Training Manual

B 737-300/400/500

ATA 21
AIR CONDITIONING

PART 66 B1

Lufthansa LAN
Technical Training For Training Purposes Only
Book No: B737-3 21 JAR B1 E LLTT © LLTT
For training purposes and internal use only.
Copyright by Lufthansa LAN Technical Training
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:

Lufthansa LAN Technical Training

 AIR CONDITIONING B737-300/400/500

21-00

ATA 21 AIR CONDITIONING

For Training Purposes Only

SCL VRC/RRH 03.08.2005 Page 1

 AIR CONDITIONING
GENERAL
21-00 GENERAL
AIR COND SYSTEM DESCRIPTION (-330/530)
GENERAL
The air conditioning system provides a conditioned air environment for the pas-
sengers and crew, assuring comfort and safety.
The air conditioning packs receive hot air (212_C) from the pneumatic system.
The packs control the temperature, rate of flow, and distribute it throughout the
passenger and control compartments.
AIR CONDITIONING PACK
The flow control valves (pack valves) provide pack ON / OFF control, and one
of three different flow schedules in response to the pack switch and APU bleed
switch selection on the P5 panel.
S MIXING VALVE HOT AIR
An air mix valve, downstream of the pack valve, regulates cabin tempera-
ture by allowing a controlled amount of hot air to by-pass the air cycle sys-
tem. The valve is a dual housing assembly with two disk plates mounted on
a common shaft 90_ opposed. As one disk moves from open toward closed,
the other moves from closed toward open. One part of the air is route to the
hot air plate of the mixing valve, bypasses the cooling pack, directed
through the mixing chamber.
The remainder is directed through the
S PRIMARY HEAT EXCHANGER,
The primary heat exchanger is a air - to - air type. The ram air system em-
ploys outside air as a cooling medium across the heat exchanger. The
amount of outside air permitted to flow through the heat exchangers is de-
For Training Purposes Only
termined by ram air inlet panels and exit Iouvers. During periods of low ram
air supply, such as airplane on ground, ascent, or decent, a pneumatically
operated turbofan induces outside air flow across the heat exchangers. In
cruise, inlet panels and exit louvers modulate open to control the amount of
air flow through the heat exchangers. The amount of opening is automati-
cally controlled to maintain a temperature of 110°C (230°F) at the compres-
sor discharge.
S MIXING VALVE COLD AIR
The cold air disk regulates the amount of air through the cooling pack.The
SCL VRC/RRH 03.08.2005
B737-300/500
21-00
valve is controlled by auto and manual mode. When the pack valve is
closed, the mix valve drive to full cold.
S AIR CYCLE MASCHINE, (COMPRESSOR)
The air cycle maschine is a cooling unit consisting of a compressor and tur-
bine on a common shaft. The air enters the compressor, where the pressure
and temperature of the air is increased.
S SECONDARY HEAT EXCHANGER,
The air enters the secondary heat exchanger, where thermal energy is ex-
tracted by ram air passing around the heat exchanger.
S AIR CYCLE MASCHINE (TURBINE),
The air expands in the turbine decreasing its temperature and pressure.
This expansion through the turbine powers the compressor.
S WATER SEPARATOR
As the air cools, its moisture content condenses. The water separator col-
lects this atomized moisture and removes it from the air cycle system. This
water is sprayed into the ram air inlet duct, upstream of the pack heat ex-
changer, through a water spray nozzle. The water separator 2_C control
system bypasses hot air around the air cycle machine, if needed, to prevent
water freezing in the separator.
S PACK PROTECTION
Protection of the pack is provided by four thermal switches.
- 90_ C (Supply Duct)........................ mixing valve drives to FULL COLD.
- 100_C (Turbine Inlet) .......................pack valve closes.
- 120_C (Distribution Manifold) ...........pack valve closes.
- 200_C (Compressor Outlet)............. pack valve closes.
If the Pack Valve is closed, the Mixing Valve drives to FULL COLD.
AIR CONDITIONING DISTRIBUTION
Cold air leaving the water separator then travels to the mixing chamber. The
cold air is then mixed with the remainder of the warm air as required to obtain
the conditioned air temperature called for by the temperature control system.
This conditioned air distribution system routes temperature controlled air to the
passenger and control cabins.The passenger cabin distribution system re-
ceives conditioned air from the main distribution manifold through two risers in
the sidewalls. One recirculation fan recirculates conditioned air from around the
forward cargo compartment into the distribution system manifold where the air
mixes with the air supplied by the air conditioning packs.
Page 2
 AIR CONDITIONING B737-300/500
GENERAL
21-00

SUPPLY DUCT TEMP. BULB L TEMP SELECTOR L PACK

DUCT ANTICIPATOR SENSOR HIGH
R/H PACK COLD AIR AUTO AUTO
DUCT LIMIT SENSOR 60_ C
NO AL OFF
DUCT OVHT SW 120_ C
CABIN TEMP DUCT OVHT SW 90_C
BULB PNEUMATIC AIR
R/H PACK HOT AIR COOL WARM
MIX
CABIN TEMP CHAMBER COOL WARM
SENSOR FILTER OFF
MANUAL
MIX CONDITIONED
MANIFOLD GROUND AIR
CONNECTION
RECIRCULATION
FAN S
PRESSURIZED UNPRESSURIZED PACK
VALVE
MIXING VALVE M
PASSENGER CABIN
S
HOT TURBOFAN
MIX
CHAMBER ANTI ICE VALVE
TRIM
CONTROL BOX
AIR
2_ C
2_ C M VALVE
DUCT ANTICIPATOR SENSOR FROM
DUCT LIMIT SENSOR 60_ C
DUCT OVHT SW 120_ C
DUCT OVHT SW 90_C
2_ C
SENSOR
ÂÂ COLD TO TAT PROBE
R/H PACK

CONTROL CABIN
TEMP SENSOR AIR CYCLE RAM AIR
MACHINE 200_ C COMP EXIT LOUVRES
WATER DISCH OVHT SW
SEPARATOR

110_ C RAM AIR

CONTROL CABIN TEMP SENSOR
For Training Purposes Only

TURBO
CONDITIONED AIR TO RAM AIR INLET 100_ C TURBINE FAN
MODULATION PANELS
INDIVIDUAL GASPER INLET OVHT SW
AIR OUTLET
HOT AIR PRIMARY
WARM AIR DEFLECTOR SECONDARY HEAT EXCHANGER
HEAT EXCHANGER RAM AIR
COOL AIR ACTUATOR
COLD AIR
CONDITIONED AIR

LEFT PACK SHOWN RIGHT PACK SIMILAR RAM AIR CONTROLLER 665889

Figure 1 Air Conditioning System Schematic

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 AIR CONDITIONING B737-300/500
GENERAL
21-00

OVERHEAD PANEL DESCRIPTION

PNEUMATIC CONTROL PANEL TEMPERATURE CONTROL PANEL

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

MASTER CAUTION Light and AIR COND Annunciator will illuminate. Ram Door Full Open Light (blue)
S Indicates respective Ram Door in Full Open Range.
Trip Reset Switch
S PRESSED
If the Fault condition has been corrected, Resets BLEED TRIP OFF,
PACK TRIP OFF and DUCT OVERHEAT.
Light remain illuminated until reset.

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 AIR CONDITIONING B737-300/500
GENERAL
21-00

RECIRC FAN RECIRCULATION FAN

SWITCH
OFF
CONT CABIN AIR TEMP PASS CABIN
AIR TEMPERATURE
AUTO SOURCE SELECTOR
SUPPLY PASS
DUCT CABIN
40 60
AIR MIX AIR MIX
OVHT
VALVE VALVE
80

PSI MIXING VALVE

0 100 INDICATOR
TEST
TEMPERATURE
INDICATOR 60
L PACK R PACK 40 TEMP
ISOLATION
OFF VALVE OFF 80
PACK DUCT OVERHEAT DUCT DUCT
AUTO AUTO 20
OPEN SWITCH LIGHT OVERHEAT A OVERHEAT
100 A
HIGH AUTO HIGH
C

WING WING AUTO AUTO

PACK CLOSE
PACK PACK TRIP
ANTI ANTI
TRIP OFF TRIP OFF OFF LIGHT NO AL NO AL
ICE ICE
WING-BODY WING-BODY
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
For Training Purposes Only

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 2 Overhead Control Panel

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 AIR CONDITIONING B737-300/500
COOLING
21-50

21-50 COOLING
PACK VALVE DESCRIPTION
The pack valve is a pneumatically actuated, electrically controlled disk valve. It The pack valve is controled by three solenoids A, B, C.
provides air conditioning pack ON or OFF capability in response to the pack S Solenoid C is the OPEN/CLOSED solenoid. When it is electrically ener-
switch on the overhead panel, or to any of three overheat switches in the sys- gized to the open position (or manually operated by pulling out on the
tem. manual control rod), the ballvalve actuating rod is retracted and latched.
During normal operating, it modulates to meter pack airflow to one of three flow
S Solenoid B regulates the LOW/HIGH flow mode. The solenoid is ener-
schedules:
gized to the low flow mode.
S OFF
S Solenoid A is energized:
The pack valve is closed.
- when the pack switch is at ”HIGH”,
S AUTO - the APU bleed switch is at the ”ON” position and
With both packs operating in AUTO, each pack regulates to normal flow rate - the airplane is on the ”GROUND”.
approximately 55 Ibs/min. This is the normal in-flight schedule. It provides
optimum airplane performance, but requires a recirculation fan to meet de- Pack Valve Closed Limit Switch
sired cabin ventilation rate. As cabin altitude increases, the pack valve is The closed position of the pack valve controls the following subsystems:
biased to supply a lower airflow rate.
S Mixing Valve ............................drives to full cold.
With one Pack operating, regulates to high Flow Rate when:
S Turbofan Valve ........................valve close.
- in Flight and Flaps Up (if Engine Bleed is used)
S Recirculation Fan.....................may/may not activated.
- in Flight, regardless of Flaps (if APU Bleed is used).
S HIGH Note:
Pack regulates - 80 Ibs/min. This rate can be selected manually when An unsatisfactory operation of the pack valve will affect the pressurization sys-
additional cooling and or ventilation is desired. As cabin altitude increases, tem. The AUTO FAIL circuit will be trigger (high cabin rate).
the pack valve is biased to supply a lower airflow rate.
S If APU bleed air is used on ground, the pack regulates to APU high flow
approximately - 100 Ibs/min.
The pack valve controls the mass flow so, that a nearly constant volumetric
flow (cfm) is supplied to the air conditioning pack.
For Training Purposes Only

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 AIR CONDITIONING B737-300/500
COOLING
21-50

VISUAL POSITION
INDICATOR

ACTUATOR

TO CABIN PRESSURE
SENSE PORT

SOLENOID B
BUTTERFLY
PLATE
665728
For Training Purposes Only

SOLENOID A SOLENOID C

MANUAL CONTROL ROD

CABIN PRESSURE SENSE PORT
Figure 3 Pack Valve
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 AIR CONDITIONING B737-300/500
COOLING
21-50

PACK VALVE CIRCUIT

Operation
The pack switch in the OFF position applies 28 volt dc battery bus power to the
CLOSE coil of pack valve solenoid C, this vents the pneumatic actuator and
prevents the valve from opening. The switch, in AUTO or HIGH position, opens
the CLOSE coil circuit and energizes the OPEN coil through the
de-energized overheat relay.
With the switch AUTO, another set of contacts energize solenoid B through the
de-energized contacts of relay K17. This activates the normal flow schedule of
the pack valve. In flight, if one pack valve is closed, the circuit to B solenoid is
open and the valve operates in the high flow schedule.
If HIGH is selected, B solenoid is de-energized and the pack valve operates on
the high flow schedule.
With the pack valve switch in the HIGH position, the APU operating above
95%, and the airplane on the ground, solenoid A is energized. This biases the
high flow servo to a higher flow schedule to provide maximum cooling during
ground operating.
An over-temperature sensed by any of three overheat switches energizes the
pack overheat relay which energizes the CLOSE coil of solenoid “C” causing
the valve to close. The overheat relay also illuminates the PACK TRIP OFF
light. The relay is latched in the overheat position until the pack has cooled and
the reset switch is pressed.
For Training Purposes Only

SCL VRC/RRH 03.08.2005 Page 8

 AIR CONDITIONING B737-300/500
COOLING
21-50

28V DC R TURBOFAN VALVE

BATTERY BUS R TURBOFAN VALVE

TEMP CONTROL MIXING VALVE

OVERHEAT
RECIRC FAN RECIRC FAN
28V DC RESET
SUPPLY DUCT
OVERHEAT SW AIR
MASTER CAUTION
AIR COND MASTER K2 RIGHT PACK
CAUTION LT 120_ C VALVE CLOSED
SEC GRD RELAY
28V DC TURBINE INLET
OVERHEAT SW
IND MASTER RIGHT K10 AIR/GRD
LTS RIGHT PACK PACK RELAY
DIM RELAY
TRIP LT 100_ C
OVHT
COMP DISCH RELAY UP
OVERHEAT SW
K17 R/H
200_ C LOW FLOW NOT UP
MODE REL CLOSED

K19 FLAPS NOT UP

28V DC RELAY CLOSE
BATTERY BUS AUTO/HIGH
C
OFF
RIGHT PACK OPEN
VALVE
AUTO M324 AIRCONDITIONING ACCESSORY UNIT E3-2
28V DC AIR
HIGH
B
LOW FLOW
>95% GRD HIGH MODE
(>98%) AUTO
M280 APU R275 LANDING GEAR OFF A
For Training Purposes Only

CONTROL UNIT LOGIC SHELF E11 RIGHT AIR COND PACK SW

APU
HIGH FLOW
MODE
TRIP RESET SW
ON ON R/H PACK VALVE

OFF OFF
LEFT RIGHT ON
ENGINE BLEED SW TO LH PACK
HIGH FLOW CLOSED
OFF SOLENOID
APU BLEED SW L/H PACK VALVE
P5-10 AIR COND MODULE

Figure 4 Pack Valve Control Schematic

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 AIR CONDITIONIMG B737-300/400/500
COOLING
21-50

TURBOFAN
The turbofan provides airflow through the heat exchangers during ground air
conditioning operation or in flight when the flaps are NOT UP. Operation is au-
tomatically controlled by a turbofan control valve.
The turbofan is an air turbine powered fan located in the aft end of the ram air
duct. Air from the pneumatic system is directed through the turbofan case to a
two-stage turbine. A large diameter fan is located forward of the turbine and its
shaft-connected to the turbine. As the fan turns, air is blown from the exhaust
ducts creating low pressure upstream of the turbofan. As a result, outside air is
drawn through the ram air ducts.

Maintenance Practices
The turbofan requires periodic servicing. This consists of checking the oil level
in the turbofan with a dipstick and adding oil as necessary.

Turbofan Control Valve

The turbofan control valve directs pressure regulated bleed air to the turbine to
control turbofan operation.

Location
The left turbofan valve is located in the left air conditioning bay inboard of the
turbofan. The right turbofan valve is located in the right air conditioning bay at
the forward end where the valve duct connects to the right pack pneumatic
supply duct.

Operation
The turbofan valve is a 28 volt dc solenoid controlled, air actuated pressure
regulating shutoff valve. When current is applied to the opening coil of the sole-
noid and upstream pressure is above approximately 8 psi, the valve moves full
For Training Purposes Only

open until downstream air pressure reaches approximately 30 psi. If the pres-
sure exceeds 30 psi, the valve moves toward close enough to hold down-
stream pressure at approximately 30 psi. The valve closes when current is ap-
plied to the solenoid closing coil. A closed limit switch in the valve completes a
circuit to the ram air controller when the valve is closed. A manual control per-
mits solenoid manual operation.

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 AIR CONDITIONIMG B737-300/400/500
COOLING
21-50

CLOSED LIMIT
SWITCH

VISUAL POSITION
INDICATOR

DIP STICK

TURBOFAN
VALVE
For Training Purposes Only

TURBOFAN
DRAIN PLUG

MANUAL CONTROL ROD

Figure 5 Turbofan and Turbofan Valve

SCL VRC/RRH 03.08.2005 Page 11
 AIR CONDITIONING B737-300/400/500
COOLING
21-50

2° C ANTI ICE CONTROL SYSTEM

A minimum temperature control system 2°C (35°F) prevents freezing of con-
densed moisture.

Features
When cooling requirements are high, the temperature of the air at it leaves the
air cycle machine may drops below the freezing point of water. The water sepa-
rator 2°C control system regulates air temperature into the separator to keep
moisture from freezing on the water separator coalescer bag.
The water separator 2°C control system consists of a
S 2°C control sensor,
S 2_C controller,
S 2°C control valve.
The sensor is located on the right forward side of the water separator, the con-
trol is mounted to the outboard side of the equipment bay near the forward end
of the bay, and the valve is located forward of the air cycle machine in the air
cycle machine by-pass duct.

Operation
Keeping water separator temperature above freezing is accomplished by taking
hot air from upstream of the air cycle machine compressor and routing it back
into the system at the muff at the air cycle machine turbine discharge. The wa-
ter separator 2°C control system regulates the quantity of air being by-passed.
Bite
The control unit has Built In Test Equipment (BITE). Instructions for testing are
on the side of the control box. the unit has a green light for “GO”, a red light for
“NO GO”, and a rotating-type test switch. The positions of the switch are for
For Training Purposes Only

the followings tests:

Position Test
1 Amplifier Controller
2 2° Valve Opens
3 Dead Band in Controller (1.1°-2.2 °C)
4 2° Valve Closes
5 Temperature Sensor for Open and Short Circuits

SCL VRC/RRH 03.08.2005 Page 12

 AIR CONDITIONING B737-300/400/500
COOLING
21-50

WATER SEPARATOR

2_ C TEMP. SENSOR

VALVE POSITION
INDICATOR

TO WATER
SEPARATOR 2_ C ANTI ICE VALVE
For Training Purposes Only

AIR CYCLE
MACHINE

Figure 6 2° C Anti Ice Control

SCL VRC/RRH 03.08.2005 Page 13
 AIR CONDITIONING B737-300/500
COOLING
21-50

WATER SEPARATOR
Cold air leaving the air cycle machine passes through a muff to the water sepa-
rator. Moisture in the air at this reduced temperature begins to condense. The
condensate is so finely atomized, however, that it follows along in the air
stream. The water separator is used to separate, collect and remove the ex-
cess moisture from the air before it enters the distribution system.
The water separator also has a bag condition indicator. As the bag becomes
clogged, the pressure applied to the bag condition indicator piston is increased,
forcing the disk on the piston shaft toward the red colored window section of
the indicator cap. When the disk is positioned within the red colored portion of
the cap, its indicates a dirty bag and the bag should be replaced.

Features Water Separator Coalescer Check

The water separator is a cylindrical chamber consisting of an inlet and outlet Pressurize the pneumatic system with the APU.
shell assembly which houses a polyester coalescer, a conical-shaped metal Put the PACK switch to AUTO on the P5-10 overhead panel.
coalescer support, a bypass valve assembly, and a valve support guide. A cou-
Put the MANUAL CONTROL switch to MANUAL COOL on the P5-17 over-
pling joins the inlet and outlet shell assemblies and secures the coalescer sup-
head panel.
port. The outlet shell assembly contains a collection chamber, a baffle, a water
spray extractor boss, and an overboard water drain. A boss is provided for the Put the MANUAL CONTROL switch to MANUAL OFF when the AIR MIX
installation of the 2°C sensor. A bag condition indicator is also included which VALVE gets to the fully COLD position.
consists of a spring loaded piston and disk enclosed in a housing and a color Examine the bag condition indicator: Replace the bag if the disk is in the red
coded cap. area.
Do all the steps before this step to examine the coalescer for the other pack.
Operation
Put the PACK switch to OFF on the P5-10 overhead panel.
The coalescer bag and its support are conically shaped with the small diameter
at the upstream end. The support fits inside the bag and has louvers shaped to Release the pressure from the pneumatic system.
impart a whirling motion to air as it passes through. Air enters the separator
around the outside of the bag, passes through the bag, then through the lou-
vers. As the damp air passes through the bag, the bag is wetted and larger
droplets of water are formed. These droplets along with the air are caused to
whirl by the louvers of the support. As the air and moisture pass through the
separator the centrifugal force keeps the heavier moisture close to the inside of
the support unit it reaches the collection chamber. A cylindrical baffle approxi-
mately the diameter of the outlet duct extends inside the separator at the down-
For Training Purposes Only

stream end. The water and air whirling in a greater diameter than the baffle find
it necessary to make a double reverse turn in order to leave the separator. The
turning does not appreciably affect airflow but the water being much heavier
cannot make the turn and remains in the collection chamber. An overboard
drain mates to an outlet in the equipment bay door.
The bypass valve allows air to pass through the water separator to the distribu-
tion system without first passing through the coalescer bag. The valve opens
as a result of increased pressure differential should the coalescer bag become
clogged or frozen.

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 AIR CONDITIONING B737-300/500
COOLING
21-50

BAG CONDITION
INDICATOR

TO WATER OVERBOARD
SPRAY DRAIN
INJECTOR

RED AREA

..
.... BAG CONDITION
WHITE AREA .....
......
........ INDICATOR COALESCER BAG
........
.........
.........
... ....... OUTLET SHELL
.............
.............
. .......
... INLET SHELL
COLLECTOR
For Training Purposes Only

BYPASS VALVE

631681
COALESCER DRAIN ORIFICE
METAL CAL NORMAL AIRFLOW SUPPORT
BYPASS AIRFLOW WATER SPRAY
EXTRACTOR BOSS 631682

Figure 7 Water Separator

SCL VRC/RRH 03.08.2005 Page 15
 AIR CONDITIONING B737-300/500
TEMPERATURE CONTROL
21-60

Temperature Controller
21-60 TEMPERATURE CONTROL The purpose of the dual channel regulator is to control output of both packs in
The electronic control system automatically controls pack output temperature in response to the control cabin and passenger cabin selectors. It drives the mix
response to the temperature selector and sensed cabin temperature. valves toward hot or cold to maintain an actual cabin temperature (sensed)
equal to desired (selected). The regulator receives the following signals:
Controlling the cabin temperature is accomplished by controlling the proportion
of hot and cold air coming from each pack. When the air conditioning packs are LEFT PACK RIGHT PACK
operating, all temperature control and overheat protection circuits are activated.
control cabin temp. selector pass. cabin temp. selector
An air mix valve, downstream of the pack valve, regulates cabin temperature
by allowing a controlled amount of hot air to by-pass the air cycle system. This control cabin temp. sensor pass. cabin temp. sensor
air is recombined in proper proportions with cold air at the mix chamber. The duct anticipator sensor duct anticipator sensor
position of the mix valve depends on signal from the temperature control sys- 60_C duct limit sensor 60_C duct limit sensor
tem. The pack switch must be in the AUTO or HIGH position to have electrical
power to the temperature selector and temperature control system. Cabin Temperature Sensor
The control and passenger cabin temperature sensor measured the actual ca-
Temperature Selector bin temperature. This temperature is delivery to the temperature controller. An
The control and passenger cabin temperature selectors are identical unit in-line fan downstream of the sensor draws air from the cabin across the sen-
mounted on the forward overhead panel. The face dial is divided into an sor.
AUTOMATIC and MANUAL range. The left temperature selector controls the
control cabin temperature. The right temperature selector controls the tempera- Duct Anticipator Sensor
ture of the passenger cabin. The duct anticipator sensor in the main distribution manifold prevent delivery of
The temperature selector has two modes: excessively hot or cold air to the cabin. It also assists to prevent overshooting
S MANUAL and hunting of the temperature control system when a new temperature is se-
lected.
In the manual position, the selector provides direct control of the mix
valve. In MANUAL, turning the knob clockwise to COOL causes one of the 60_C Duct Limit Sensor
cams to close a switch connected to the mix valve actuator motor, and ope- The 60_C duct limit sensor is only used in the auto mode. If 60_C is sensed in
rate the valve to increase the proportion of cold air passing through the the limit circuit, the controller drives the mixing valve toward cold.
valve. Turning the knob counterclockwise to WARM causes the cam to
close a switch connected to the mix valve actuator and operate the valve Overheat Protection Circuits
to increase the proportion of warm air passing through the valve.
For Training Purposes Only

Overheat protection circuits protect the pack against duct overheat.

S AUTO Each pack has the following circuits:
In the automatic position, the temperature selector provides the selected S 90_C SUPPLY DUCT mixing valve drives to FULL COOL.
input signal to the temperature regulator for cabin temperature control. S 120_C SUPPLY DUCT pack valve closes.

Air Conditioning Accessory Unit

The air conditioning accessory unit include the pack valve closed relay, 90_C
duct overheat relay and pack trip relay.

SCL VRC/RRH 03.08.2005 Page 16

 AIR CONDITIONING B737-300/500
TEMPERATURE CONTROL
21-60

CONTROL CABIN
AUTO
C TEMPERATURE
PASS SENSOR
NO AL B CABIN A
HIGH MIX VALVE

AUTO COOL WARM CONTROL

115V AC OFF CABIN
COOL WARM MIX VALVE
R PACK OFF A AIR INLET
MANUAL
SWITCH
CEILING
R TEMP SELECTOR PANEL
AIR MIX
VALVE
D TEMPERATURE
AIR COND SENSOR FAN
ACC. UNIT
E3-2
TEMPERATURE
CONTROLLER PASSENGER CABIN
TEMPERATURE
SENSOR
ACTUAL
DEMAND
AIR COND
ACC. UNIT
E3-2
TO CONTROL
CABIN
B

TEMPERATURE
VALVE POSITION DUCT 60_C SENSOR FAN
ANTICIPATOR DUCT LIMIT
TRANSMITTER SENSOR
SENSOR
90_C 120_C ACTUAL
COLD VALVE DUCT OVERHEAT DUCT OVERHEAT
SWITCH 90_C
For Training Purposes Only

SWITCH
OVERHEAT
TEMP. CONTR. SWITCH
D E1-1
C
HOT VALVE
60_C DUCT
DUCT LIMIT ANTICIPATOR
COOL/WARM SENSOR
SENSOR
VALVE ACTUATOR
FWD 120_C
MIXING VALVE OVERHEAT
SWITCH

Figure 8 Temperature Control System Schematic

SCL VRC/RRH 03.08.2005 Page 17
 AIR CONDITIONING B737-300/500
TEMPERATURE CONTROL
21-60

CABIN TEMPERATURE CONTROLLER

Control and passenger cabin automatic temperature regulation is obtained from
a single unit located in the electronic compartment. This unit contains all parts
of each regulation system which are not required to be mounted remotely. Se-
parate identical networks are enclosed for each cabin.
The regulator receives signal from the temperature selectors, cabin tempera-
ture sensors, and duct temperature sensors. It drives the mix valves toward hot
or cold to maintain an actual cabin temperature (sensed) equal to desired (se-
lected).

BITE
A built-in test circuit in the temperature controller provides a quick electrical
check of temperature control system components. A rotary test switch, two
sets of ”GO”, ”NO GO” lights and a test instruction decal are provided on the
face of the controller. When the temperature control system is not being tested
the switch must be returned to START position.
The following components can be tested:
S Control box
S Cabin sensor
S Anticipator sensor
S 60_C duct limit sensor
S Temperature selector
For Training Purposes Only

SCL VRC/RRH 03.08.2005 Page 18

 AIR CONDITIONING B737-300/500
TEMPERATURE CONTROL
21-

TEST INSTRUCTIONS
Position all ENGINE and APU
TEST INSTRUCTIONS BLEED switches to OFF (Closed).
737 ONLY - ON P6 Panel open
air conditioning OVERHEAT cir-
E1 cuit breaker.
E3
Position LEFT A/C PACK and
RIGHT A/C PACK switches ON.
E2
Operate TEMP SELECTORS in
MANUAL and verify AIR MIX
Valves are functional.
Seth both TEMP SELECTORS to
mid range of AUTO mode
Press and rotate TEST switch
clockweise. At each position
wait for steady light indication.
If NO-GO replace faulty unit.
GO GO RETURN TEST SWITCH TO
START POSITION

LEFT PACK RIGHT PACK

TEMP
CONTROL
BOX
For Training Purposes Only

NO GO NO GO

CABIN
START SENSOR

ANTICIPATOR
SENSOR
TEMP DUCT LIMIT
SELECTOR SENSOR

Figure 9 Cabin Temperature Controller

SCL VRC/RRH 03.08.2005 Page 19
 AIR CONDITIONING B737-300/500
TEMPERATURE CONTROL
21-6

MIXING VALVE
The mix valve controls pack output temperature by directing airflow through the Mixing Valve Funktion Check:
cooling pack or around the cooling pack to the mix chamber. The hot and cold
air mixed proportionally to satisfy cabin temperature requirements.
TEST INSTRUCTIONS
The mix valve consists of two butterfly valves operated by the same actuator
through a common shaft. The 115 volt ac actuator mounts on a flange of the Position all ENGINE and APU
BLEED switches to OFF (Closed).
hot valve to drive the common shaft. When the hot valve butterfly is full open
737 ONLY - ON P6 Panel open
the cold valve is full closed and vice versa. As the hot valve moves toward air conditioning OVERHEAT cir-
close, the cold valve moves proportionally toward open. A position potentiome- cuit breaker.
ter is connected to the opposite end of the shaft from the actuator to permit Position LEFT A/C PACK and
monitoring the valve position from the control cabin. A visual indicator is also RIGHT A/C PACK switches ON.
Operate TEMP SELECTORS in
located at the actuator between the potentiometer and the cold valve body. MANUAL and verify AIR MIX
Limit switches in the actuator housing interrupt current to the actuator monitor Valves are functional. 1
TEMP. CONTR.
at either extremity of travel. The mix valve is located in the air conditioning E1-1
equipment bay inboard of the heat exchangers.
If the pack valve is closed, the mixing valve drives to the ”FULL COOL” posi- 1 Move Temperature Selector to Manual WARM, then Manual COOL,
and check that Mix Valve Position Indicator Pointer moves to FULL
tion.
HOT, then to FULL COLD.

AIR CONDITIONING
BLEED AIR VALVES RECIRC FAN
ISOLATION R L CONT ENERGIZED

3 3 3 3 3

VALVES

TURBOFAN PACK FWD

R L R L OUTFLOW

3 3 3 3 3
For Training Purposes Only

VALVE OUTFLOW
PRESS TEMP POS OVER VALVE
IND IND IND HEAT HEATER

3 3 3 3 5

P6-4

SCL VRC/RRH 03.08.2005 Page 20

 AIR CONDITIONING B737-300/500
TEMPERATURE CONTROL
21-6

COLD

HOT
VALVE
POSITION
INDICATOR

VALVE POSITION
TRANSMITTER
VISUAL POSITION
INDICATOR

COLD VALVE

HOT VALVE
TO
AIR CYCLE
MACHINE VISUAL POSITION
INDICATOR
For Training Purposes Only

TO
MIXING
CHAMBER
VALVE ACTUATOR

FWD INBD

Figure 10 Mixing Valve

SCL VRC/RRH 03.08.2005 Page 21
 AIR CONDITIONING B737-300/500
TEMPERATURE CONTROL
21-60

TEMPERATURE CONTROL OPERATION

Operation Cabin temperature may be adjusted either by a manual or automatic
control system. Both systems utilize 115 volt ac current to adjust the mix valve so
that air of the desired temperatue is directed into the airplane distribution system.
Circuit breakers are provided for temperature control system circuit protection.
The PACK VALVE circuit breaker and the OVERHEAT circuit breaker provide pro-
tection during both manual and automatic control operation, the MANUAL TEMP
CONT circuit breaker protects during manual operation, and the LEFT and RIGHT
AUTO TEMP CONT circuit breakers protect during automatic control operation.
When air conditioning switches are turned ON the pack valves open and air from
the pneumatic system is ducted through the mix valves to the air cycle system and
the mixing chamber. The mix valves adjust to allow the proper proportion of cold
air from the air cycle system and hot air from the pneumatic system to enter the
distribution system for a selected cabin temperature. Manual control requires
monitoring of the passenger cabin and supply duct temperature indicator while ad-
justing the mix valve position to obtain and hold the desired cabin temperature.
With the air conditioning switches ON, 115 volt ac current is provided to three swit-
ches in the cabin temperature selector.
Manual Control
If the selector knob is in the MANUAL OFF position all three switches are
open. Moving the knob to COOL closes one of the switches and the circuit is
completed to move the mix valve such that more air is passed through from the
air cycle system and less from the pneumatic system. Moving the knob to
WARM closes a different switch moving the valve in the opposite direction.
Only one of the switches in the selector can be closed at a particular time.
For Training Purposes Only
mal after a trip off requires pushing the PACK RESET switch after the condition
has been corrected.
Automatic Control
When the selector knob is moved to AUTO the third switch closes and a circuit
is completed to the temperature regulator. Setting the knob pointer for a parti-
cular cabin temperature adjusts a potentiometer fixed to the knob shaft. This
potentiometer serves as a reference resistance in the regulator temperature
control bridge. The cabin temperature sensor provides the resistance in the
other leg of the bridge. If cabin temperature is already the same as that asked
for by the selector, the controller will prevent any current passing on to the mix
valve. At a cabin temperature other than that selected the temperature sensor
will provide a resistance either higher or lower in the other leg of the control
bridge. As a result the controller will move the mix valve either toward hot or
cold, as required, to bring cabin temperature to the required air temperature to
slow down changes requested by the controller and prevent duct overheat.
The controller moves the mix valve so that cabin temperature changes without
sudden blasts of cold or hot air and without raising duct temperature above li-
mits. The same system overheat protection described under manual control is
in effect during automatic control.

A 90_C duct overheat thermal switch gives system protection to prevent adjust-
ment of the mix valve such that air entering the cabin becomes too hot. At ap-
proximately 90_C the thermal switch closes, energizing the cabin duct overheat
relay. The energized relay completes a circuit to move the mix valve to the full
cold position. The thermal switch, when closed, also completes a circuit to illu-
minate the DUCT OVERHEAT light. After correcting the overheat condition the
system may be returned to normal. Another thermal switch protects against
duct overheat should control power be lost. At approximately 120_C this
switch closes to energize the pack overheat relay and complete a circuit to
close the pack valve and illuminate the PACK TRIP OFF light. Return to nor-

SCL VRC/RRH 03.08.2005 Page 22

 AIR CONDITIONING B737-300/500
TEMPERATURE CONTROL
21-60

28V DC
TO PASS CABIN
OVERHEAT AND RIGHT PACK OUT
CONT CABIN DUCT CONT CAB
OVHT SW 90_C DUCT OVHT TO RIGHT
RELAY PACK OVHT
& CONT CAB
OVHT RELAY

TRIP RESET SW

CONT CABIN DUCT

OVHT SW 120_ C COOL
CONTROL CABIN
RESET DUCT OVHT LT LEFT PACK HEAT
28V DC COMP DISCH CL. RELAY 2
SW 200_C
CONTROL CABIN
MASTER CAUTION MIX VALVE A
AIR COND MASTER TO APU HIGH FLOW
CAUTION LT POWER MODE
28V DC SEC TURBINE INLET CONTROL
OVHT SW 100_C UNIT
MODULE
IND MASTER
LTS B
DIM RELAY LEFT PACK LOW FLOW
TRIP LT MODE
TO LANDING A
GEAR GROUND- CLOSE
AIR SWITCH
OPEN
TO LEFT LOW B
FLOW MODE RELAY LEFT PACK
OVHT RELAY
28V DC

LEFT PACK
VALVE LEFT AIR COND
PACK SW CLOSED
HIGH
LEFT PACK
AUTO VALVE
OFF
COOL
115V AC
HEAT
MANUAL TEMP CONTROL CABIN
DUCT ANTICI-
For Training Purposes Only

CONTROL
LEFT PACK PATOR SENSOR
115V AC AUTO CL RELAY 1
AIR COND
TEMP CONTROL ACC UNIT
AUTOMATIC L-
IND FAN CONTROLCABIN
DUCT LIMIT
CONTROL CABIN TEMP
HEAT SENSOR
SELECTOR

COOL

CONTROL CABIN CONTROL CABIN

TEMP SENSOR FAN TEMPERATURE CONTROLLER TEMP SENSOR

Figure 11 Left Temperature Control Circuit

SCL VRC/RRH 03.08.2005 Page 23
 AIR CONDITIONING B737-300/400/500
COOLING
21-50

EFIS COOLING SYSTEM

The Electronic Flight Instrument System (EFIS) Cooling System cools the Cap-
tain’s and First Officer’s
S EADI = Electronic Attitude Direction Indicator,
S EHSI = Electronic Horizontal Situation Indicator,
S and the IRUs (Inertial Reference Units) in the E/E compartment.
Cabin air from the E/E compartment is the cooling medium.
Air is drawn through a filter by one of two fans through a check valve and deli-
vered to the using units over a low flow sensor. A portion of the fan air is di-
scharged into the open area beside the wheel well through a fixed orifice. Air
passes through the EHSI, EADI and is discharged below the floor to prevent
smoke incursion into the control cabin in the event of an electrical problem with
the fans or with units in the E/E compartment.
A fixed bleed orifice, venting to the open area on the right side of the nose gear
wheel well area, is installed in the supply ducts just aft of the low flow sensor. Ducts
and E3-5 Shelf A combination of metal, fiberglass and flexible hose ducts pro-
vide passage for cooling air to the EFIS modules in the Captain’s and First Offi-
cer’s instrument panels and the E3-5 shelf in the E/E compartment. Air passes
through holes in the E3-5 shelf through the IRU’s for cooling.
Equipment Cooling Supply Switch
S NORMAL
- The normal cooling supply fan is activated.
S ALTERNATE
- The alternate cooling supply fan is activated.
For Training Purposes Only
Supply Fans
The normal and alternate cooling fans are single stage vaneaxial fans intergra-
ting the motor into the fan. The rotating impeller pushes air over the motor hou-
sing and through de-swirl vanes before exiting the fan. Three miniature ther-
mostats (204_C) serve as thermal protective devices for the fan.
Check Valves
A two section swing check valve, spring loaded closed, is located down stream
of each fan to prevent back flow of air through the fan that is not operating.
Low Flow Sensor
The low flow sensor provides warning when the EFIS cooling system is
not supplying enough cooling air for safe electronic equipment operation.
The airflow detection system consists of an equipment cooling supply ”OFF”
warning light and an airflow sensor. The ”OFF” light is also connected to the
master test circuit. The low flow sensor is a heated probe with associated elec-
tronic circuitry to measure the current required to heat the probe when the pro-
per amount of cooling air flows past. Loss of air flow will change the current
required to heat the probe, triggering the transitorized monitoring circuit which
supplies a ground to the EFIS indication control relay. On the ground with either
IRU powered, loss of supply cooling will actuate the crew call horn in the nose
wheel well.

Equipment Cooling Supply OFF Light

S Indicates no airflow from the selected cooling supply fan.

Air Cleaner
The filter assembly is a box containing a cleanable, centrifugal element. Air
flowing through the filter is swirled with the denser particles being thrown to the
outside and purged through a line connected to the equipment cooling exhaust
port.

SCL VRC/RRH 03.08.2005 Page 24

 AIR CONDITIONING B737-300/400/500
COOLING
21-50

EQUIP COOLING
SUPPLY EXHAUST
ALTERNATE

NORMAL

LOSS OF DU
COOLING OFF OFF

EFIS-SG
E2-3 SHELF

EADI EHSI EADI EHSI

MASTER FIRE
SEE ATA 34 CAUTION WARN

ANTI-ICE ENG

OVERHEAD

DOORS AIR COND

CONTROL CABIN RIGHT MASTER CAUTION

AND ANNUNCATOR LIGHTS

GND

FLOOR AIR

LOW FLOW CREW CALL

AIR HORN (NWW)
For Training Purposes Only

SENSOR CHECK VALVES ALT CLEANER

SUPPLY
FIXED BLEED
FANS NORM
ORIFICE IRU IRU
LOWER LOBE PURGE
E/E COMPARTMENT LINE 220702

Figure 12 Efis Cooling System Schematic

SCL VRC/RRH 03.08.2005 Page 25
 AIR CONDITIONING
COOLING
EQUIPMENT COOLING EXHAUST SYSTEM
The equipment cooling system cools the electrical and electronic equipment on
the racks in the electronic compartment, some circuit breaker panels in the
control cabin and the main instrument panel. Cabin air is the cooling medium.
It is drawn through and around the equipment into a system of ducts and man-
ifolds.
When the airplane is on the ground or during low-altitude flight, a blower
draws cooling air through the ducts and discharges it overboard through
the automatic flow control valve, exhaust port, and under the forward
cargo compartment floor. During flight, when cabin pressure differential is ade-
quate to close the flow control valve, equipment cooling air is discharged under
the forward cargo compartment floor. The air circulates between the cargo
compartment insulation and lining and heats the cargo compartment before it is
discharged overboard through the forward outflow valve or recirculated into the
main conditioned air distribution ducts.
Equipment Cooling Exhaust Switch
S NORMAL
- The normal cooling exhaust blower fan is activated.
S ALTERNATE
- The alternate cooling exhaust blower fan is activated.
Equipment Cooling Exhaust OFF Light
S Indicates no airflow from the selected cooling exhaust fan.
Equipment Cooling Blowers
Two identical blowers are used in the equipment cooling system to create the
required cabin-to-ambient differential pressure for inducing airflow through the
For Training Purposes Only
system. One blower operates continuously when power is supplied to the air-
plane. If the main blower fails, the alternate blower may be switched on so the
cooling system can continue to operate.
Each blower is an axial flow type with an electric motor mounted on the center-
line of the blower cylindrical housing. The motor operates on 115 volt three-
phase power taken from circuit breaker panel P18-3. The blowers are in the
lower aft section of the electronic compartment. They are connected between
the blower inlet plenum and exhaust plenum by short flexible ducts and duct
clamps and are secured by the blower support.
SCL VRC/RRH 03.08.2005
B737-300/400/500
21-50
Check Valves
Two check valves are installed in the equipment cooling system. These check
valves are installed in the blower discharge duct for each blower and prevent
cooling air being discharged back through the nonoperating blower.
Low Flow Sensor
The airflow detection system provides warning when the equipment cooling ex-
haust system is not supplying enough cooling air for safe electrical or electronic
equipment operation.
The airflow detection system consists of an equipment cooling exhaust OFF
warning light and a low airflow sensor. Electrical power for operation of the air-
flow sensor is taken from the 28-volt dc bus on circuit breaker panel P18. The
OFF light is also connected to the master test circuit.
The low flow sensor is a heated probe with associated electronic circuitry to
measure the current required to heat the probe when the proper amount of
cooling air flows past. Loss of airflow will change the current required to heat
the probe, triggering the transitorized monitoring circuit which supplies a ground
to the EQUIP COOLING EXHAUST ”OFF” light and ”MASTER CAUTION”
warning light on pilots glareshield. ALL The OFF amber warning light is located
on the forward overhead panel (P5).
Automatic Flow Control Valve
The flow control valve controls airflow overboard. Normal operation of the
cabin pressurization system will result in an increase of cabin pressure relative
to ambient pressure. This increase in differential pressure will, in turn, tend to
increase the airflow discharged through the nozzle and control valve. The in-
crease in dynamic pressure is sensed by the flow control valve which begins to
move toward the closed position to limit the airflow through the valve.
AIRPLANES WITH FLOW CONTROL VALVES P/N 10-60704-1 THRU -6:
S At 2.0 to 2.8 psi cabin-to-ambient differential pressure the flow control
valve will be completely closed and the overboard flow is directed under the
floor to the forward cargo compartment.
AIRPLANES WITH FLOW CONTROL VALVES P/N 10-60704-7:
S At 0.7 to 1.1 psi cabin-to-ambient differential pressure the flow control
valve will be completely closed and the overboard flow is directed under the
floor to the forward cargo compartment.
Page 26
 AIR CONDITIONING B737-300/400/500
COOLING
21-50

EQUIP COOLING
CONTROL CABIN SUPPLY EXHAUST
FROM AIR COND
DISTRIBUTION ALTERNATE

FM CDU MASTER FIRE

CONTROL CAUTION WARN
STAND NORMAL

OFF OFF ANTI-ICE ENG

PILOTS FWD HYD OVERHEAD

INSTRUMENT
PANEL DOORS AIR COND

RIGHT MASTER CAUTION

AND ANNUNCATOR LIGHTS
P6 LOAD
CONTROL
CENTER

FLOOR

EXHAUST LOW
AIRFLOW SENSOR

E1
RACK
NORMAL RIGHT
BLOWER CABIN AIR
RECIRCULATION
SYSTEM

E2
RACK
OUTLET UNDER FWD
CARGO COMPARTMENT
FLOOR
For Training Purposes Only

ALTERNATE CHECK
VALVES FORWARD CARGO
E3 BLOWER
COMPARTMENT
RACK
EXHAUST LOW AUTOMATIC
AIRFLOW SENSOR FLOW
CONTROL FWD OUTFLOW M
E/E COMPARTMENT VALVE VALVE

EXTERNAL
EXHAUST PORT

Figure 13 Equipment Cooling System Schematic

SCL VRC/RRH 03.08.2005 Page 27
 AIR CONDITIONING B737-300/400/500
PRESSURIZATION CONTROL
21-30

21-30 PRESSURIZATION CONTROL

PRESSURIZATION SYSTEM DESCRIPTION
General
The pressurization system controlles cabin pressure on the ground and in flight
for any selected flight altitude. The amount of airflow through the fuselage is
controlled by the aft outflow valve. Major components are:
S Pressure Control Panel
S Pressure Controller
S Aft Outflow Valve
The aft outflow valve can be operated in four different modes:
S AUTO MODE (normal mode)
After input of FLT and LAND ALT. - cabin pressure and rate of change is
automatically computed for all flight events.
S STANDBY MODE
Automatically activated by auto mode failure or by manual selection. Manual
input of cabin altitude is now used for cabin pressure control. During ascent
and descent the rate of change is preselected by the cabin rate selector.
S MAN AC MODE
Manually selected, outflow valve is controlled by the toggle switch for in-
crease or decrease of cabin pressure.
S MAN DC MODE
Manually selected, same as before, but different power source and speed.
For Training Purposes Only
Pressure Controller
The pressure controller regulates and monitors cabin pressure. A fixed pro-
gram (schedule) is used for cabin pressurization. Status and failure information
are transferred to the pressure control panel (P5).
Following signals are used:
S Preselection from the pressure control panel.
S Barometric correction from captains and copilots altimeters.
S Ambient pressure from aux. static system #1.
S Ambient pressure from digital air data computer #1.
S Cabin pressure through open ports at the front face of the controller.
S AIR/GRD signal from R/H main gear
S Aft outflow valve position
Main Outflow Valve
Is operated by an AC or DC actuator. A clutch connects the selected motor to
the gate of the outflow valve. Only one actuator can operate at a time. During
normal operation, the AC-motor is engaged. Drive orders are provided by the
pressure controller. Position of the outflow valve is indicated on the pressure
control panel in the cockpit.
FWD Outflow Valve
Insures heating of the FWD cargo compartment, when the aft outflow valve
closes the FWD outflow valve will close too, in order to maintain cabin pres-
sure.

Safety Relief Valves

Two safety relief valves are used to relief cabin pressure in excess of 8.5 PSID.

Negative Pressure Relief Valve

Purpose to prevent ambient being higher than cabin pressure > 0.1-1.0 PSID.

SCL VRC/RRH 03.08.2005 Page28

 AIR CONDITIONING B737-300/400/500
PRESSURIZATION CONTROL
21-30

PRESSURIZED AREA

NEGATIV PRESSURE
FWD CARGO AFT CARGO RELIEF VALVE
COMPART COMPARTMENT
MAIN OUTFLOW VALVE
M MAIN WHEEL WELL SAFETY
NOSE WHEEL RELIEF VALVE
WELL
AC-ACTUA TOR M M DC-ACTUA TOR
FWD OUTFLOW
VALVE

CABIN PRESS.
AUTO OFF SCHED SENSE PORTS
STANDBY MANUAL
FAIL A DESCENT A G G

AUTO STANDBY MANUAL

V
A AMB.
000 00
L
PRESS.
FLT ALT DECR INCR V
CABIN RATE E PRESSURE CONTROLLER CPC22
C
O
GRD
00 000 L
P
O FLT
CAB ALT E
S
N 1000 FEET 1000 FEET
E
00 000 9 1 9 1
For Training Purposes Only

LAND ALT
STBY AC
MAN
8 31 7 00 2 8 31 7 00 2

F G AUTO DC
ALT ALT
L R 7 MB IN.HG. 3 7 MB IN.HG. 3
T D CHECK 10 1 3 2 9 9 2 10 1 3 2 9 9 2
6 4 6 4
CAB
-.3 .8 1.9 2.9 3.9 5.0 5.1 6.0 6.8 7.6 5 5
.3 1.4 2.4 3.4 4.4 5.0 5.6 6.4 7.2 8.0 BARO BARO
18 20 22 24 26 28 30 32 34 36
FLT ALTITUDE X 1000 FEET-MAX PRESS SCHEDULE
DIGITAL AIR DATA
PRESSURE CONTROL PANEL P5 CAPTAINS ALTIMETER COPILOTS ALTIMETER COMPUTER RIGHT MAIN GEAR

Figure 14 Press. Control System Schematic

FRASCL
US 8VRC/RRH
gz 15.5.95
03.08.2005 Page 29
 AIR CONDITIONING B737-300/400/500
PRESSURIZATION CONTROL
21-30

21-30 PRESSURIZATION CONTROL

PRESSURIZATION SYSTEM DESCRIPTION
General
The pressurization system controlles cabin pressure on the ground and in flight
for any selected flight altitude. The amount of airflow through the fuselage is
controlled by the aft outflow valve. Major components are:
S Pressure Control Panel
S Pressure Controller
S Aft Outflow Valve
The aft outflow valve can be operated in four different modes:
S AUTO MODE (normal mode)
After input of FLT and LAND ALT. - cabin pressure and rate of change is
automatically computed for all flight events.
S STANDBY MODE
Automatically activated by auto mode failure or by manual selection. Manual
input of cabin altitude is now used for cabin pressure control. During ascent
and descent the rate of change is preselected by the cabin rate selector.
S MAN AC MODE
Manually selected, outflow valve is controlled by the toggle switch for in-
crease or decrease of cabin pressure.
S MAN DC MODE
Manually selected, same as before, but different power source and speed.
For Training Purposes Only
Pressure Controller
The pressure controller regulates and monitors cabin pressure. A fixed pro-
gram (schedule) is used for cabin pressurization. Status and failure information
are transferred to the pressure control panel (P5).
Following signals are used:
S Preselection from the pressure control panel.
S Barometric correction from captains and copilots altimeters.
S Ambient pressure from aux. static system #1.
S Ambient pressure from digital air data computer #1.
S Cabin pressure through open ports at the front face of the controller.
S AIR/GRD signal from R/H main gear
S Aft outflow valve position
Main Outflow Valve
Is operated by an AC or DC actuator. A clutch connects the selected motor to
the gate of the outflow valve. Only one actuator can operate at a time. During
normal operation, the AC-motor is engaged. Drive orders are provided by the
pressure controller. Position of the outflow valve is indicated on the pressure
control panel in the cockpit.
FWD Outflow Valve
Insures heating of the FWD cargo compartment, when the aft outflow valve
closes the FWD outflow valve will close too, in order to maintain cabin pres-
sure.

Safety Relief Valves

Two safety relief valves are used to relief cabin pressure in excess of 8.5 PSID.

Negative Pressure Relief Valve

Purpose to prevent ambient being higher than cabin pressure > 0.1-1.0 PSID.

SCL VRC/RRH 03.08.2005 Page 30

 AIR CONDITIONING B737-300/400/500
PRESSURIZATION CONTROL
21-30

NEGATIVE PRESS.
POSITION

RELIEF
VALVE DOOR
SAFETY
RELIEF
NORMAL VALVE
POSITION

NEGATIVE PRESS.
RELIEF VALVE
FRAME
RELIEF VALVE
DOOR

AC-ACTUA TOR
CLUTCH
CABIN
PRESSURIZATION
OUTFLOW VALVE VALVE COVER

CLUTCH
DC-ACTUA TOR
For Training Purposes Only

GATE

115 V AC
MAIN AC BUS 2
THERMOSTAT
DIAPHRAGM OPERATED
HEATED SENSOR CONTROL
MOUNTING BASE
GASKET

Figure 15 Press. Control Components

SCL VRC/RRH 03.08.2005 Page 31
 AIR CONDITIONING B737-300/400/500
PRESSURIZATION CONTROL
21-30

FORWARD OUTFLOW VALVE CIRCUIT

The forward outflow valve is driven by a 115 volt ac, single phase motor. The
valve will be either open or closed, it does not modulate.
Power is supplied through the outflow valve closed relay, provided that the re-
circulation fan energized relay is off. If the cabin air recirculation fan is operat-
ing, the recirculation fan energized relay is on and the forward outflow valve is
powered closed.
The relay is controlled by two switches in the aft outflow valve.

Recirculation Fan OFF

If the cabin air recirculation fan is not running, the REClR FAN ENERGIZED
relay is off and 115 volts ac is available to operate the forward outflow valve.
When the aft outflow valve is driven closed, one switch in the aft outflow valve
closes its contact 4"1/2° from closed position. When the aft outflow valve is
1/2° from closed, the other switch closes. This results in relay energizing and
the forward outflow valve being driven.
When the aft outflow valve opens, relay will not de-energize until the aft out-
flow valve is 4"1/2° from its closed position.
Recirculation Fan ON
When the cabin air recirculation fan is operating, The REClR FAN ENERGIZED
relay directs 115 volt ac to close the forward outflow valve regardless of the
position of the position of the aft outflow valve.
For Training Purposes Only

SCL VRC/RRH 03.08.2005 Page 32

 AIR CONDITIONING B737-300/400/500
PRESSURIZATION CONTROL
21-30

SWITCH CLOSES AT
1/2 1/2 FROM
FULL CLOSED

SWITCH CLOSES AT
4 1/2 FROM
FULL CLOSED

CABIN PRESSURIZATION OUTFLOW VALVE

OPEN

CLOSED
OUTFLOW VALVE
CLOSED RELAY
FORWARD OUTFLOW VALVE
For Training Purposes Only

FORWARD
OUTFLOW
VALVE
RIGHT RECIRC FAN
ENERGIZED RELAY

AIR CONDITIONING RELAY MODULE

100664

Figure 16 Forward Outflow Valve Control Schematic

SCL VRC/RRH 03.08.2005 Page 33
 AIR CONDITIONING B737-300/400/500
PRESSURIZATION
21-30

CABIN PRESSURE CONTROLLER (CPC)

The cabin pressure controllers (CPCs) have these functions:
S Control cabin pressure when the system is in the AUTO or ALTN mode of
operation
S Perform system BITE (start up, continuous, and initiated tests).
Location
The two pressure controllers are in the E1 rack.
Physical Description
Each controller has a pressure sensor on its face.
Each controller has a standard BITE module on its face. Refer to the adjust-
ment/test section of the maintenance manual, or to the BITE manual for the
cabin pressure controller BITE instructions.
ARINC 429 interrogation ports are behind the BITE instruction plates. They
allow interface during system operation for real time onboard troubleshooting.

General Description
There are two cabin pressure controllers. The two controllers are identical and
interchangeable. The controllers use digital circuitry.
The controllers are part of a dual redundant system. They are active when the
system operates in the AUTO or ALTN modes. Only one controller operates
the outflow valve at any given time. The other controller acts as a backup.
The controllers have pin selectable control functions. This optimizes the system
for specific mission profiles.
Training Information Point
The cabin pressure controllers are electro static discharge sensitive (ESDS)
For Training Purposes Only

devices. Use ESDS safe practices when you handle the units.

SCL VRC/RRH 03.08.2005 Page 34

 AIR CONDITIONING B737-300/400/500
PRESSURIZATION
21-3

PRESSURE
CONTROLLER

PRESSURE
CONTROLLER
For Training Purposes Only

Figure 17 Cabin Press. Controller

SCL VRC/RRH 03.08.2005 3
Page 35
 AIR CONDITIONING B737-300/400/500
PRESSURIZATION
21-30

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For Training Purposes Only

AA

SCL VRC/RRH 26.08.2005