
ISOL VALVE
APU BV
EBV EBV
APU
ENGINE 1 ENGINE 2
Figure 151 Pressurization Control

PRESSURIZATION
PRESSURIZATION CONTROL - GENERAL DESCRIPTION Data Input Interface

The flight crew makes these inputs to the cabin pressure control panel:
Automatic Pressurization Control S Pressurization mode
In the automatic mode of operation, the system uses a redundant system of S Flight altitude
digital pressure controllers to schedule cabin pressurization through all phases
of flight. The active pressure controller keeps cabin altitude at a safe S Landing altitude.
comfortable pressure altitude (8,000 ft ISA maximum). The pressure controllers A sensor on each CPCs senses pressure in the cabin.
are line replaceable units and incorporate standard front face bite. Each CPC gets air data from both the air data inertial reference units.
Manual Pressurization Control Each CPC gets engine speed data from both the stall management and yaw
damper computers (SMYDCs).
In the manual mode of operation, the flight crew has direct control of the
outflow valve from the P5 panel. Each CPC gets air/ground logic from the proximity switch electronics unit.
Each CPC uses position feedback from valves that effect the pressurization
General Description system:
There are two digital cabin pressure controllers (CPCs). Each CPC has its own S Left pack valve
systems interface and valve motor system. This gives the AUTO mode of S Right pack valve
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 S Overboard exhaust valve.
every flight or with an autofail event. Outflow Valve Interface
The manual control mode overrides and bypasses the two CPCs. The manual The outflow valve has three motors:
control system has its own valve motor system. This gives the pressurization
control system a triple redundant architecture. The cabin pressure control S Two AUTO mode motors with control electronics boxes
system has these components: S One MANUAL mode motor with no electronics box
S A cabin pressure control panel The CPCs use data buses to interface with the drive electronic boxes on the
S Digital cabin pressure controllers (2) valve. The electronics boxes drive the automatic mode motors. Altitude
switches on each drive electronic box will override CPC signals and close the
S An aft outflow valve assembly with three drive motors outflow valve if cabin altitude pressure is 14,500 feet. This function will not
S Wiring, connectors and power sources. effect manual mode operation of the outflow valve.
Electric Power 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
The system gets triple redundant 28v dc power from these sources: pressure switch.
S Battery bus, DC bus 1 and DC bus 2. The outflow valve gives position feedback to:
S The two CPCs
S The P5 overhead panel.

PRESSURIZATION
28V DC A
BUS 1
PRESS CONT
AUTO 1
VALVE POSITION
28V DC B
BUS 2 PRESS CONT
AUTO 2 MANUAL
28V DC STATIC PRESS

BAT BUS ADIRU 1 ALT, UN--CORR
PRESS CONT ALT, BARO--CORR
MANUAL AIRSPEED
CABIN
28V DC PRESSURE
SENSE ENG 1 N1
BAT BUS SMYDC 1 ENG 2 N2
PRESS CONT A
IND
P6 CB PANEL
ELACT1
A AUTO A
MOTOR 1 C
CPC 1
T
STATIC PRESS MANUAL U
MODE VALVE
ALT, UN--CORR MOTOR A
FLT ALT ADIRU 2 ALT, BARO--CORR T
AIRSPEED
LAND ALT AUTO CABIN O
AUTO
MANUAL PRESSURE ENG 1 N2 MOTOR 2 R
CONTROL SENSE SMYDC 2
ENG 2 N1
ELACT2
CABIN PRESSURE
CONTROL MODULE OUTFLOW
B VALVE
B ASSEMBLY
CPC 2
LEFT PACK VALVE
1
PSEU AIR/GROUND LOGIC OPEN/CLOSED RIGHT PACK VALVE
1 ACTIVE CONTROLLER CHANGES
WITH EVERY FLIGHT OR WITH
AN AUTOFAIL EVENT OVBD EXHAUST VALVE
Figure 152 Pressurization Control Interface

PRESSURIZATION
PRESSURIZATION CONTROL MODULE A three position toggle switch controls the aft outflow valve when in the manual
mode. It has three positions:
The cabin pressure control module and cabin altitude panel let the crew
monitor and control the pressurization system. S CLOSE NEUTRAL OPEN.
The control panel has these parts: It is spring loaded to the neutral position. An aft outflow valve position indicator
shows the valve position in all modes of operation.
S Cabin pressure control module
These are the four system status lights above the control module.
S System status lights
S AUTO FAIL
S Pressure indication panel.
S OFF SCHED DESCENT
Location S ALTN
The cabin pressure control module is on the P5--6 panel. The system status S MAN.
lights are above the module. The cabin altitude panel (P5—16) is next to the These four lights give these indications:
module.
S Operational mode
Cabin Pressure Control Module S Deviation from flight plan
The cabin pressure control module has these controls: S System failure.
S Mode selector
Cabin Altitude Panel
S Landing altitude (LAND ALT) selector with display
These indicators and control switch are left of the pressure control panel:
S Flight altitude (FLT ALT) selector with display
S Cabin altitude and differential pressure indicator
S Aft outflow valve position indicator
S Cabin rate of change indicator
S Manual control toggle switch.
S Cabin altitude warning horn cutout switch.
The mode selector has three positions. They set these system modes of
operation: The cabin altitude and differential pressure indicator is connected to the
alternate static system.
S AUTO for automatic operation
The rate of change indicator senses pressure changes from a port on the back
S ALT for alternate automatic operation of the indicator.
S MAN for manual control. Placards on the pressurization control panels are used during manual operation
Two selectors are used to set the flight altitude and the landing field altitude modes. They provide a reference for:
into the system controller. The flight altitude selection is made in 500 foot S Takeoff and landing pressure differential maximums
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 S Flight altitude to cabin altitude conversions.
of 50 ft. The liquid crystal displays show the settings. 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
CAUTION
OBSERVE PRECAUTIONS
FOR HANDLING
ELECTROSTATIC
SENSITIVE
SYSTEM
DEVICES
STATUS
LIGHTS
AUTO OFF SCHED

DESCENT ALTN MANUAL
FAIL
AUTO MANUAL
ESS0
F PR
DI F SI
10 P 1
ALT 4 1 0 0 0
0 HORN
50 V
9 2 CUTOUT
40 CABIN A
ALT 5 FLT ALT L
35 V
30 E
8 3
X 1000 FEET 10 C
25 O
L P
20 15 O
7 4 E
S N
E
6 5 3 5 0
ALTN
AUTO MAN
LAND ALT
PRESS DIFF
LIMIT: TAKE-- 1
OFF & LDG 2
.125 PSI .5
UP 3
0 4
DN
3
.5
1 2 2000 4000 6000
CAB ALT LAND ALT 8000
FLT ALT
<FL160 FL220 FL260 FL320 FL410
CABIN ALTITUDE PANEL CABIN PRESSURE CONTROL MODULE
Figure 153 Pressurization Control Module

APU One Stop Airline B737-- 600/700/800/900
AUXILIARY POWER SYSTEM
GENERAL DESCRIPTION APU Controls

An electronic control unit (ECU) controls the APU functions. The ECU
APU Power Plant interfaces with other airplane systems.
The APU is a gas turbine engine. It has a single shaft and operates at a The ECU monitors APU functions using built in test equipment (BITE). The
constant speed. It drives an electric generator, pneumatic load compressor, ECU shows unsatisfactory conditions found by BITE and the cause for
and a reduction gearbox. protective shutdowns on the control display unit (CDU). The unsatisfactory
conditions are called maintenance messages. Some of the maintenance
APU Engine messages and all the protective shutdowns cause one of these lights in the
These are the primary APU engine components: flight compartment to come on:
S The power section S Maintenance light (blue)
S The load compressor S Low oil pressure light (amber)
S The accessory gearbox. S Fault light (amber)
The power section has a single stage centrifugal compressor. It has a reverse S Overspeed light (amber).
flow annular combustor with a two-stage axial turbine.
The Load compressor turns on the same shaft with the power section APU Indicating System
compressor. The load compressor also uses the same air inlet as the power The APU indicating system consist of these components:
section compressor. S EGT gauge
The gearbox provides gear reduction for the high speed torque of the power S Data Memory Module
section to the accessories on the gearbox. S Control display unit (CDU).
APU Fuel System The APU indications are on the P5-4 panel and the P9 panel.
The APU fuel system supplies pressurized and metered fuel to the combustion APU Exhaust System
chamber. It also supplies fuel to operate the inlet guide vane actuator and the
surge control valve. The APU exhaust system sends the APU exhaust gases through the APU
muffler. The muffler sends the APU exhaust out the tailcone.
APU Ignition and Start System
APU Lubrication System
The APU ignition and start system begins the rotation and acceleration of the
The APU lubrication system lubricates and cools the APU bearings, 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 gearbox, and the starter generator. An eductor moves air through the oil cooler
can be used for starting. 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

OIL COOLER
INLET SCREEN
LOAD COMPRESSOR
ACCESSORY GEARBOX
GENERATOR
TURBINE
2 STAGE
COMBUSTION
CHAMBER
COMPRESSOR WHEEL
SURGE BLEED VALVE APU BLEED VALVE
Figure 154 Allied Signal 131-- 9 B

INDICATION & CONTROLS CONTROLS

Control Display Unit (P9)
Flight Compartment
The control display unit (CDU) shows this APU system data:
These APU components are in the flight compartment:
S Current status
S APU switch - (APU/engine start panel) (P5)
S Fault history
S APU bleed air switch — (air conditioning module) (P5)
S Maintenance history
S APU generator switches — (AC system generator/APU control module)
(P5) S Ident/config
S APU EGT indicator and APU indication lights — (AC system generator/APU S Input monitoring (real time data)
control module) (P5) S Oil quantity.
S APU light (system annunciator lights) (P7)
Battery switch (P5)
S APU fire warning switch (Engine and APU fire controls module) (P8).
The main battery energizes buses and components when you put the battery
The APU has four indication lights and an EGT indicator on the APU indicator switch to the ON position. The Battery switch must be in ON position for APU
panel. These are the four lights: operation.
MAINTENANCE LIGHT ( blue ) APU MASTER CONTROL SWITCH (P5)
S Light comes on when an APU maintenance problem exists. S OFF-- Normal position when APU is not running.
LOW OIL PRESSURE LIGHT (amber) S OFF-- when APU is running initiates normal shutdown.
S Light comes on when the APU oil pressure is low. A protective shutdown S ON -- Normal position with APU running.
occurs with low oil pressure. S START (Momentary) -- When APU switch is moved from OFF to START
and released to ON, causes automatic start sequence to be initiated.
FAULT LIGHT (amber)
S Light comes on when the APU has a fault that causes a protective APU BLEED AIR SWITCH
shutdown. The light also comes on when overspeed protection is lost. S ON -Opens the APU bleed air valve if the APU is operating.
OVERSPEED LIGHT (amber) S OFF- Closes the APU bleed air valve.
S Light comes on when the APU speed is too high and a protective shutdown APU FIRE WARNING SWITCH (P8)
occurs. You can stop the APU with the APU fire warning switch on the engine and APU
EXHAUST TEMPERATURE INDICATOR fire control module (P8)
S Displays APU exhaust gas temperature. 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.

TR1
BAT TR2 Indica-
tion
BAT 10
TR3
BUS
STBY TEST ‘CX100

PWR
OFF
APU
APU INDICATIONS (P5)
BAT
OFF
ON ON
DC
START
BATTERY SWITCH (P5)
APU REMOTE FIRE

APU SWITCH (P5)
SWITCH HANDLE
P28 GROUND CONTROL PANEL
APU FIRE SWITCH

OVERHEAT/FIRE PROTECTION PANEL (P8) CDU PANEL (P9)
Figure 155 Indication & Controls

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.

OIL COOLER
OIL TEMPERATURE
CONTROL VALVE
FWD
OIL TANK
LUBE MODULE
Figure 156 Oil System
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.

ENERGIZED = CLOSED
S > 7% -30 % RPM
S > 25 000 FT
APU FUEL
SHUTOFF VALVE
FLOW DIVIDER AND
FLOW DIVIDER SOLENOID
FWD FUEL CONTROL UNIT
APU FUEL FEED

APU FUEL FEED

METERED FUEL
PRIMARY FUEL
ELECTRONIC CONTROL SECONDARY FUEL

FUEL MANIFOLDS AND
UNIT (AFT CARGO) NOZZLES (10)
Figure 157 Fuel System General

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.
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.

FUEL IN FUEL
RETURN
INLET GUIDE VANE

ACTUATOR
LOAD
COMPRESSOR
ENGINE
CDU COMPRESSOR
INLET
GUIDE
VANES
ELECTRONIC
CONTROL
UNIT
BLEED INLET AIR FLOW

AIR VALVE
SURGE BLEED AIR

AIR TO APU
FLOW EXHAUST
FUEL RETURN
FUEL IN LVDT
T/M SURGE CONTROL VALVE
Figure 158 APU Pneumatic System

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).
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.

ENERGIZED 0% SPEED
DE-ENERGIZED >60% SPEED
IGNITION UNIT AND

FWD
IGNITER PLUG LEAD
115V AC TRANSFER BUS 1

OR STARTER--GENERATOR
BATTERY
IGNITER PLUG
270V DC 270V AC
START POWER UNIT START CONVERTER UNIT ELECTRONIC CONTROL UNIT
Figure 159 Ignition and Start System Components

POWER PLANT One Stop Airline B737-- 600/700/800/900
ATA 71 POWER PLANT

ENGINE — INTRODUCTION Bump Option for the --7B22 B1, --7B24 B1, --7B26 B1.
Bump is an Option provided to achieve power levels greater than the normal
General take--off levels within specific limitations. The bump rating does not influence
Two CFM56—7B engines supply thrust for the airplane. power levels which are at, or below Max. Continuous Thrust. For any available
The engines also supply power for these systems: bump, the redline values (N1, N2, EGT) remain identical to the baseline rating.
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.
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
30_C
Figure 160 Thrust Rating

ATA 72 ENGINE
GENERAL DESCRIPTION S Accessory drive.
The CFM56-7 is a high bypass, dual rotor, axial flow turbofan engine. The accessory drive has these components:
The engine has these sections: -- Inlet gear box (IGB)
S Fan and booster -- Radial drive shaft (RDS)
The fan and booster rotor and the LPC rotor are on the same low pressure -- Transfer gear box (TGB)
shaft (N1). The fan and booster is a four-stage compressor. -- Horizontal drive shaft (HDS)
The fan increases the speed of the air. A splitter fairing divides the air into -- Accessory gear box (AGB).
these two air flows: The N2 shaft turns the AGB through these shafts and gearboxes:
-- Primary -- IGB
The primary air flow goes into the core of the engine. -- RDS
The booster increases the pressure of this air and sends it to the HPC. -- TGB
-- Secondary. -- HDS.
The AGB holds and operates the airplane accessories and the engine
The secondary air flow goes in the fan duct. It supplies approximately accessories.
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.
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.
FADEC
Figure 161 Fadec Purpose

ATA 79 OIL
ENGINE OIL SYSTEM Distribution
The oil distribution system has these circuits:
General S Supply
The engine oil system is a self--contained, centervented and recirculating type The supply circuit sends oil to lubricate the engine bearings and gears. Oil
system. Each engine has an independant oil system to provide lubrication and from the tank goes to the lubrication unit through an anti--leakage valve. The
cooling for the engine main bearings, radial driveshaft bearings and gears and lubrication unit pressurizes and filters the oil. The oil then goes to the
bearings in the transfer gearbox (TGB) and accessory gearbox (AGB). engine.
The oil system consist of: S Scavenge
S oil storage system, The scavenge circuit takes the oil from the engine. Oil first flows through the
S oil distribution system and lubrication unit. The lubrication unit also scavenges the oil. The oil goes to
S oil indicating system 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
Storage the servo fuel heater. Then the oil flows back to the oil tank.
The oil storage system keeps sufficient oil for a continuous supply to the oil S Vent.
distribution circuit. The oil storage system lets you do an oil level check and to The vent circuit balances the internal air pressures in the oil system.
fill the oil system. Externally, a vent line connects the engine to the oil tank. Unwanted air
The oil storage system holds oil in the oil tank. pressure goes out of the oil tank through the vent line.
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.
EEC
DEU
SERVO FUEL
HEATER
OIL FILTER OIL FILTER

BYPASS BYPASS
LOW OIL LOW OIL
PRESSURE PRESSURE
T/P SENSOR
100 100
50 50
0 0
OIL P
OIL TANK
200 200
100 100
0 0
OIL T
75 OIL Q % 75
UPPER CENTER DISPLAY

ANTI--LEAKAGE VALVE UNIT (P2 PANEL)
CONFIG. 1
MAIN OIL/FUEL
HEAT EXCHANGER
OIL
12 PRESS 36
OIL
165 TEMP 130
20 OIL QTY 20
LUBRICATION UNIT SCAVENGE

SUPPLY OIL FILTER SECONDARY ENGINE
SCAVENGE DISPLAY UNIT (P2)
VENT CONFIG. 2
Figure 162 Oil System Schematic

ATA 73 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.
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)
RODS
INTERLOCK
LATCH
THRUST LEVERS
THRUST START LEVERS

LEVER
CRANK
START LEVER
SWITCHES
RODS
REVERSE THRUST
INTERLOCK
FWD SOLENOIDS
FWD
THRUST LEVER
RESOLVER ASSEMBLIES
Figure 163 Engine Controls Components

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.
SERVO FUEL
HEATER
AIRPLANE
FUEL SYSTEM
HYDROMECHANICAL
UNIT
FUEL
MANIFOLD
FUEL FLOW FUEL NOZZLE
TRANSMITTER FILTER
OIL/FUEL FUEL NOZZLES (20)
HEAT
EXCHANGER
FUEL PUMP ASSEMBLY

IDG OIL COOLER
FUEL SUPPLY (LOW PRESSURE)
UNMETERED (HIGH PRESSURE)
METERED (HIGH PRESSURE)
BYPASS (LOW PRESSURE)
Figure 164 Fuel Distribution

ENGINE THRUST CONTROL Thrust Reverser LVDT

The engine fuel and control system controls the power for engine operation. The T/R s leeve linear variable differential transformer (LVDT) supplies
The electronic engine control (EEC) uses the fuel metering valve (FMV) in the 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
hydro mechanical unit (HMU) schedule fuel flow. The metered fuel supplies
functions:
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. S Reverse thrust lever interlock solenoid control
The EEC controls these engine forward and reverse thrust conditions: S Fuel metering valve (FMV) control for reverse thrust power
S Idle forward thrust S The two color REV message control signals to the common display system
S Maximum forward thrust (CDS) display electronic units (DEUs), which show on some display units
(DUs).
S Idle reverse thrust
Make sure to supply airplane electrical power to the EEC during thrust reverser
S Maximum reverse thrust. operation with the engines not on. Put the engine start switch to the CONT
Idle Thrust Control position, making sure the start lever is in CUTOFF.
The EEC/HMU controls ground and in--flight idle speed and thrust. There are With power to the EEC, the REV message signal will go to the DEUs.
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.
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.
FORWARD THRUST
REVERSE THRUST
IDLE THRUST
HMU
Figure 165 Engine Thrust Control System Schematic

ATA 75 ENGINE AIR

During engine operation, the electronic engine control (EEC) receives airplane The LPTACC system controls the amount of fan discharge air that goes to the
system data through the display electronic units (DEUs). The EEC uses this low pressure turbine (LPT) case. The air flows through the LPTACC valve. The
data to control the engine air system. The EEC adjusts the bleed airflows to EEC uses the HMU to control the position of the LPTACC valve. The HMU
adjust the turbine blade tips clearances. The EEC also controls the compressor sends servo fuel pressure to move the LPTACC valve actuator. The LPTACC
airflows to prevent stall. The EEC operates the air valves and the actuators actuator sends electrical position data to the EEC for closed-loop control.
through the hydromechanical unit (HMU). HMU servo fuel pressure moves the
valves and the actuators. Compressor Airflow Control
The engine air system has these subsystems: These are the compressor airflow control subsystems:
S Turbine clearance control S Variable stator vanes (VSV)
The engine air system adjusts the clearances between the high pressure S Variable bleed valve (VBV)
turbine (HPT) blades and shroud, and the low pressure turbine (LPT) blades S Transient bleed valve (TBV).
and shroud. Usually, the engine air system decreases the clearance The VSV system controls the high pressure compressor (HPC) inlet airflow.
between the rotors and the turbine case. This helps the engine use less The VSV system gives the correct quantity of air to the HPC. The EEC uses
fuel. The engine air system also increases the clearance between the high the HMU to control the VSV system. The HMU sends servo fuel pressure to
pressure turbine blades and shroud during some power conditions. This move two VSV actuators. The two actuators move the variable stator vanes.
makes sure the HPT blades tips do not rub against the case. Each actuator sends electrical position data to the EEC for closed-loop control.
S Compressor airflow control. The VBV system controls the low pressure compressor (LPC) discharge
The engine air system adjusts the low pressure compressor (LPC) and the airflow. The VBV system bleeds the LPC air out into the secondary airflow. The
high pressure compressor (HPC) airflows for all power conditions. These EEC uses the HMU to control the VBV system. The HMU sends servo fuel
adjustments prevent an engine stall. pressure to move two VBV actuators. The actuators cause the HPC discharge
air bleed to the secondary airflow. Each actuator sends an electrical position
Turbine Clearance Control data to the EEC for closed--loop control.
The engine air system uses air to control the engine internal clearances. When The TBV sends HPC 9th--stage air to the low pressure turbine stage 1 nozzles
the air flows onto a case, it heats or cools the case. This increases or for these two conditions:
decreases the clearance between the rotor blade tips and the case.
S Engine start
These are the turbine clearance control sub--systems:

S Engine acceleration.
S High pressure turbine active clearance control (HPTACC)
The EEC uses the HMU to control the TBV system. The HMU sends a servo
S Low pressure turbine active clearance control (LPTACC). fuel pressure to move the TBV actuator. The transient bleed valve sends an
The HPATCC system controls the 4th--stage air and the 9th--stage air to the electrical position data to the EEC for closed-loop control.
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.
FAN AIR LPTACC

VALVE
9TH STAGE
HPC AIR TBV
4TH STAGE HPTACC

HPC AIR VALVE
VBV
VSV STAGES (4)

FAN AND LPC (BOOSTER) HPC COMBUSTOR HPT LPT
Figure 166 Engine Air General

ATA 74 IGNITION
The ignition systems supply electrical sparks in the combustion chamber for WARNING: MAKE SURE THE IGNITION EXITERS ARE DEENERGIZED
combustion. Each engine has two ignition systems that operate independently. BEFORE YOU START ON THE IGNITION SYSTEM.
The ignition system usually operates manually. However, the ignition systems THE IGNITION SYSTEM VOLTAGE IS DANGEROUSLY HIGH.
operate automatically when the electronic engine control (EEC) sees a possible DO NOT TOUCH THE IGNITION SYSTEM COMPONENTS
engine flameout condition. UNTIL YOU DO THE PROCE DURE THAT FOLLOWS.
You use ignition during these times: THIS PROCEDURE WILL RELEASE THE HIGH VOLTAGE
FROM THE IGNITION EXITER.
S Ground start
IF YOU DO NOT OBEY THIS PROCEDURE, INJURY TO
S Takeoff and Landings PERSONS CAN OCCUR.
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.
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.
ENGINE START
GRD
OFFCONT GRD
OFF CONT
START BOTH
FLT IGN IGN FLT
SWITCH
L R
1 2
115V AC
P5
TRANSFER BUS 1 IGNITION
SELECTOR
SWITCH
115V AC
STANDBY BUS
CDS/DEU (2)
ENGINE 1
START LEVERS
CONTROL STAND
R SPARK IGNITER
L SPARK IGNITER
IGNITION EXCITERS EEC 1
Figure 167 Ignition System Schematic

ATA 78 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).
LEFT TRANSLATING
LEFT TRANSLATING
SLEEVE
STRUT (REF) FAN AIR SLEEVE
FAN COWL
EXHAUST
(REF)
INLET INLET
AIR AIR EXHAUST
EXHAUST
AIR
AIR
EXHAUST
EXHAUST
PLUG
EXHAUST PLUG EXHAUST
NOZZLE NOZZLE
T/R STOW POSITION T/R DEPLOY POSITION
BLOCKER
BLOCKER CASCADE DOOR (CLOSED)
DOOR (OPEN) CASCADE
OUTER SKIN
OUTER SKIN
INNER SKIN
FAN AIR
FAN AIR
EXHAUST INNER SKIN
EXHAUST
BLOCKER DOOR
DRAG LINK BLOCKER DOOR
FWD DRAG LINK
FAN DUCT FWD
FAN DUCT
FORWARD THRUST (STOW POSITION) REVERSE THRUST (DEPLOY POSITION)
Figure 168 Translating Sleeves

Thrust Reverser System
The T/R system changes the direction of the fan air exhaust to help decrease The T/R indicating system supplies these indications in the flight compartment:
the speed of the airplane after landing or during a rejected takeoff (RTO). S REV message on common display system (CDS)
The T/R system has two thrust reversers. T/R 1 is the thrust reverser for S REVERSER light on the P5 aft overhead panel
engine 1 (Left). T/R 2 is the thrust reverser for engine 2 (right).
S Linear variable differential transformer (LVDT) data on the control display
Each T/R has a left and right half. Each half has a translating sleeve which unit (CDU).
moves aft for reverse thrust. The sleeves work at the same time, but are
The common display system (CDS) shows the REV message. This message
independent from each other. Three hydraulic actuators move each sleeve.
refers to the positions of a T/R’s translating sleeves. Each T/R has LVDTs
Rotary flex shafts make sure that the hydraulic actuators extend and retract at
which supply translating sleeve position data to the electronic engine control
the same rate.
(EEC).
T/R Control System When on, the REVERSER light shows that there is a failure in one of these
The T/R control system lets you deploy the T/R when the airplane is less than areas:
10 feet (3 meters) from the ground. You give a deploy signal to the control S T/R control system
system when you raise a reverse thrust Lever. S Mechanical failure which prevents the control system from correct
You supply a stow signal when you return the reverse thrust lever to the stow operation.
position. The REVERSER light comes on for 10 seconds during a T/R stow operation.
The T/R control valve module controls hydraulic power to the hydraulic The light will stay on if the T/R does not stow in l0 seconds. The EAU controls
actuators. The reverse thrust lever operates the switches necessary to send a this light.
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.
DEPLOY
SYSTEM A OR STANDBY TO RIGHT
HYDRAULIC POWER T/R HALF
STOW LVDT
REVERSE PROXIMITY
THRUST SENSORS (2)
LEVER
DEPLOY
DEPLOY
T/R 1
CTRL SW
STOW SYNC
28 VDC LOCK
ARM
STANDBY ARM
BUS
T/R 1 CONTROL
P18 ENG 1 VALVE MODULE
FIRE SW
EAU
EEC
ARM (STOW)
STOW STOW
DEU CDU
ARM (DEPLOY) DEPLOY
SYNC LOCK SYNC LOCK FCC (2)

SYNC LOCK (POWER) REV
L AUTOTHROTTLE 67.7
10
SWITCH PACK 0
8
2
SYNC LOCK (POWER) REVERSER 6
4
A N 1
NOTE: T/R 1 IS SHOWN. MISC EQUIP AFT P5
T/R 2 IS ALMOST THE SAME. PANEL (J22) CDS DISPLAY UNIT
Figure 169 System Schematic

ATA 77 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.
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.
EEC
T49.5
NO. 1 BEARING (EGT)
VIB SENSOR
N2 SPEED
SENSOR FFCCV
N1 SPEED SENSOR
SENSOR
DEU 1 DEU 2 AVM SIGNAL FDAU

CONDITIONER
Figure 170 General Schematic

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.
N1 ROTOR SPEED 90.0 90.0

20.0 20.0
10 10
0 0
8 8
2 2
6 6 100 100
4 4
N1 50 50
EXHAUST GAS
TEMPERATURE (EGT) 0 0
583 583
OIL P
200 200
EGT 100 100
N2 ROTOR SPEED
60.0 60.0 0 0
OIL T
96 OIL Q % 96
N2 3 3 AIRBORNE VIBRATION
2 2 MONITORING (AVM)
4 4
6 0.87 6 0.87 1 1
5 5
0 0
0 0 VIB
4 4
2 FF/FU 2 A B
LB X 1000
3 4 3 4
CTR
2 0 2 0
1 2 1 1
2 800 HYD P
8 500 8 500
100 HYD Q % 100
FUEL LB
COMMON DISPLAY SYSTEM DISPLAY UNIT
Figure 171 Engine Display

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
N1 ROTOR SPEED N2 ROTOR SPEED
TAT +19c ENG 1 ENG 2

75.0 75.0 61.0 61.0
10
21.0 10
21.0
0 0
8
2
8
2 N2
6 4 6 4
N1
5.90 FF 5.99
500 500
EXHAUST GAS OIL
TEMPERATURE (EGT) PRESS
36 36
EGT
129 OIL 130

TEMP
20 20
OIL QTY
CTR
14 890 AIRBORNE VIBRATION

MONITORING (AVM) 1.6 VIB 1.6
4.5
FUEL
1 LB 2
8 760 8 760
COMMON DISPLAY SYSTEM COMMON DISPLAY SYSTEM

UPPER CENTER DISPLAY UNIT LOWER CENTER DISPLAY UNIT
(PRIMARY ENGINE DISPLAY) (SECONDARY ENGINE DISPLAY)
Figure 172 Engine Indication Config. 2

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.
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.
ENGINE 1 BITE TEST

MAIN MENU 1/1
< RECENT FAULTS
< FAULT HISTORY
< INDENT/CONFIG
< GROUND TESTS
< INPUT MONITORING
< INDEX
INIT BRT
REF RTE CLB CRZ DES
DIR DEP
INTC LEGS 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
DEU P Q R S T
4 5 6
EEC
7 8 9 U V W X Y
0 +/ -- Z DEL / CLR
CDU
Figure 173 EEC BITE General

One Stop Airline
OSA B737--6 GEN FAM
TABLE OF CONTENTS
GENERAL FAMILIARIZATION . . . . . . . . . . . . . . . 1 PITOT AND STATIC - CONTROL PANEL . . . . . . . . . . . . 56
CABIN WINDOW ANTI-ICING (CWAI) INTRO . . . . . . . 58
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 WINDSHIELD WIPER SYSTEM . . . . . . . . . . . . . . . . . . . . 60
GROUND OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 8 30--43 RAIN REPELLENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
MAINTENANCE DOCUMENTS - INTRODUCTION . . . . 10 HYDROPHOBIC WINDSHIELD COATING . . . . . . . . . . . 62
30--10 WING THERMAL ANTI-ICING SYSTEM . . . . . . . . . . . . . 64
ATA 24 ELECTRICAL POWER . . . . . . . . . . . . . . 14 30--20 INLET COWL ANTI-ICING SYSTEM . . . . . . . . . . . . . . . . 66
POWER AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 14

EL. METERS, BATTERY & GALLEY POWER MODULE 16 ATA 31 INSTRUMENTS . . . . . . . . . . . . . . . . . . . . 68
GENERATOR DRIVE AND STBY POWER MODULE . . 20
AC SYSTEMS, GENERATOR AND APU MODULE . . . . 22 CLOCKS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . 68
GENERATOR DRIVE - GENERAL DESCRIPTION . . . . 26 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
FDRS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . 72
FDRS - COMPONENT LOCATION FLT. COMPT . . . . . . 74
ATA 26 FIRE PROTECTION - GENERAL . . . . . 28 AURAL WARNING SYSTEM - GENERAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FIRE PROTECTION - INTRODUCTION . . . . . . . . . . . . . 28 MASTER CAUTION SYSTEM - INTRODUCTION . . . . . 78
FIRE PROTECTION - FIRE ALARMS . . . . . . . . . . . . . . . 30 MASTER CAUTION SYSTEM - GENERAL
ENGINE FIRE EXTINGUISHING . . . . . . . . . . . . . . . . . . . . 32 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
APU FIRE EXTINGUISHING . . . . . . . . . . . . . . . . . . . . . . . 34 TAKEOFF WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
26--14 LAVATORY SMOKE DETECTION . . . . . . . . . . . . . 36 COMMON DISPLAY SYSTEM . . . . . . . . . . . . . . . . . . . . . . 84
LAVATORY SMOKE DETECTION - GENERAL CDS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . 86
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
WHEEL WELL OVERHEAT DETECTION - INTRO . . . . 40
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 42 ATA 33 LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
WING AND BODY OVERHEAT DET.- INTRO . . . . . . . . 44
FLIGHT COMPARTMENT LIGHTING - INTRO . . . . . . . 88
CARGO COMP. SMOKE DETECTION - INTRO . . . . . . . 46
CARGO AND SERVICE COMPARTMENT - INTRO . . . 90
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 48
EMERGENCY LIGHTING - INTRODUCTION . . . . . . . . . 94
LAV FIRE EXTING BOTTLE AND TEMP INDICATOR . 50
PORTABLE FIRE EXTINGUISHING . . . . . . . . . . . . . . . . . 52
ATA 23 COMMUNICATION . . . . . . . . . . . . . . . . . . 96
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . 54 FLIGHT INTERPHONE SYSTEM . . . . . . . . . . . . . . . . . . . 96
FLIGHT INTERPHONE - GENERAL DESCRIPTION . . 98
ICE AND RAIN PROTECTION - GEN. DESCRIPTION . 54
FLIGHT INTERPHONE - AUDIO CONTROL PANEL . . . 100
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FLIGHT INTERPHONE FLIGHT COMP. LOCATIONS . 102 ND - CENTERED APPROACH . . . . . . . . . . . . . . . . . . . . . 160
SERVICE INTERPHONE SYSTEM . . . . . . . . . . . . . . . . . . 104 VHF OMNIDIRECTIONAL RANGING (VOR) SYSTEM . 162
SERVICE INTERPHONE - GEN. DESCRIPTION . . . . . 106 VOR SYSTEM - GENERAL DESCRIPTION . . . . . . . . . . 162
FLIGHT CREW CALL / CABIN INTERPHONE . . . . . . . . 108 ND - CENTERED VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
PASSENGER ADDRESS - INTRODUCTION . . . . . . . . . 110 MARKER BEACON SYSTEM - INTRODUCTION . . . . . 166
VERY HIGH FREQUENCY SYSTEM -- INTRO . . . . . . . 112 MARKER SYSTEM - GENERAL DESCRIPTION . . . . . . 166
VHF - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . 114 PFD - OVERVIEW - MARKER BEACON INDICATIONS 168
ACARS -- INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . 116 DISTANCE MEASURING EQUIPMENT . . . . . . . . . . . . . . 170
ACARS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . 118 DME SYSTEM - GENERAL DESCRIPTION . . . . . . . . . . 170
ACARS - OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 ND - CENTERED APPROACH - DME INDICATION . . . 172
EMERGENCY LOCATOR TRANSMITTER - INTRO . . . 122 AUTOMATIC DIRECTION FINDER SYSTEM -
ELT - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 124 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
HIGH FREQUENCY COMMUNICATION -- INTRO . . . . 126 ADF SYSTEM - GENERAL DESCRIPTION . . . . . . . . . . 174
HF -- GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 128 RADIO ALTIMETER SYSTEM — INTRODUCTION . . . 176
SELECTIVE CALLING SYSTEM -- INTRODUCTION . . 130 RA SYSTEM - GENERAL DESCRIPTION . . . . . . . . . . . . 176
SELCAL - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . 132 PFD - INDICATION - RADIO ALTITUDE . . . . . . . . . . . . . 178
VOICE RECORDER SYSTEM -- INTRODUCTION . . . . 134 AIR TRAFFIC CONTROL SYSTEM - INTRODUCTION 180
VOICE RECORDER - GENERAL DESCRIPTION . . . . . 134 ATC SYSTEM - GENERAL DESCRIPTION . . . . . . . . . . . 182
PES / AUDIO -- INTRODUCTION . . . . . . . . . . . . . . . . . . . 136 TRAFFIC ALERT AND COLLISION AVOIDANCE
SYSTEM (TCAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
PES--AUDIO / GENERAL DESCRIPTION . . . . . . . . . . . . 138
TCAS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . 186
PES - VIDEO -- INTRODUCTION . . . . . . . . . . . . . . . . . . . 140
TCAS - NAVIGATION DISPLAY . . . . . . . . . . . . . . . . . . . . . 188
PES - VIDEO - GENERAL DESCRIPTION . . . . . . . . . . . 142
TCAS - ATTITUDE INDICATOR DISPLAY . . . . . . . . . . . . 190
OPERATION OF THE VSCU . . . . . . . . . . . . . . . . . . . . . . 144
WEATHER RADAR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 192
WXR SYSTEM - GENERAL DESCRIPTION . . . . . . . . . . 194
ATA 34 NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . 146 EGPWS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 196
EGPWS GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . 198
STATIC AND TOTAL AIR PRESSURE SYSTEM . . . . . . 146 GLOBAL POSITIONING SYSTEM (GPS) . . . . . . . . . . . . 200
AIR DATA - INERTIAL REFERENCE SYSTEM . . . . . . . 148 GPS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . 200
ADIRS - ALIGNMENT PROCEDURE 1 . . . . . . . . . . . . . . 150
ADIRS - LAST PRESENT POSITION ENTRY ON CDU 150
CDS - PFD - OVERVIEW (AIR DATA - IRS DATA) . . . . . 152 ATA 22 AUTOFLIGHT . . . . . . . . . . . . . . . . . . . . . . 202
INSTRUMENT LANDING SYSTEM (ILS) . . . . . . . . . . . . . 154
DIGITAL FLIGHT CONTROL SYSTEM -
ILS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 156 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
CDS - PFD - OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . 158 DFCS - MCP DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 204
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TABLE OF CONTENTS
DFCS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . 206 PRESSURE REFUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . 236
AUTOTHROTTLE SYSTEM - INTODUCTION . . . . . . . . 210 FUEL VENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
A/T SYSTEM - OPERATION, OVERVIEW . . . . . . . . . . . 212 DEFUEL -- SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
FUEL SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 242
ENGINE FUEL FEED SYSTEM . . . . . . . . . . . . . . . . . . . . . 244
ATA 51--57 STRU FUEL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 246
CTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
BASIC STRUCTURAL DESCRIPTION . . . . . . . . . . . . . . . 214 ATA 29 HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . 248
HYD INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 250
ATA 52 DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
DOOR LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
ATA 27 FLIGHT CONTROL . . . . . . . . . . . . . . . . . 252
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
ATA 25 EQUIPMENT AND FURNISHINGS . . . . 218 AILERON SYSTEM FUNCTIONAL . . . . . . . . . . . . . . . . . . 254
DOOR MOUNTED ESCAPE SLIDES . . . . . . . . . . . . . . . . 218 SPOILER SYSTEM AND SPEEDBRAKES . . . . . . . . . . . 256
PITCH CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
PASSENGER COMPARTMENT . . . . . . . . . . . . . . . . . . . . 222 ELEVATOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
CABIN ATTENDANT STATIONS . . . . . . . . . . . . . . . . . . . . 224 RUDDER (YAW) CONTROL . . . . . . . . . . . . . . . . . . . . . . . . 262
HIGH LIFT DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
FLIGHT CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . 268
ATA 35 OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . 226 CENTER PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
CENTER CONTROL STAND . . . . . . . . . . . . . . . . . . . . . . . 272
OXYGEN SYSTEM INTRODUCTION . . . . . . . . . . . . . . . 226
PASSENGER OXYGEN SYSTEM . . . . . . . . . . . . . . . . . . . 228
ATA 32 LANDING GEAR . . . . . . . . . . . . . . . . . . . 274
ATA 38 WATER AND WASTE . . . . . . . . . . . . . . . 230 MAIN GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276
POTABLE WATER -- INTRODUCTION . . . . . . . . . . . . . . . 230 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
VACUUM WASTE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 232
ATA 36 PNEUMATIC . . . . . . . . . . . . . . . . . . . . . . . 280

ATA 28 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
FUEL STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 PNEUMATIC SYSTEM DESCRIPTION . . . . . . . . . . . . . . 282
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PNEUMATIC PANEL DESCRIPTION . . . . . . . . . . . . . . . . 284 ATA 73 ENGINE CONTROLS . . . . . . . . . . . . . . . 322
ENGINE FUEL AND CONTROL - DISTRIBUTION . . . . 324
ATA 21 AIR CONDITIONING . . . . . . . . . . . . . . . . 286 ENGINE THRUST CONTROL . . . . . . . . . . . . . . . . . . . . . . 326
AIR COND SYSTEM DESCRIPTION . . . . . . . . . . . . . . . 286
OVERHEAD PANEL DESCRIPTION . . . . . . . . . . . . . . . . 288 ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . 328
EQUIPMENT COOLING SYSTEM . . . . . . . . . . . . . . . . . . 290
COOLING - FUNCTIONAL DESCRIPTION . . . . . . . . . . . 292
PNEUMATIC CONTROL PANEL . . . . . . . . . . . . . . . . . . . . 294
PRESSURIZATION CONTROL . . . . . . . . . . . . . . . . . . . . . 296
ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . 330
PRESSURIZATION CONTROL - GENERAL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
PRESSURIZATION CONTROL MODULE . . . . . . . . . . . . 300 ATA 78 THRUST REVERSER SYSTEM . . . . . . 332
INDICATION & CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . 304
APU LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . 306 ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . . 336
APU FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
APU PNEUMATIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 310 ENGINE DISPLAY CONFIG 1 . . . . . . . . . . . . . . . . . . . . . . 338
IGNITION AND START SYSTEM . . . . . . . . . . . . . . . . . . . 312 ENGINE DISPLAY CONFIG 2 . . . . . . . . . . . . . . . . . . . . . . 340
EEC-BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . 314

ENGINE — INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . 314
ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 316

FADEC SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . 318
ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320

ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
OSA NN Jul 3, 2007

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One Stop Airline
OSA B737--6 GEN FAM
TABLE OF FIGURES
Figure 1 Dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Clocks - General, Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 2 Aircraft Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Figure 37 FDRS - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 3 FLIGHT DECK PANEL - FRONT VIEW . . . . . . . . . . . . . . . . . . . 5 Figure 38 FDRS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 73
Figure 4 FLIGHT DECK PANEL - PEDESTAL . . . . . . . . . . . . . . . . . . . . . 6 Figure 39 FLIGHT COMP. - LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 5 FLIGHT DECK PANEL - OVERHEAD . . . . . . . . . . . . . . . . . . . . 7 Figure 40 AURAL WARNING - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 6 Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 41 MASTER CAUTION - GENERAL . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 7 MAINT. DOCUMENTS - INTRODUCTION . . . . . . . . . . . . . . . . 11 Figure 42 MASTER CAUTION - BASIC INTRODUCTION . . . . . . . . . . . 81
Figure 8 MAINT. DOCUMENTS - MAINTENANCE . . . . . . . . . . . . . . . . . 13 Figure 43 LANDG. WARNING - GENERAL . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 9 POWER / CONTROL - GEN. DESCRIPTION . . . . . . . . . . . . . 15 Figure 44 COMMON DISPL. SYSTEM - GENERAL . . . . . . . . . . . . . . . . 85
Figure 10 EL. METERS / BATTERY / GALLEY PWR MODULE . . . . . . 17 Figure 45 COMMON DISPL. SYSTEM - GEN. DESCR. . . . . . . . . . . . . 87
Figure 11 EL. METERS / BATTERY / GALLEY PWR MODULE . . . . . . 19 Figure 46 FLIGHT COMP. LIGHTING - INTRO . . . . . . . . . . . . . . . . . . . . 89
Figure 12 GEN. DRIVE / STBY POWER MODULE . . . . . . . . . . . . . . . . 21 Figure 47 CARGO & SERVICE COMP. LIGHTING - INTRO . . . . . . . . . 91
Figure 13 AC SYSTEMS / GENERATOR / APU MODULE . . . . . . . . . . 23 Figure 48 EXTERIOR LIGHTING - INTRO . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 14 AC SYSTEMS / GENERATOR / APU MODULE . . . . . . . . . . 25 Figure 49 EMERGENCY LIGHTING - INTRO . . . . . . . . . . . . . . . . . . . . . 95
Figure 15 GENERATOR DRIVE - GENERAL . . . . . . . . . . . . . . . . . . . . . . 27 Figure 50 FLIGHT INTERPHONE - INTRODUCTION . . . . . . . . . . . . . . 97
Figure 16 FIRE PROTECTION - INTRODUCTION . . . . . . . . . . . . . . . . . 29 Figure 51 FLIGHT INTERPHONE - GEN. DESCRIPTION . . . . . . . . . . 99
Figure 17 Engine and APU Fire Warning . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 52 FLIGHT INTERPHONE - ACP . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 18 ENGINE FIRE EXTINGUISHING - INTRODUCTION . . . . . . 33 Figure 53 FLIGHT INTERPHONE - COMP. LOC. . . . . . . . . . . . . . . . . . . 103
Figure 19 APU FIRE EXT. - GEN. DESCR. . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 54 SERVICE INTERPHONE - INTRODUCTION . . . . . . . . . . . . . 105
Figure 20 LAV. SMOKE DET. - INTRO . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 55 SERVICE INTERPHONE - GEN. DESCRIPTION . . . . . . . . . 107
Figure 21 LAV. SMOKE DET. - GEN. DESCRIPTION . . . . . . . . . . . . . . . 39 Figure 56 FLIGHT CREW CALL - GEN. DESCRIPTION . . . . . . . . . . . . 109
Figure 22 WHEEL WELL OVERHEAT DET. - INTRO . . . . . . . . . . . . . . . 41 Figure 57 PA - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 23 WW-FIRE WARNING - GENERAL. DESCR. . . . . . . . . . . . . . 43 Figure 58 VHF - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 24 WING & BODY OVERHEAT DET.- INTRO . . . . . . . . . . . . . . . 45 Figure 59 VHF - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 25 CARGO SMOKE DET. - INTRO . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 60 ACARS - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 26 CARGO SMOKE DET. - GENERAL DESCR. . . . . . . . . . . . . . 49 Figure 61 ACARS - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 27 LAVATORY FIRE EXT. - BOTTLE AND TEMP-INDIC. . . . . . 51 Figure 62 ACARS - OPERATION – MCDU . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 28 PORTABLE FIRE EXT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 63 ELT - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 29 ICE & RAIN - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . 55 Figure 64 ELT - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 30 PITOT AND STATIC - CONTROL PNL . . . . . . . . . . . . . . . . . . 57 Figure 65 HF - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 31 CWAI SYSTEM - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . 59 Figure 66 HF - GEN. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 32 WINDSHIELD WIPER - INTRO . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 67 SELCAL - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 33 HYDROPHOBIC WINDSHIELD COATING . . . . . . . . . . . . . . . 63 Figure 68 SELCAL - GENERAL DESCR. . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 34 Wing Anti Ice System Schematic . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 69 VOICE RECORDER - DESCRIPTION . . . . . . . . . . . . . . . . . . . 135
Figure 35 ICAI System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 70 PES-AUDIO - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . 137
OSA NN Jul 3, 2007

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One Stop Airline
OSA B737--6 GEN FAM
TABLE OF FIGURES
Figure 71 PES / AUDIO - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 139 Figure 106 DFCS - GENERAL DESCRIPRION . . . . . . . . . . . . . . . . . . . . 209
Figure 72 PES / VIDEO - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . 141 Figure 107 AT INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Figure 73 PES / VIDEO - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 108 AT OPERATION OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 74 VSCU - OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 109 Composite Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 75 PITOT, STATIC INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 110 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Figure 76 ADIRS GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 149 Figure 111 Door Mounted Escape Slide . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 77 IRS ALIGN - MCDU POS. ENTRY . . . . . . . . . . . . . . . . . . . . . . 151 Figure 112 Equipment and Furnishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Figure 78 PFD - OVERVIEW (IRS / AIR DATA) . . . . . . . . . . . . . . . . . . . . 153 Figure 113 Passenger Compartment - Introduction . . . . . . . . . . . . . . . . . 223
Figure 79 ILS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 Figure 114 Attendant Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Figure 80 GEN. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 115 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 81 PFD - OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 116 Passenger Oxygen System Introduction . . . . . . . . . . . . . . . . 229
Figure 82 ND - CENTERED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 117 Functional Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 83 VOR GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 118 Vacuum Waste System - Introduction . . . . . . . . . . . . . . . . . . . 233
Figure 84 ND - CENTERED VOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 119 Fuel Storage - General Description . . . . . . . . . . . . . . . . . . . . . 235
Figure 85 MARKER GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . 167 Figure 120 Refueling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Figure 86 PFD - OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 121 Fuel Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 87 DME GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 122 Defueling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Figure 88 ND - CENTERED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 123 Fuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
Figure 89 ADF GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 124 Engine and APU Fuel Feed System . . . . . . . . . . . . . . . . . . . . 245
Figure 90 GEN. SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 Figure 125 Fuel Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Figure 91 PFD - OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 126 Hydraulic Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Figure 92 ATC INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 127 Hydraulic Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
Figure 93 ATC GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 183 Figure 128 Roll Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Figure 94 TCAS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 129 Aileron System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Figure 95 TCAS GERERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 130 Flight Spoiler System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
Figure 96 TCAS - NAVIGATION DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 131 Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
Figure 97 TCAS - ATTITUDE INDICATOR DISPLAY . . . . . . . . . . . . . . . 191 Figure 132 Stabilizer and Elevator Schematic . . . . . . . . . . . . . . . . . . . . . 261
Figure 98 WXR - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 Figure 133 Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Figure 99 WXR - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 195 Figure 134 High Lift Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
Figure 100 EGPWS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 135 Flap Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
Figure 101 EGPWS - GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . 199 Figure 136 Flap positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
Figure 102 GPS GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 201 Figure 137 Flight Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
Figure 103 DFCS - INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 Figure 138 Flight Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Figure 104 DFCS MCP - GENERAL DESCRIPTION . . . . . . . . . . . . . . . 205 Figure 139 Center Control Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
Figure 105 DFCS - GENERAL DESCRIPRION . . . . . . . . . . . . . . . . . . . . 207 Figure 140 Landing Gear Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
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One Stop Airline
OSA B737--6 GEN FAM
TABLE OF FIGURES
Figure 141 Brake and Anti Skid Systems . . . . . . . . . . . . . . . . . . . . . . . . . 277
Figure 142 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
Figure 143 Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
Figure 144 Pneumatic System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . 283
Figure 145 Pneumatic Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285
Figure 146 Air Conditioning System Schematic . . . . . . . . . . . . . . . . . . . . 287
Figure 147 Overhead Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
Figure 148 Equipment Cooling General . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
Figure 149 Air Conditioning System Schematic . . . . . . . . . . . . . . . . . . . . 293
Figure 150 Overhead Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
Figure 151 Pressurization Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
Figure 152 Pressurization Control Interface . . . . . . . . . . . . . . . . . . . . . . . 299
Figure 153 Pressurization Control Module . . . . . . . . . . . . . . . . . . . . . . . . . 301
Figure 154 Allied Signal 131--9 B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
Figure 155 Indication & Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
Figure 156 Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307
Figure 157 Fuel System General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
Figure 158 APU Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
Figure 159 Ignition and Start System Components . . . . . . . . . . . . . . . . . 313
Figure 160 Thrust Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
Figure 161 Fadec Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
Figure 162 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
Figure 163 Engine Controls Components . . . . . . . . . . . . . . . . . . . . . . . . . 323
Figure 164 Fuel Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
Figure 165 Engine Thrust Control System Schematic . . . . . . . . . . . . . . . 327
Figure 166 Engine Air General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
Figure 167 Ignition System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
Figure 168 Translating Sleeves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333
Figure 169 System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Figure 170 General Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 337
Figure 171 Engine Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339
Figure 172 Engine Indication Config. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
Figure 173 EEC BITE General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
OSA NN Jul 3, 2007

Page vii

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B737--600/700/800/900 General Familiarization

One Stop Airline

Issue: Jul 2007

ATA DIVERSE For Training Purposes Only

For training purposes and internal use only.

ATA DOC Page 1

exits, thereby still restricting the maximum passenger load to 189.

FRA US/E GiM Mai 10, 2006 INTRO Page 2

B737--600 31,20 mtr

B737--600 B737--700 B737--800 B737--900

Maximum weight (kg):

Bypass Ratio 5.5 : 1 5.4 : 1 5.3 : 1 5.1 : 1

Long Range Cruise:

Figure 2 Aircraft Data

PILOTS’ CONTROL STAND

Figure 5 FLIGHT DECK PANEL - OVERHEAD

FRA US/E GiM Mai 10, 2006 INTRO Page 8

GALLEY POTABLE WATER

MAINTENANCE DOCUMENTS - INTRODUCTION Dispatch Deviation Guide

System Schematics Manual Training Information Point

Standard Wiring Practices Manual

The Structural Repair Manual (SRM) supplies descriptive information and

FRA US/E GiM Mai 10, 2006 Documentation Page 10

THE SHADOWED DOCUMENTS CAN BE FOUND IN

Figure 7 MAINT. DOCUMENTS - INTRODUCTION

FRA US/E GiM Mai 10, 2006 Documentation Page 12

SCHEDULED MAINTENANCE UNSCHEDULED MAINTENTANCE

Figure 8 MAINT. DOCUMENTS - MAINTENANCE

FRA US/E GiM Mai 10, 2006 ATA 24 Electric Page 14

DC AMP CPS FREQ

BPCU EXTERNAL POWER A

EL. METERS, BATTERY & GALLEY POWER MODULE DC Meter Selector

FRA US/E GiM Mai 10, 2006 ATA 24 Electric Page 16

ELECTRICAL METERS, DC AMP CPS FREQ

DC VOLTS / AC AMPS / AC VOLTS

DC METER AUX BAT APU GEN

ELECTRICAL METERS, BATTERY, AND GALLEY POWER MODULE (P5)

FRA US/E GiM Mai 10, 2006 ATA 24 Electric Page 18

ELECTRICAL METERS, DC AMP CPS FREQ

DC VOLTS / AC AMPS / AC VOLTS

DC METER AUX BAT APU GEN

ELECTRICAL METERS, BATTERY, AND GALLEY POWER MODULE (P5)

GENERATOR DRIVE AND STBY POWER MODULE Standby Power Switch

FRA US/E GiM Mai 10, 2006 ATA 24 Electric Page 20

STANDBY POWER SWITCH

GENERATOR DRIVE DISCONNECT BAT OFF AUTO

GENERATOR DRIVE AND STANDBY POWER MODULE (P5)

Figure 12 GEN. DRIVE / STBY POWER MODULE

AC SYSTEMS, GENERATOR AND APU MODULE SOURCE OFF Light

FRA US/E GiM Mai 10, 2006 ATA 24 Electric Page 22

GRD GROUND POWER

AC SYSTEMS, GENERATOR, AND APU MODULE (P5--4)

Figure 13 AC SYSTEMS / GENERATOR / APU MODULE

Bus Transfer Switch

The switch has two positions.

FRA US/E GiM Mai 10, 2006 ATA 24 Electric Page 24

GRD GROUND POWER

AC SYSTEMS, GENERATOR, AND APU MODULE (P5--4)

Figure 14 AC SYSTEMS / GENERATOR / APU MODULE

GENERATOR DRIVE - GENERAL DESCRIPTION IDG

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BAT OFF AUTO

GENERATOR DRIVE AND STANDBY POWER

IDG OIL COOLER